Document 3QdKkpKRd3dNw16GMd3maGaKy

P LA IN TIFF 'S E X H IB IT CONTENTS Officers of the National Safety Council 1961*62................ ............................ Trustees of the National Safety Council 1961*62...,..,............ ................... Directors of the National Safety Council ..... ................................ . 4 6 9 ANNUAL MEETING OF MEMBERS Invocation .. ... Minutes of Annual Meeting. . Report of Council Operations.......... Annual Address of the President. .. The Rev. Charles M. Crowe, DD 19 R L. Forney, Secretary 19 ...................... George C, Stewart 21 ...................... ............Howard Pyle 23 ANNUAL BANQUET Invocation, , National Safety Congress Banquet Safeguarding Safety Progress. The Rev. Evagorat Consiantinidts 26 . . 27 John F, Gordon 21 EXHIBITORS AT NATIONAL SAFETY CONGRESS 4 EXPOSITION 33 Index to all Volumes in 1961 National Safety Congress Transactions 47 Other Volumes in 1961 National Safety Congress Transactions .. . Back Cover National Safety Council OFFICERS -- 1961-42 Chairman, Board of Directors--William H. Lows, Treasurer, Inland Steel Company, Chicago, Illinois President Emeritus--Ned H. D*ajuo*x, President Emeritus, National Safety Coundt, Titusville, Pennsylvania President--Howard Pyle, President, National Safety Council, Chi cago, Illinois Vice President for Fariiu--Harry L, Powell, -Assistant to Vice President, The Goodyear Tire 8: Rubber Company, Akron, Ohio Vice President for Finance--Curtis- Barkes, Senior Vice President. Finance and Property, United Air Lines, Chicago, Illinois Viet President for Homes--Gtoner M. Wheatley, M.D, Third Vice President and Medical Director, Metropolitan Life Insurance Company, New York, New York Vice President for Industry--R, P, Hamilton, Superintendent of Safety. St. Louis-San Frandsco Railway Company, St Louis, Missouri Vice President for Labor--Lloyp D. Uttex, Director, Industrial Health and Safety Division, United Automobile Workers, Detroit, Michigan Vice President for State and Local Safety Organisations--H, G. Mamcclsdokt, Standard Oil Company (N. J.). New York, New York Vice President for Membership--John L. Gills, Vice President, Monsanto Chemical Company, St Louis, Missouri Vice President for Motor Transport--Majuc Robeson, Vice Presi dent, Yellow Transit Freight lines, Inc., Kansas City, Missouri Vice President for Production--Robert R. Burton, Senior Vice President, Kenyon At Eckhardt, Inc, New York, New York S National Safoty Council (Officers, continued) Fke President for Public lnformalion--Cn.\u.z$. \V Ferguson Senior Editor, The Reader's Digest, Pleasantvtlle, New York ' Vice President for Research and Education--0*. Research Consultant to the President, Mine Company, John T, Ryan, President, Memorial burgh. Pennsylvania WitxtAM P. Ya."<t, Safety Appliances Laboratory, Pitta- Schools, I'niversity of Illinois. Vrbana. Illinois B. Fisher, Secondary .Administrator, u. o. u/epartmem of Executive Vice President--G. C Stewart. Executive Vice Presi dent, National Safety Council, 425 North Michigan Avenue. Chicago II, Illinois General Manager--W, G. Johnson, Genera) Manager, National Safety Council, 425 North Michigan Avenue, Chicago II, Illinois Secretary and Treasurer--R. L. Forney, Secretary ami Treasurer, NIllaintoioinsal Safety Council, 425 North Michigan Avenue. Chicago II, , crrf"'T~;- Fultob0` Director, Treasury Bureau. RlhSs* SafCt) C01"101, 423 tf0** Michigan Avenue, Chicago 11. National Safety Council TRUSTEES -- 1961-42 Chairmen of tht Trutfttt--Howau Pyle, Presided. N'liiaai Safet) Council, 425 North Michigan Avorue, Chicago 11. IBraces Viet Chairman of the Tnutttf--Wx, White, President. The Dry* ware 8c Hudson Railroad Corporation, New York, New York Members Msxvtk H. Baker. Chairman, National CjTtum Company, Buffa. . New York James B. Black, Chairman, Pacific Gas and Electric Company, SuFrancisco, California S. Bxoc* Black, Chairman, Liberty Mutual Insurance Ccerpaa*. Boston, Massachusetts P'U" H. Bout, Chairman, Warner-Lambert Phanraceuttol Com* party, Morris Plains, New Jersey H. S. M. Buiws, Fortner President, Shell Oil Company, New York. New York HOWAU H. Callaway, President, The Garden Industrie*. Incorpo rated. Hamilton, Georgia Walt** F. Carey, President. Automobile Carriers Inc. Film, Michigan William G. CMahdle*. President, Scripps-Howard Supply Company, New York, New York Lodes Clay, Chairman, Continental Can Company, Inc, New York, New York Moxcam J, Dayts, Chairman, Humble Oil & Refining Company*. Houston, Texai Harry A. BeButts, President, Southern Railway Company, Wash ington, D. C J. Doyle DaWnr, President, The Travelers, Hartford, Connecticut Moxss G. Dial, Chairman. Unk Carbide Corporation, New York. New York E. F. bo Pojrr, Director, Employee Relations Deportment. E. I. du Poet do Nemours & Co* Inc, Wilmington, Delaware FtfEWCX W. Ecu*, duinoan, Metropolitan Life Insurance Com pany, New York, New York I National Safety Council ! '> ' * -hwiW; nuud) Calvix Fentress, Jr., Chairman, Allstate Insurance Company, Skokie, Illinois Johjc F, Gordon, President, General Motors Corporation, Detroit, Michigan Bowman Gray, Chairman, R< J. Reynolds Tobacco Company, Winston-Salem, North Carolina Jake L. Hamox, Dallas, Texas E. Roland Hauimax, Brown Brothers Harriman and Company, New York, New York J* V. Herd, Chairman, The Continental Insurance Company, New York, New York William A. Hewitt, President. Deere & Company, Moline, Illinois Frederick R. Kappel, Chairman. American Telephone and Telegraph Company, New York. New York Joseph L, Lanier, President, West Point Manufacturing Company, West Point, Georgia Sam Laud, Chairman, Executive Committee, General American Transportation Corporation, Chicago. Illinois Georoe E. Leichty, Chairman, Railway Labor Executives' Associa tion, Washington, D. C. William H. Lowe, Treasurer. Inland Steel Company. Chicago. Illinois (Ex-Officio) Neil McEleoy, Chairman, The Procter 4 Gamble Company, Cin cinnati, Ohio Robert G. Pace, President, Phelps Dodge Corporation. New York. New York G. T. Pqwxall, Secretary, United States Rubber Company, New York, New York Sherburne Prescott, Belle Haven, Greenwich, Connecticut Gwilym A Prick, Chairman, Westinghouse Electric Corporation, Pittsburgh. Pennsylvania Howard Pyle, President, National Safety Council, 425 North Michigan Avenue, Chicago It, Illinois Walter P, Rxuther, Vice President, American Federation of Labor and Congress of Industrial Organizations, Detroit. Michigan W. S. S. Rodgers, Former Oiairman, Texaco, Inc^ New York, New York 7 i i National Safety Council \ {Trust"*,, continued) | Edward L. Shea, Former Chairman, Ethyl Corporation, New York. New York Arthur E. Stoddard, President, Union Pacific Railroad Company, Omaha, Nebraska Da. John F. Thommox, Chairman of the Executive Committee. The International NJcke! Company, Inc., New York, New York Juan T. Trite*, President, Pan American World Airways System. New York, New York Wit. Want, President, The Delaware & Hudson Railroad Corpora tion, New York. New York Robert W. Woooaurr, Chairman, Finance Committee, The Coca-Cola Company, Atlanta, Georgia Leslie B. Wocthikctok, President,,United States Steel Corporation. New York, New York $ | National Safety Council i 1 i I BOARD OF DIRECTORS -- 1961-62 I inland Steel Company, Chicago, Illinois Vice Chairman of the Board of Dircctart--Da Lowell B. Fisher, CHirman, North Central Association of Colleges and Secondary Sehoois, University of Illinois, Urbana, Illinois 'Edward S- Adams, Director of Safety, Iowa Farm Bureau, Des Moines, Iowa Fra.vic R, Ahlcxex, Editor, The Commercial Appeal, Memphis, Tennessee Cyril Ainsworth, Deputy Managing Director, American Standards Association, New York. New York Robert H. Alrisser, Safety Manager, Merck Chemical Division, Merck & Co., Inc., Rahway, New Jersey Finlay C. Allas, Assistant to the President, United Broiherhood of Carpenters and Joiners of America. Washington, D. C. Homer Allen, Associate Professor, Physical Education, Purdue University, Lafayette, Indiana W. M. Allison, Senior Safety Director, British Columbia Lumber Manufacturers Association, Vancouver, B- C., Canada Louts H. Antoine, Resident Vice President. The American Insur ance Company, St. Louis, Missouri Mrs. Almer Armstrong, Indiana Farm Bureau Cooperative Asso ciation, Indianapolis, Indiana Dr. Dewey F, Bauch, President, Detroit Institute of Technology, Detroit, Michigan Curtis Barker, Senior Vice President, Finance and Property, United Air Lines, Chicago, Illinois F. R. Barnard, Manager of Compensation and Safety, Bethlehem Steel Company, Bethlehem, Pennsylvania R. R, Bartelsmeyer. Chief Highway Engineer, Illinois Division of Highways, Springfield, Illinois Richard O. Bennett. Secretarr-Trcasurer, The Insurance Institute for Highway Safety, Washington, D. C. Mrs. P. D. Bevil, Sacramento", California M. F. BtANCARfif. Manager, Safely Services, AUis-Chalmers Manu facturing Company, Milwaukee, Wisconsin Notional Safety Council (Beard of Director*. contmmed) William E. Biluxcs. Executive Vice President and Secretary, Greater Geveland Safety Council, Cleveland, Ohio J. T, Blalock, Vice President, Pacific Indemnity Company, Los Angeles, California Harry H. Brainoo, Executive Manager, Western Pennsylvania Safety Council, Inc, Pittsburgh, Pennsylvania Clark D. Budges. Managing Director, Industrial Medical Associa tion, Chicago, Illinois Gcnoc T. Bbowx, Deputy Director, Bureau of Labor Standards, U. S. Department of Labor, Washington, D. C. Robot V. Browjt, Editor, Editor 8t Publisher, New York. Nrw York Rossau. I. Baoww, President, Insurance Institute for Highway Safety, Washington, D. C. E. J. Buhner, Chairman of the Board, The Stiver Fleet Motor Express, Inc, Louisville, Kentucky Roscrr K, Burton, Senior Vice President, Kenyon & Eckhardt Inc, New York, New York Bebmam R. Caldwell, Director. The Traffic Institute, Northwestern University, Evanston, Illinois Earl N. Canxon, Consultant, The Greyhound Corporation. Chicago. Illinois Altus W. Caxtwell, National Director Safety Services, Tlw American National Red Cross, Washington, D. C. Walter F. Carey, President, Automobile Carriers Inc, Flint, Michigan J. J. Cavaxach, President, Chicago Motor Gub, Chicago, Illinois Dr. A. L. Chatman, Assistant Surgeon General, Chief, Division of Accident Prevention, U. S. Public Health Service. Washington, D. C Aujlm L. Cos*. Director of Industrial Safety. Kodak Park Works, Eastman Kodak Company, Rochester, New York John M- Convert, Industrial Relations Consultant, National Associ ation of Manufacturers, New York, New York Owen Cooper, Executive Vice President Mississippi Chemical Com pany, Yazoo City, Mississippi Sanford B. Cousins, Vice President, American Telephone and Tele graph Company, New York, New York Ernest G. Cox, Chief, Section o! Motor Carrier Safety, Bureau of Motor Carriers, Interstate Commerce Commission, Washington, 10 f i National Safety Council (Board of Directors, continued) Bxevaxd CniKroLD, Executive Director, The Council of State Governments, Chicago, Illinois Neo. J, Curry, President, California Cartage Company, Inc, Los Angeles, California M. Cushing, Director of Industrial Relations, United States Rubber Company, New York, New York .way safety. C- ommi--ttee.,_i_n_c,. wasmngton, i_. Ned H. Dearborn. Drake Manor, Titusville, Pennsylvania Jonx Denson, Editor, The New York Herald Tribune, New York. New York Cecil B. Dodd, Manager, Industrial Relations, Weirton Steel Com pany, Weirton, West Virginia Miss Dorothy Dovvxt, Assistant to Director of Engineering, Fire men's Mutual Insurance Company, Providence, Rhode Island T. A, Dpescher, Milk Industry Foundation, c/o Borden's Farm Prod ucts, Division of The Borden Company, New York, New York E. F. ou Pont, Director, Employee Relations Department, E. I. du Pont de Nemours & Company, Inc., Wilmington, Delaware D*. j. Dure Elkow, Professor, Department of Health and Physical Education, Brooklyn College, Brooklyn, New York Howard Enxes, Director, Bureau of Health Education, The Equi tva-b.lue Life Assurance Society of the United States, New York, New Hishy W. Fales, Vice President--Manufacturing, St. Croix Paper Company, Woodland, Maine Charles Ferguson, Director, Safety Division, United Mine Workers of America, Washington, D. C Charles W. Ferguson, Senior Editor, The Reader's Digest, PteasantvUle, New York R. H. Fttcusox, Assistant Director of Industrial Relations, Republic Steel Corporation, Cleveland, Ohio A. C. Field, Jr., Manager, Public Affairs, WGN Inc., Chicago, Il linois Dr. Lowell B. Fishier. Chairman, North Central Association of Colleges and Secondary Schools, University of Illinois, Urbana, Illinois Frank Fuck, President, Flick-Reedy Corporation, ficnsenville, Il i linois | Parke* C. Four, Safety Advisor, Socony Mobil Oil Company, New York, New York i 11 i i I National Soffity Council | fBoard of Dirrelorr.ronliaurd) BtNsoN Ford, Vice President, Ford Motor Company, The American Road, Dearborn, Michigan Robert B. Foryey, Associate Professor of Toxicology. Indiana Universify Medical School, Indiana (>olis, Indiana Edward G. Fox. President, Bituminous Coal Operators* .Association, Washington, D. C. Robert G. Frazier. M,D,, Secretary, American Academy of Pedi atrics, Evanston, Illinois Mrs. Gertruds H. Frese. General Personnel Supervisor, New York Telephone Company, Brooklyn, New York A. H. Galloway, President. R. I. Reynolds Tobacco Company, Winston-Salem, North Carolina Wm. Gill. Jr., President, Gill Construction Company, Oklahoma City, Oklahoma Johk L., Gilds, Vice President, Monsanto Chemwal Company, St. Louis, Missouri Gcorce L. Goesell, Manager, Safety and Fire Protection, Monsanto Chemical Company, Sl Louis, Missouri J. Wruox Gowdy. Viee President, Northwestern Mutual insurance Company, Seattle. Washington G Huxter Greek, Vice President and General Manager, -Southern Bell Telephone and Telegraph Company, Louisville, Kentucky Gerard O. Gnimx, Manager, Hazard Control, Dravo Corporation. Pittsburgh, Pennsylvania John T. Gueask, President, Pacific Employers Insurance Company, Los Angeles, California R. P, Hamilton, Superintendent of Safety, St. Louis-San Francisco Railway Company, St Louis, Missouri Dr. Earle S. Hahkawrd, Safety Engineer, Long Lines Department. American Telephone & Telegraph Company, New York. New York Charles J. Hadgh, Vice President, The Travelers Insurance Com pany, Hartford, Connecticut D. F. Hayes, Chief. Safety & Fire Protection Branch, United States Atomic Energy Commission, Washington, D. C. William Randolph Hearst, J*., New York Journal and American. New York, New York Donald M. Hiccins, National Director, Health and Safety Service. National Council, Boy Scouts of America, New Snauwtcfc, New Jersey Rt. Rev. Msgx. Georgs G. Higgins, Director, Department of Social Action, National Catholic Welfare Conference, Washington. D. C. U I 1 . National Safety Council I iHeard of Dirrcdort, canhnard} Paul J. Hoove*, Vice President and Store Manager, The Halle Bros. Company, Cleveland, Ohio Stanley C. Hoj>*. Chairman, The SoundScribec Corporation, New York, New York VV. G. Hotchkiss. Director--Corporate Personnel Services, Chrysler Corporation, Detroit, Michigan J. H, Incersoll, President. Ingcrsoll Products Division, Borg-Warner Corporation, Chicago, Illinois Da. Harold K. Jack, Director, Department of Health, Physical Eduvam*n ^ Kecrci,lc,n' Tcmptc University, Philadelphia, Pennsyl- Corporation, Detroit, Michigan D. B. Texks, President, Missouri Pacific Railroad Company, St Louis, Missouri Clauds A. Jessup, President, Virginia Trailways, Charlottesville, Virginia N. Russell Johnson*, Wee President, Railway Express Agency, New York, New York i Newell R. Johnson, General Manager, American Mutual Insurance i Alliance, Chicago, Illinois I Dr. Norvix C Kieter, Chief Medical Director, The Equitable Life Assurance Society of the United States, New York, New York I Barry G, Kinc, Ph.D., Chief, Research Branch, Division of Acci ! dent Prevention, U. S. Public Health Service, Washington, D, G ! Irving B, Kline, President, Kline Chevrolet Sales Corp., Norfolk, Virginia Otto Z. Klopscii, Works Manager, Inca Manufacturing Division, Phelps Dodge Copper Products Corporation, Fort Wayne, Indiana Walter K. Koch, President, Mountain States Telephone and Tele graph Company. Denver, Colorado David KohX. Vice President, Yellow Cab Company of Philadelphia, Philadelphia, Pennsylvania T. A. Kraklow, Director of Safety, Deere & Company, Moline, Il linois Franklin M. Kreml. Director. The Transportation Center, Northwestern University, Evanston, Illinois Mrs, John . Krueger, Milwaukee, Wisconsin Frank E. Ladercr, Director of Safety, Nationwide Insurance Com pany, Columbus, Ohio 13 i I i I % l I National Safety Council I 1 (Board of Directors, continued) F. S. Lajoc, Director of Safety, Interstate System, Grand Rapids, Michigan Edward B. Landry, Director of Safety and Health, United States Post Office Department, Washington, D. C. Arthur B. Laxclie, President, McCall Corporation, New York. New York Stanley Learxxd, Chairman of the Executive Committee and As sistant to the President, Phillips Petroleum Company, Bartlesville. Oklahoma Edmond H. Leavxy, Honolulu, Hawaii Ivan F. LeGoxe, Safety Director, Portland Csneoe Association. Od eago, Illinois Eugexe L. Lehr, Chief, Program Planning & Consultation Branch. Division of Accident Prevention, Public Health Service, Was&agten, D. C. G. M. LeilicR, Vice President---Operations. Western Maryland Rail way Company, Baltimore, Maryland Bauci Loinuz, Vice President, Deere & Company, Moline. ] libras Wiiijau H. Low*, Treasurer, Inland Steel Company, Chicago. Il linois Forst E. Lowery, Manager, Greater Minneapolis Safety Goaaril, Minneapolis, Minnesota D*. Masy Frances Lyle, Sute Home Demonstration Leader, Co operative Extension Service, Agricultural College, Scmth Dakota State College, Brookings, South Dakota H. G. Maxcelsdoit, Standard Oil Company <N. J.), Sew York, New York Hiss Marion E. Martin, Commissioner of Labor and Industry, State of Maine, Augusta, Maine Harry O, Mathews, Vice President, Transportation and Distribu tion Division, Armour and Company, Chicago, Illinois G. E. McCorison, Chairman of the Board, Thtimany Pulp and Paper Company, Kaukauna, Wisconsin Brooks McCormick, Executive Vice President, International Har vester Company, Chicago, Illinois E. C. McFaooen, Vice President, Texas Employers* Insurance As sociation, Dallas, Texas H. S. McFarland, Director of Personnel Services, General Motors Corporation, Detroit, Michigan Dr. Ross A. McFarland, Professor of Environmental Health and Safety. Harvard School of Public Health, Boston, Massachusetts U J National Safety Council I (Board of Directors, continued) William H. McGaugi'cy, Vice President, American Motors Cor poration, Detroit, Michigan F, C. Mcrner, Vice President--General Manager, Moore Business Forms, Inc., Oakland. California I. W, Millard, Chairman of the Board, Industrial Gloves Company, Danville, Illinois I J. T. Monahan, General Manager. Safety Products Division, .Ameri can Optical Company, Southbridge, Massachusetts Walter E. Montgomery, Safety Director, Quebec Asbestos Mining Association, c/o Robertson, Hall & Henshaw, Ltd., Montreal, Que bec, Canada Thomas C. Morrill, Vice President, State Farm Mutual Automobile Insurance Company, Bloomington, Illinois A. W. Motley, Director, Bureau of Labor Standards, U. S. De partment of Labor, Washington, D. C. Edward G Myers, Vice President--Personnel, United Stales Steel Corporation. Pittsburgh. Pennsylvania Arthur J. Naquxx, Safety Counselor, New Orleans Public Service, Inc, New Orleans, Louisiana Amos E Neyhart, Director, Institute of Public Safety, The Penn sylvania State University*. University Park, Pennsylvania J. . Nichols, Director of Safety, Reynolds Metals Company, Rich mond, Virginia Guy L. Noble, Chicago, Illinois Robert A. Qlrx, Vice President. Gar Wood Industries. Inc, Wayne, Michigan Geo. P. O'Rourke, Sr., Chairman of the Board, O'Rourke Con struction Company, Dallas, Texas Charles L. Patterson, Chairman, New York City Transit Author ity, Brooklyn, New York Mrs, Louts L. Polua.v, Wilmette, Illinois Richard D. Peters, Editor, The Indianapolis Times, Indianapolis, Indiana Fletcher N, Platt, Manager, Traffic Safety and Highway Im provement Department. Ford Motor Company, Dearborn, Michigan M. C M. Pollard, Director of Safety, National Gypsum Company, Buffalo, New York Harry L. Powell, Assistant to Vice President, The Goodyear Tire & Rubber Company, Akron, Ohio Howard Pyle, President. National Safety Council, 425 North Michi gan Avenue. Chicago, Illinois 15 National Safety Council (Board of Directorr, continued) | f. S. Queener, Manager, Safety and Fire Protection Division, E. I. I ' du Pont de Nemours & Company, Inc, Wilmington, Delaware | Rev. Sheldon Rahn, Executive Director, Department of Social I Welfare, National Council of Churches, New York, New York \V. Thomas Rice, President, Atlantic Coast Line Railroad Com pany, Jacksonville, Florida Mrs. Jean Rjndlavr, Vice President, Batten, Barton, Durstine 4 Osborn, Inc, New York, New York Mark Robeson, Vice President. Yellow Transit Freight Lines, Inc.. Kansas City, Missouri Da. O. Preston* Robinson*, General Manager, Deseret News--Salt Lake Telegram, Salt Lake City. Utah J. JiL Roche, Vice President. General Motors Corporation, Detroit, Michigan H. !. Rom see, President, Western Electric Company, New York, New York Jack J. Rosesrough. General Manager, Farm Bureau Mutual In* surance Company of Indiana, Indianapolis, Indiana Robeitt T. Ross, Manager, Employe Programs Department, Ford Motor Company, Dearborn, Michigan E. M. Rowley, President, Southern Specialty Sales Co., Inc, New Orleans, Louisiana James A. Ryder, President, Ryder System, Inc., Miami. Florida Mrs. Raymond Sayrx. Ackworth. Iowa C F. ScHtmnut, Accident Prevention Manager. Employers Mutual Liability Insurance Company of Wisconsin, Wausau, Wisconsin Karl Schulze, Supervising Safety Engineer, Standard OB Com pany of California, Western Operations, Inc, San Francisco. Cali fornia E. Weldon Schumacher, President. American Optical Company, Southbridge, Massachusetts A. J. Schwantcs, Head of Department of Agricultural Engineering, University of Minnesota, St. Paul, Minnesota J, H. ScHWARTEN. JlL, Vice President and Treasurer, City Products Corporation, Chicago, Illinois Harry Schwartz, President, Washington Pipe and Steel Company, Seattle, Washington Harry See, National Legislative RepresentaUve, Brotherhood of Railroad Trainmen, Washington, 0. C. 16 National Safety Council tBoard of Directors, continued) I | S. M. Sharp, Vice President. Southwestern Electric Power Com| party, Shreveport, Louisiana | P. L. Sbmilier, General Vice President, International Association 5 oi Machinists, Chicago, Illinois J. R. SlllHor, J, R. Simplot Company, Dank of Idaho Building, Boise, Idaho Reuben D. Sivirson, Manager, Department of Manufacture, Cham ber of Commerce of the United States, Washington. D. C. J. I- S. Sne\b, J*., President, Chicago Express, Inc., Kearm*, New Jersey Robert R. Snodgrass, President, Adas Finasv Company, Inc, At lanta, Georgia Leslie J. Sorenson, Chicago, Illinois S. F. Srcxec, Director, Safety and Loss-Prevention, American Cyanamid Company, New York, New York Herman j. Srosrer, Vice President, Industrial Relations, The Youngstown Sheet and Tube Company. Youngstown, Ohio A E. Spoitke, Vice President, Allstate Insurance Company, Skokie, Illinois George H. Steel, Safety Director, Ralston Purina Company, St. Louis, Missouri ), C. SntNNrrr, Consultant, National Association oi Mutual Guualtv Companies, Chicago, Illinois G. C. Stewart, Executive Vice President, National Safety Council. Chicago, Illinois Arthur E. Sioooard, President. Union Pacific Railroad Companv. Omaha. Nebraska Euvooo D. S.VI5BM, Vice PrejideM, Qil, Chemical and Atomic Workers International Union, AFL-CIO, Denver, Colorado Rabbi Marc H. Tanenbaum, Director, Department of Intcrrctigious Affairs, American Jewish Committee, New York, New York Edward W, Taxguarv, Staff Engineer, Farm Equipment Research and Engineering Center, International Ham-ester Companv, Hintdale. Illinois Colonel W. L. Tubbs, Laguna Beach, California Huntington M. Tmtxit Vice President, Chemical Bant Xc- York Trust Company, New York, New York Mas. E. Arthur Unbcrwood, Vancouver, Washington Lloyd D. Utter, Director, Industrial Health and Safety Division, United Automobile Workers,'Detroit, Michigan Mrs. Bernice T. Van per Vries. Member, Chicago Transit Board, Chicago Transit Authority, Chicago, Illinois 17 National Safety Council (Beard of Directors, cot.tinued) i i Doxai_d G. Vaugkaw, Assistant Vice President. Engineering De partment. Aetna Casualty and Surety Company, Hartford, Con necticut Da. ParSTOK A, Wadi, Professor of GinicaJ Surgery, Cornell Universify Medical School, New York. New York J, P, Waavt*, Vice President and General Manager. Manufacturing Division, Humble Oil & Refining Company. Houston, Texas M'ss Mary M. Weeks, Program Specialist. Health and Safety Edu cation, Girl Scouts of the United States of America, New York, New York Mark D. Went*, Jr., Safety Director, Gt-Con Oil Corporation, Lake Charles, Louisiana Hvnttr P, Wharton, General Secretary-Treasurer, International Union of Operating Engineers, Washington. D. C George M. Wheatley, M,Dh Third Vice President and Medical Di rector, Metropolitan Life Insurance Company, New York, New York Rex it. Warnos, Federal Highway Administrator, U. S. Depart ment of Commerce, Washington. D. C. T. H. Wilkinson, Director of Safety, Department of the Army, Washington, D, C, Allan M. Wilson, Vice President. The Advertising Council, Inc., Washington, D. C. Robert S. Wilson, Hudson, Ohio W. B. Wood, Director, Agricultural Extension Service, The Ohio State University, Columbus, Ohio E. Clark Woodward, Director of Safety, A. O. Smith Corporation, Milwaukee, Wisconsin Dr. J. C Wright, Secretary, Committee for Advancement of School Administration, American Association of School Administrators, Washington. D, C. Dr. William P. Yast, Research Consultant to the President, Mine Safety Appliances Company, John T. Ryan Memorial Laboratory, Pittsburgh, Pennsylvania Dr. D. Willard Zahn, Dean, School of Education, Temple Uni versity, Philadelphia, Pennsylvania Carlton L. Zink, Product Research Department, Deere & Company, Moline, Illinois ANNUAL MEETING OF MEMBERS INVOCATION By THE REV. CHARLES M. CROWE, D.D, Pastor--Wilmette Pariah Methodist Church President--Church Federation of Greater Chicago "INTERNAL GOD, Thou who are the creator of the race of men and In Whose care and keeping reside the destinies of nations, we acknowledge Thy lordship over life and the sovereignty of Thy di vine laws in all human affairs. Grant, we pray Thee, the leadership of Thy wisdom in the deliberations of this Important assembly. May the concerns here expressed for the safety and well-being of the people meet with Thy favor. And may they lead to a greater prolection and preservation of the manpower of the nation. Renew among us a deep respect for the sacredness of personality and a genuine consideration for our fellow men. We would make common cause with all who seek to elevate and dignify and make secure the society of free men. Guide the leaden of the nation and the efforts of all responsible people to make peace with honor possible in our time. May all that ts said and done during these days of conference be in the service of humankind and to Thy honor and glory. MINUTES OF THE ANNUAL COUNCIL MEETING The 1961 Annual Council Meeting of the National Safety Council was held in the Grand Ballroom of the Conrad Hilton Hotel, Chicago, on October 16, with Howard Pyle, President, presiding. Following the singing of the national anthem, the Invocation was offered by the Rev. Charles M. Crowe, President of the Church Federation of Greater Chicago. Dr, Crowe's prayer is printed on a following page in welcoming the delegates, Mr. Pyle ex tended special greetings to those present from foreign countries, and to the large Dumber of young people In attendance, who were participating in the youth sessions of the Congress- He 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 read ing of the minutes of the previous annual meeting, as the minutes had been printed and circtslited to the membership. Mr. Pyle called for the report of the Nominating Committee, which consisted of the following members: Edward C Myers, Chairman; Walter F. Carey, George A. Jacoby, Robert T. Ross, Walter K. Koch. Franklin M. Kremt, Herman J. Spoerer. Mr, SpoeTer reported in behalf of the Nominating Committee, pointing out that 19 /Pd/ Sattonal Safety Congress the Constitution authorizes die Comminee Mr. Pyle brought to the audience a greet .to name candidates for election to the Board ing from Ned H. Dearborn, President oi Directors and to all elective offices, and Emeritus of the Council, who was unable to to place m nomination at the Annual Council attend the Congress this year, and intro Meeting >aid candidates, as well as the duced various Officers of the Council who candidates tor election to the Trustees were seated on the speakers platform. He named by the Trustees. The selections of also announced that th* 1962 National the Committee, Mr. Spoerer stated, were Safety Congress would be held in Chicago, reported to the Secretary of the Council October 29-.\`ovcmber 2. more th3n 75 days before this meeting, and Mr. Pyle reminded the members that a a printed Nominating Committee Report, special grant of funds from the Metro announcing all nominees, was mailed to ail politan Lite Insurance Company has made members of the Council on August 29, 1961. it possible for the Council to recognize By reference to the printed Nominating outstanding research work in safety by Committee Report, a copy of which had means of an annual award. He then intro been supplied to each person in the audience, duced Dr. George M. Wheatley, a Vice Mr. Spoercr presented nominations tor President of Metropolitan and the Council** Trute, Directors, and Officer*. Vice President for Homes, who announced There were no nominations except those presented by Mr. Spoerer. Mr. Pyle an nounced that there were 27,424 votes favor ing the state presented by the Nominating Committee, and no votes opposed. Those attending the meeting voted without dissent in favor of the nominations, and Mr. Pyle declared the nominees elected. (Secretary1* Note: Complete lists of the Trustees and Directors for (96I-1902, Including those nominated and elected at this meeting, a* well as those continuing in office from pre vious election*, arc given on preceding page* ot this volume. A list of the Officers for 1961-1962 is also primed on preceding pages of this volume.) that the 1961 award had been made to j. Slinnard Baker, Director of Research and Development oi the Traffic Institute, Northwestern University. The award to Mr. Brdccr, Dr. Wheatley stated, was based on case studies of traffic accidents which he described as being a "significant, pioneering effort to study traffic accidents in depth." In accepting the award, signified by a plaque and a $1,000 check, Mr. Baker expressed his appreciation and also gave credit to several associates who had worked with him on ihe project. The award, he said, should be an incentive to many others to enter the challenging field of safety research. Mr. Spoerer expressed Che Council's spe cial appreciation to two Vice Presidents who arc relinquishing their posts this year --John H. Schwarten, Jr., who is leaving the Finance Vice Presidency, and Walter & Montgomery*, who is leaving the Industrial Vice Presidency. A report by G. C. Stewart, Executive Vice President, and the President's address given by Mr. Pyle, are also included as a part of these Transactions, on following pages. ft, L. Forney Secretary 20 Annual Council Meeting REPORT OF COUNCIL OPERATIONS By GEORGE C. STEWART Executive Vice President, National Safety Council This is the one opportunity of the year when I can fell you something of the operation* of your Council. In the time available, it is Impossible to even list, to say nothing of discussing, the hundreds of activities in which the Council is engaged. All I can do is try to give you some highlights. First, however, let's `take a look at the product of all of these activities--the pre vention of accidents. During the period 1950-1960. accidental deaths per hundred thousand population decreased 14 per cent. Not only did the population rate decrease, but there was a decrease in each category of accidents -- wurk. traffic. home anJ public. So far this year, three categoric* are lower and one the same as for the same period last year. .Vow for some of your Council's actsvines-- Training in safety is being, and will con tinue to be, emphasized. Our purpose is to train more people who, in turn, will become trainers. We are hating a good response to our correspondence training course. Since it was started, there have been 1.000 enrollments. Some ?00 of these have completed the course. We have produced training films, pro moted driver training in high schools and encouraged traffic courts to conduct retrain ing courses. The true nature of your Council, and its methods oi operation are much better understood today than when I spoke to you on this subject a > enr ago. The quality, both in appearance and content, of the Council's publications has improved. We have hail a gratifying increase in the circulation of our Family Safety magazine. In the Past 16 mouths, it has risen from 3,000 to 100.000. The state and local councils have made substantial prr.gre* in strengthening their programs. The buitic* affairs of your Council are sound. We expect to finish the year with a small surplus of income over expenses. The Council's relations with other organ izations are cordial *nd cooperative. t wane to say a word about the Council's traffic safety activity. The basts tor all of these activities is the Action Program of the President** Committee for Traffic Safety, The Council endorses, support*, iromotes and makes an accounting oi the Action Program. All Conferences contribute to the Council's efforts to achieve the objectives of die Action Program. These objectives are--- Sound and uniform traffic laws. Adequate accident reports and their use to guide programs. Good instruction for youth and children. Fiim enforcement of traffic laws and intelligent supervision of traffic Strict requirements for obtaining and retaining a driver's license. Increased safety on existing roads ard streets through engineering. Construction of additional street* and highways designed to carry traffic safely. Motor vehicles designed and constructed to make them progressively easier to operate safely and minimize the injury potential in the event ot an accident. Vehicles maintained in safe operating condition. Citizens who are informed as to the need tor and nature of safety measures, and who, being informed, support traffic afcty programs. yoluntary coordination of programs and activities among all orking for traffic safety. That, very briefly, is the Artion Program. Everything the Council does in the field of 21 1961 National Safety Congress traffic safety U deliberately, thoughtfully and carefully designed to support one of these objectives. Our basic instrument for carrying tbit out is the Annual Inventory of Traffic Safety Activities. The Inventory U die public accounting system of the Action Program. It is a report of progress or failure by cities and by states and, in some cases, by counties. It is the only instrument of its kind in existence It gathers, on a purely voluntary basis, statistics from over 1,200 cities, 49 states, 2 counties and Puerto Rico. Every year statistics on each of the objectives on the Action Program are as sembled. They are analyzed and the per formance of each state and city is compared with those of cities and states to the same population groups. These analyses, together with recommendations, are then returned to the people who provided the information. This program ts administered by the Na tional Safety Council. The Inventory * monitored by several national organizations such as the American Bar Association, the International Associa tion of Chiefs of Police, the Traffic Engi neering Institute and others. Every year we make an effort to have these groups come Let and improve the Questionnaires arid the methods of comparison and analysis. Every year we try to do a better job. This is a valuable service. It is the only service of its kind in the world. It goes to the states and cities without charge. Some 30,000 people are involved in filling out these questionnaires and in using the re turned analyses. The Inventory is the basts on which we conduct your traffic safety program. You may thude I have stressed the Inventory unduly, but I have a purpose to doing so. There is nothing to this world that is being done that can't be done better. Anybody who turns way front constructive criticism is sick. Any organization that won't criti cally examine Its own operations ts dying. But you cannot let action die because of criticism. And any organization that stops trying to do something it knows to be sound and needed, because it is criticized, is unworthy of respect Now we get literally hundreds of letters praising the service provided by the Inventory. We also get a few, but rather vocal, criticisms and some belittlements of this activity. Because of these, I think that it appropriate to make this statement-- The National Safety Council works every day of the year with all the resources it has, using all the talent and experiefKC of its members and staff to prevent accidents. And, it is going to keep oo working. It is trying to prevent accidents and it is never going to stop trying. 22 Annual Council Meeting ANNUAL ADDRESS OF THE PRESIDENT By HOWARD PYLE President, National Safety Council Since my address follows that of General Stewart on our program, I should like to express the appreciation I am sure we all feel for the excellent analysis he has gives us of the Council's program, its great strengths, its imposing potential and its tremendous responsibility. The thing about this crowd is that you have both the words and the music. As I meet you to the field, or elsewhere, 1 am continuously impressed with your :aal and fervor as professionals and as citizens dedicated to the work that occupies us all Now on the inside of the front cover of At this point in these annual proceedings our annua! report, and I trust each of you It is customary for the President of the will take a good look at it as you have the Council to offer such personal observations time, there is another acknowledgement to and comments as may seem desirable or which ^ would like fo refer. It says, *7 appropriate, as the full work of the Con recognition of the thousand* of dedicated gress gets under way. volunteers and the many official and private I wish all of you could see this audience from where I stand here this morning. It agencies and organisations that make up the safety movement in America is tremendous. There is something about it In exactly 25 words this statement of that I think might be illustrated by a good appreciation Identifies the mam strength of story. I think we might indulge in one bit accident prevention as wc know it and work of laughter at this juncture to spite of the with it year after year to ail the arcss of seriousness of the things with which w are our several responsibilities. dealing. Let it be said here and now, as it has This story is told of Mark Twain who was inclined to be quite profane. When something happened that he didn't like particularly, he could swear like a section hand, and did, regardless of who happened to be around. On a particular morning he was shaving and by the most unfortunate circumstance he cut himself rather badly and immediately he let go. it was realty blasphemous. already been implied by General Stewart, tve have only praise and the most fervent gratitude for any and every force, pertotal or otherwise, that ts usefully engaged in this great humanitarian work. If there were twice or three times as many ot us working full time to this field of activity, there would still be all kinds of important duties for every force present. This means, my frierids, that there is precious little time for any thing that might slow down the Now his wrife, who for many years had work or result in a single death or injury been doing her best to try to break him of that might have been averted had all of us this bad habit, had learned every single, been hard at it as we should be. solitary phrase he knew to welt. So, as he It's a real tribute to the members of the tapered off and the air cleared a little, she accident pretention community that there stepped into the bathroom door and stand has been so much productive cooperation ing there In an attitude of great seriousness among all concerned. It is one of the many she repeated all the things that he had said things that has impressed me most about so he could hear how it alt sounded. this work m the altogether too brief time He stood there with a dripping razor, the cut bleeding profusely. With a half smile (xi his face he listened to her go through the whole unpleasant routine. When she had finished, he said "Honey, you are wonderful You have the words, but you don't have the music.'* I have been associated with it. Should anyone be in doubt about this point, I would suggest a review of the action program and a bit of reflection on the extent of the meeting of minds that was required to produce this answer to our need for im mediate action all along the traffic control front 23 ]9cl Xafionct Safety Congress Now time and further research must and sure of my position I personalty called the will improve on our plans for the future. governors of each of the states by telephone In the meantime, however, if a single death and asked them this question: "If yocr or Injury occurs while we are hesitating , legislature were now in session and you for (he want of a more perfect answer, it took this issue to them for approval, would would seem to me that we would deserve it be endorsed? What would the reaction the most critical judgments of every citizen be? Fundamentally, would they endorse it?** in the land. We will never know all the answers to anything: as complex as the challenges with which we are faced in accident prevention, After all, the state legislatures are generally regard'd as the closest possible elected officials .< the people by way of the districts in which they live. but we certainly will deserve the stigma of failure and neglect if we are ever slow about acting with the full strength of what is already known. Without exception the answer from every governor in the United State* was, "No, my state legislature would not approve it," although some of the governors personally Of the gravest importance to our mission were in favor of the idea. ts this added truth that I am afraid maybe we may overlook once in a withe. While we arc the custodians of the national safety through accident prevention, we are also obligated to help protect a way of doing things in this country that is as American as independence Day. Believe it or not, I lost the argument in spite of the evidence I produced. The poli tical pressures. from certain sources were simply too great and the program went ahead. As God is my judge, ladies and gentlemen, .this is a true story and if time permitted I could tell you others like it. For me there is a very special and heart warming significance in the fact that acci dent prevention is essentially a citizen effort. People organized and otherwise doing their utmost fur their country, something that needs to be done where the people live, where they work and where they play. In my personal judgment, from the ex perience ! have had, in doing things many different ways, there is no substitute for the effectiveness of this kind of citizen responsibility. Now to ignore it or to make less than the most of its potential by failing to In spire it and lead it with every resource at our immediate command, is to risk the loss of a way of doing things that is indispen sable to our way of life. As often as private initiative and local responsibility fails or for any reason is by-passed or pre-empted, something ex tremely vital, without which a free society simply cannot live, dies. Perhaps I can illustrate what I mean, show you why I have such a deep concern about this sort of thing, While on duty in the White House, I was once brought into a discussion that pro posed the appropriation of several millions of dollars to be distributed among the states under circumstances with which 1 was con vinced the states would not agTet. To be I simply cannot believe this is the way wc want things done in this country. In fact, I doubt that there is ever any justi fiable reason for taking the view--well, the folks at home haven't done anything about it. or enough, so we wilt do something about it \-ilh their money. Now we cannot speak and w cannot act for others who serve the p_jIIc, but we can and must speak and act for the thou sands of dedicated volunteers and the many official and private agencies and organiza tions that make up the safety movement in America. The challenge for us is how closely can we and will we work with the people ? How constantly and faithfully can we and will wc join with them in advancing the work of accident prevention, while at the same time we protect the people's way of doing things that need to be done for and by the people ? To the extent that we succeed, and be lieve me, ladies and gentlemen, we cannot fail in this responsibility, we will not only stop accidents, but wc will be able to stand with the citizenship of' this country a* living, incontestable proof to the world that a free people is most of all a responsible people. In my personal judgment there is no more 24 Numwt C.'an.i.' Meeting urgent business than this at hand today and ! would hardly except even the international problems that must inevitably be the re sponsibility of governments. The peoples of the world need inspired leadership from us just as badly as their diplomats do. Since our constant prayer is that cur leaders may deserve to prevail, what then can we, should we and must we do as a people ? Our answer must be to lead them and to help them with such responsibilities as acci dent prevention, as we have never led them and never helped them before in cur entire history. 1 contend if they are willing to spend billions of dollars every year as a possible deterrent against atomic oblivion, they are witling to help avoid the end of the world every year for more than 90,000 men, women and children who die because of accidents we know could be avoided Now this may not seem quite as urgent .is Berlin, or the tensions of the United Nations, or the control of outer space, or intercontinental misstles, cr whatever your particular attention is in that regard. On the other hand before we draw this kind of conclusion about anything as important and elemental to the structure ot the world's well-being and to our well-being as a people. let's recite together, these very significant bits of literary revelation: For the want of a nail a shoe was lost For the want of a shoe a horse was lost For the want of a horse a rider was lost For the want of a rider a battle was lost For the want of a battle a kingdom was Tost And all for die want of a horseshoe nail. Ours is as urgent a business as I know. We have only begun to handle It as well ns we can and as well as we must. May this 49th National Safety Congress and Exposition multiply our usefulness many times in the name of safety every* where all the time Ladies and gentlemen, may l suggest that you now try to see all the exhibits, and engage in as many* of the program activities as possible. This is your Exposition. We are only here to serve you. In behalf of the officers and the members of the Board, may 1 express our apprecia tion lor your attendance at this ""! meeting and for the interest you have shown. ANNUAL BANQUET INVOCATION By THE REV. EVAGORAS CONSTANTINIDES Priest. St. Demetrio* Greek Orthodox Church* Chicago* HL TN THE name of the Father and of the Son and of the Holy Spirit* Amen. Almighty God. in all wisdom hast Thou created the universe and in all love hast Thou made man in Thine image and lflrcneai mc -v Thou hast established this universe as man's dwelling, place," his throne of glory. Thou hast equipped this abode 0/ man with all the blessings for his sustenance and regulated it with all the laws foe hk safety and well being, Man has gone a long way In discovering the marvels which en compass him and, pleased with what he discovered, wants to be fdrthcr inspired by adventures into the cosmos with which Thou hast sur rounded him. ....... With new highways, waterways, airways and spaceways.constantly being carved on. in and about the earth, we pray to ,Tbe& Atolghty God, that Thou enlighten all men to use these ayetmeijto^"^'"1iJw prudence, love and consideration toward dbg aDOtherf_M;itE become factors in man's growth in Thy ill to his extinction. Grant that man may use his reasoninjft. 2}i safety and the safety of others as an c preservation and safekeeping ot his?2> Spirit dwells, as a commandmmt'JgomE most treasured possession whkh Thob . dignity, blossom in safety and -nlmfnt its t hand, not bis. This wc ask in the name of Your Son and our Lord and Redeemer, Jesus Christ Amen. Congrexj Banquet NATIONAL SAFETY CONGRESS BANQUET The Banquet of the 1961 National Safety Congress was held in the Grand Ballroom of the Conrad Hilton Hotel, Chicago, on October 17, with William H. Lowe, Chairroan of the Board of Directors, presiding. The Invocation w*s gU'w by the Reverend Evagoras Constantlnides, Priest of St Deroetrios Greek Orthodox Church, Chi cago. The reverend Mr, Consuntinides' prayer is printed on a following page. During the dinner, banquet guests were entertained by an orchestra under the direc tion of Bud Dinwiddie, and featuring vocal soloist Larry Gray. to the state and city which, during the year, did roost to protect their citizens from accidents of all lands- The Award it baaed not only on actual accident records, but on accident prevention activities by industry, media, churches, civic and youth groups, public officials, and safety organizations. For earning this recognition Governor Dempsey and Mayor Whceldon received from President Pyie the Flam/ of Life Award. The Award is an abstract crystal sculpture in the form of a dame, which curls in an upward sweep from a narrow base to. a pointed top. It is fashioned to Seated at the speakers table, and at symbolize the flame of life which accident special tables on the ballroom door, were prevention seeks to sustain. the Council's officers and members of the In accepting their awards. Governor Board of Directors. These were appropri Dempsey and Mayor Wheeldon paid tribute ately introduced to the banquet guests by to safety leaders in Connecticut and in the Chairman. Sioux Falls whose efforts played a signifi The Chairman read telegrams of greeting from the Honorable John F. Kennedy, President of the United States, and the Honorable Richard J. Daley, Mayor of Chicago. cant part in securing the recognition. Spe cial guests from Connecticut and Sioux Falls were asked to stand and be recognized. The banquet address was given by John F. Gordon, President of General Motor* President Howard Pyle presented the Trustees Award of the National Safety Council to the Honorable John Dempsey, Governor of Connecticut, and to the Honor able Fay Wheeldon. Mayor of Sioux Falls, South Dakota. Connecticut and Sioux Falls won the awards for their accident preven tion performance in I960. Corporation In introducing Mr. Gordon, the Chairman outlined his distinguished career with General Motors, beginning in 1923. progressing through a succession ol responsibilities in various divisions of the Corporation, and culminating in the eleva tion to his present position in 1958. Mr. Gordon's address, "Safeguarding The Trustees Award is presented annually Safety Progress," is included as a part of these transactions, on following pages. 27 1961 X.ulunal Safety Congress SAFEGUARDING SAFETY PROGRESS By JOHN F. GORDON President, General Motor* Corporation When l began to think about what i should say tonight, I assumed that the one subject I should not discuss n "safety." For one tiling, t am not a safety expert. For another, the subject is being quite thoroughly covered this week, I understand, in scores of expen presentations on just about even* conceivable aspect of safety. However, I soon found out that in seek* irtg another topic I was violating a sound rule: "Never take anything for granted." Governor Pyle and General Stewart assured me quite strongly that i should talk about safely. So, with the indulgence of you profes sionals, that will be my theme. My own interest in safety steins from more than personal considerations. A con structive interest in safety is part of my job. We insist that it be part of the job of alt the people in General Motors. Sate working conditions and safe conduct on die job are essential to the well-being of the men and women of our company-- and to their efficient performance. Safe products are essential to the success of our business--and to the manifestation of our sense of responsibility. And helping in the promotion of safely throughout the community is a vital part of our role as a "corporate citizen," The tangible benefits of our occupational safety program in General Motors leave no I'jubt tliat a demonstrated interest in safety i worth the effort. Our record is a matter of considerable pride and gratification to By "us" I do not mean just top manage ment. 1 mean all the people of General Motors, for all share both the credit and the benefits. Safety promotion in industry is a team effort. Every individual must participate, just as all must help achieve such industrial goals as high productivity and high quality. This universal obligation for safety adds emphasis to the responsibilities of manage ment. Down-the-hne individual cooperation Ls a result of sound leadership. Management must provide a safe working environment, (t must develop safe procedures. It must train employes. It must assure adequate supervision- It must stimulate safety con sciousness through continuing education. Above all, management must keep ever- iastingly at the job. Accidents are a con tinuing threat. Their prevention must be a continuing effort. In 1960, GM people set a new record of industrial safety for themselves. Out of every thousand GM employes in the United States and Canada, west through the entire year without a lost-time accident or occupational disease. Stated another way, we had less than one lost-time injury per million man-hours worked. This year, for the fifteenth time, the National Safety Council presented its "Award of Honor" to General Motors. If you think this sounds like boasting, you are quite right It is boasting. I admit it without embarrassment because 1 believe we alt should lake more conspicuous pride in safety awards. We should be proud not only of the commendation itself but--more important--of the achievement on which it is based. To give the safety movement the greater momentum it needs, we must build Us prestige. We should "blow our own horn" over a safety record as enthusiastically as we do over a product}co or sales record. I realize, of course, tiiat an essentia! tool of the safety professional is the "view with alarm" technique. At the same time, it seems to me that "pointing with pride" should not be neglected. It will help keep safety in the limelight It will also help ward off fearful or fatalis tic public reactions that can be evoked by an excessive diet of dire warnings. The latest edition of "Accident Facts" contains, along with sober reminders of the challenges still confronting you, many evi dences of heartening progress. For the sake Congress Banquet of your own morale, if nothing rise, yoo ought to look at these from time to time. Talcing the quarter century since 1935. we find that the population death rate for all accidents has dropped almost ooe-third. Moreover, the total number ot accidental deaths per year has declined. .And this has occurred despite our great population in crease and the greater exposure to hazards in today's more complex society. The organized safety movement in this country is now about a half-ccniury old. At this age. I am sure it is capable of demonstrating considerable maturity in meeting its challenges. Insofar as it does, >ou will not have to worry about the retarding influence of self-appointed experts. At the same tune, maturity must not 'hill intellectual curiosity and initutiie. You know well that your basic programs, sound In tiie occupational safely field, we Sod the death rate down almost one.half and the injur)- rate down more than half. Wt note individual company records of up to 51 million man-hours of work without a dis abling injury. On the highway, the fatality rate per WO million vehicle miles ha* dropped from 15.9 ta 1935 to 5.5 last year--a decline of two* thirds- This gain has been achieved despite the fact tliat we have almost three times as many motor vehicles traveling more than three times as many miles. as they are. cut be further refined and supplemented. While rejecting the obviously Lmpraeticai. you rrnur continue to adhere to the idea that innovations are both possible and desirable. There are at least two compelling reasons tor doing an ever better safety job. One it the fact, of which I am sure you are aware, that each added measure of safety tends to be more difficult to achieve than the previous one. The law oi diminish ing returns goes to work unless efforts are constantly improved and intensified, Obviously, there is no basis lor compla cency in these figures. The record can and must be greatly improved. But there is a basis for confidence -- confidence that sus tained, intelligent application of recom mended measures will achieve continuing progress. Adherence to this conviction is a necessary defense against certain forces which threaten to impede the safety movement. These force* are many and varied, but they have one thing in common. They are all founded on the false premise that the tisuation u hope lessly out of control and that a drastically different approach is needed. From this common starting point, various groups go in different directions. One takes The other goal to continuing improvement ol safety efforts is the fact that technologi cal progress often brings new problems as well as benefits. There are those who de plore progress because of this. Actually, solving newly created problems is simply an inherent part of making progress through innovation. There are also those who welcome change but who rashly undertake new activities without adequate preparation. The competent safety worker plays a key role in technological progress by educating both the fearful and the foolhardy. He makes new machines and methods serve us better by showing us how to live with them. the worn and crowded road to Washington to seek the supposed magic of federal intervention. Another set* forth like medi cine men lo peddle a new gadget or gif"' miek. Another, moving backward, urges drastic, "police-state*' measures. Stilt others just roam about looking for scapegoats. You who have prolessioa.il competence and responsibility to promote safety must oppose these diversionary forces in two ways. First, you must continue to resist the Siren call of alleged panaceas. Secondly, you must demonstrate as effectively as possible the worth of established safety measure*. Since I am not a processional, I shall not presume to offer any technical suggestions for keeping safety abreast of progress. However, 1 should like to urge intensified action in one particular atro--eff-tUe-fab safety programs. This is a highly promising and largely unexploited field. The greater our progress in reducing work accidents, the greater the off-the-iob accident problem looms in pro portion as a threat to individual security, to industrial efficiency and to the general welfare. In most cases today, the worker is safer 29 1961 National Safety Congress Congress Banquet on the i^'j than off the job. More than two-t!iirds of the accidental deaths and more than half of the injuries to workers occur off the job. In companies with good work safety programs, the ratio of off-the-jofe- injuries averages about 7 to l. Certainly, management's most important responsibility in the employe safety area is to help the worker avoid job-related codent*. However, helping him stay safe at home, on the road and elsewhere is a most desirable and quite feasible extension of a company's safety program. The many companies which are already active in this area oi safety promotion en dorse it highly on the basis of their own experience. And T am sure that public safety authorities welcome this further support from their colleagues in industry. Reference to ofT-the-job safety imme diately brings to mind the biggest single part of the whole accident problem. That is highzeay traffic safety. Because of its sire and complexity, the traffic accident problem calls more urgently than any other phase of safety for intel ligent thinking and aggressive action. This need is further underscored by the design into it the greatest degree of safety that is consistent with other essential func tional characteristics. Beyond that, we must depend on intelligent use. The suggestion that we abandoo hope of teaching drivers to avoid traffic accidents and concentrate oa designing tars that wilt make collisions harmless is a perplexing combination of defeatism and wishful think ing. It is a little like suggesting that we neglect good health habits in favor of reliance on miracle drugs -- and on some method of compelling people to take them. And it ignores the notable progress that so many state* and cities have made in accident reduction through driver improve ment. Certainly, the design and performance characteristics of the automobile are a factor in the problem. Automobile manu facturers have long worked diligently and productively to make good driving easier and to provide increased crash injury pro tection. I hardly need detail for tills audience the long list of improvements that have been developed and adopted. I assure you that this progress wtB con tinue, New designs and devices will be adopted as rapidly as our research, develop ! Your major task now is to spell out asd sell the measures that will achieve greater is being diluted by lack of fully adequate coordination. | highway safety. This can l* done--if three conditions are met Or it may be that still higher performance First, always be sure that the measures for which yen ask support are fully worthy of support. The public is not apt to buy an inferior idea just because its objective is safety. itandard* in the field of safety communica tions must be defined and applied. I do not pretend to have the answer, but ! am convinced that this problem merits your continuing, earnest attention. Secondly, ala-ays do a competent setting job. The mere fact that safety is important guarantees neither an audience nor an impact With public support for necessary action more fully mobilized, progress in highway safety will be greatly accelerated. People will no longer merely say, "Why don't they Thirdly, always be specific in seeking a public response. "Public support" is an abstraction that must be translated into do something V' They will know what needs doing and they will help get it done--as good drivers, good parents and good citizens. concrete terms. Tell people exactly what Moreover, the benefits will extend to they should or should not do to reduce the other Seldt of safety. Today, the term number and severity of accidents. "highway user" doesn't mean a special class. ! < It has been my experience that long-term public information and education programs need frequent critical reappraisals. It is wise to ask ourselves repeatedly; It means just about everyone. Thus, greater safety consciousness on the road will have a broad and potent carry-over to every other activity where safety U a critical factor. j Are we saying the right things? Are tee I have full confidence in the ability of | toying them clearly and persuasively? Are ttv really reaching people? the men and women of the organized safety movement to make accelerating progress-- t In sheer volume of publicity, traffic safety both in technical areas and in mobilizing is probably second to no other good cause public support. fact that the traffic safety field has in recent year* been particularly beset by self-styled experts with radical and iU-conceivcd pro posals. ment and test work assures us that they are practicable and desirable. Progress will continue, that is, if we may continue to adhere to the approach that And there is no question but that much of what is being done, both locally and na tionally, is of excellent quality. However, the persistent and proper em You have all the requisites to render distinguished public service.* unselfish in terest, professional competence, cooperative spirit and unflagging energy. The current popularity of automotive safety engineering as a hobby for people in all walks of life has contributed little of importance, I'm afraid, to this highly technical field. The general thesis of these amateur engineers is that cars could be made virtually foolproof and crash-proof, that this is the only practical route to greater safety and has produced the gains of the past. Every .scars new model cars are safer as well as better in other respects, but these improve ments are in response to forces at work in our free competitive economy not in response to regulatory forces. There is certainly a proper and productive role for government in safety promotion. However, the imposition of arbitrary con phasis of traffic safety workers on the need for greater public support suggests that the effort can and should be further improved. The problem may lie in part in the fact And you have this great organization, the National Safety Council, as an invaluable mechanism to help give direction and impetus to your efforts. that this is the one arias of traffic safety T am sure tliat I am joined by alt think for which responsibility is not clearly al ing persons in commending you, wishing ; located. Perhaps the benefit of highly diverse participation in public information activities you well and pledging support in your great humanitarian work. that federal regulation of vehicle design is trols as a substitute for strongly motivated needed. voluntary action by competent engineers in This thesis is, of course, wholly unrealis industry might welt inhibit progress. tic. It also is a serious threat to a balanced There is little doubt that today everybody approach to traffic safety. is for safety. This is true in the highway To begin with, it is completely unrealistic even to talk about a fool-proof and crash proof car. This is true because an auto urea as in other fields. I believe the vast majority o( people xoant to drive well and are deeply concerned about traffic hazards. mobile must still be something that people will want to buy and use. Safety, in any environment from a bathtub to a bomb shelter, is a relative term, not an absolute, la the case of the automobile, we can only In my opinion, you. don't have to sell highway safety as such. You have pretty well overcome any public indifference to your basic objective. To this extent the public is already with you. SAFETY EXPOSITION EXHIBITORS--1961 Acme Protection Equipment Co., South Haven, Mich. Industrial gras masks, chemicals and accessories. Advance Glove Mtg. Co., Detroit. Mich. Work gloves. Aetna Casualty & Surety Co,, Hartford, Conn. Safety educational a:!> ar. I *rrvtces including Aetna Drv*>tr*mr Akron Brass Mfg. Co.. Inc^ Wooster, Ohio Fire Hose Xozzio j_-. i accessories. Alan Wood Steel Co.. Ccesbohocken. Pa. Abrasive rolled **; ri -,'* plate, American Allsafe Co,, Inc. Buffalo, N. Y. Sweat Band* and ft-eenline emergency release. American Biltrite Rubber C. , Chelsea, Mass. Rubber, composition and teoprene safety soles. American Cham A Cable Co^ Inc, Bridgeport, Conn. Sling chains and sting chain assemblies, wire rope slings and assemble*your-own wire rope rungs. American Industrial Safety Equipment Co. Inc.. Cleveland, Ohio Face shields, goggles, gloves and mittens, American LaFranee Corp,, Elmira. N. Y. Fire apparatus and ;ir< lighting equipment. American Optical Co^ Southbridge, Mass. Head, eye, respiratory* protective devices; safety clothing, safety specialty products. American Society of Safety Engineers, Chicago, 111. Society* for the professional safety specialist. Ampco Metal, Inc., Milwaukee, Wis. Non-sparking, corrosion-resistant safety tools. Ansul Chemical Co., Marinette, Wis. Dry Chemical fire protective equipment. Antrex Corp., Chicago, I1L Battery-powered public address megaphones, helmet radios, tape recorders. 1961 National Safety Congress Apex Safety Products, Detroit, Mich. Safety hats, caps, face shields. Atlas Safety Equipment Co.. Inc.. Brooklyn, N. Y. Industrial Safety Belts, harnesses, and straps. Auto-Crat Mfg. Co., Los Angeles, Calif. Safety belts. Interceptor harnesses, babi-guard belts. Bacbrach Industrial Instrument Co., Pittsburgh, Pa. Instruments for gas analysts and air measurement. Bashlin, W. U. Co., Grove City, Pa. Linemen's and industrial safety equipment. Bauer Mfg. C., Wooster, Ohio Wood and aluminum safety ladders. Bausch Sc Lomb Optical Co., Rochester, N. Y. Safety glasses, ortho-raters and "Titan" safety frame. Beam's Mfg. Co,, Reading, Pa. Auto safety belts. Best's Safety Publication, New York, N. Y. Publishers of "Safety Maintenance" magazine, "Best's Safety-Maintenance Directory" and "Your Safety News." Bethlehem Steel Co., Bethlehem, Pa. Wire Rope slings, standard and braided slings. Brassard, Lester L. C., Chicago, I1L Traffic mirrors and traffic lane markers, Browne, Stewart R. Mfg. Co., Inc., New York, N. Y. Electrical safety equipment, cxplosion-prooi and vapor-proof portable inspection Ittes, explosion-proof flashUtcs, grounding devices. Buhrke, R. H. Co., Chicago, 111. Occupational safety equipment and products for construction and maintenance. Bullard, E. D. Co., Sausaiito, Calif. Industrial safety equipment. Bustin Steel Products, Inc., Dover, N. J. Star tread material. Campbell Chain Co., York, Pa. Sling ehains, welded and weldless chains. Safety Exposition Exhibitors Chance, A, B. Co., Centralia, Mo. Hot line maintenance tools and line construction tools. Charleston Rubber Co., Charleston, S. C. Electrical worker's gloves. Bulldog wood safety clamps, red danger flags, plastic and fabric coated industrial aprons and sleeves. Chemical Corp., The, Springfield, Mass. Protective hand creams, cleaners and lotions. Chicago Eye Shield Co., Chicago, ILL Head and eye protective equipment. Chrysler Corp., Detroit, Mich. Automobiles and trucks. Clark, David Co_, Inc, Worcester, Mass, Safety Equipment. s*>und protector, space suits. Clark, J. R- Co.. Spring Park. Minn. Industrial ladders. Cohimbas-McKmnon Chain Corp., Tonawanda, N. Y. Alloy s:eei sling chains. Cornelius Co., Minneapolis, Minn. Portable high pressure air compressors. Daria Emergency Equipment Co., Inc, Newark, N. J. Respiratory protection, combustible gas indicators, safety and first aid equipment Detex Watchclock Corp., Chicago, til Watchmen's clocks. Diets, R. , Co., Syracuse, N. Y. Automotive lighting and safety equipment Dockson Corpw Detroit, Mich. Welding helmets, iaee shields, cup and spectacle type goggles, respirators and eye savers. Dow Corning Corp^ **n~* MLfc Sight saver cleaning stances, shoe saver, safety shoes. Draeger Oxygen Apparatus Corp, New York, N. Y. Safety equipment. Eagle Mfg. Co, WeUsbwg. W. Va. Safety cans, oilers, oil and gasoline containers. | 35 1 I96i Xational Safety Congrats Edmont Mfg. Co., Coshocton, Ohio Coated fabric work gloves. Electronic Specialties Co., Batavia, 111. Warning lights, barricades. Elkhart Brass Mfg. Co., Inc., Elkhart, Ind. Fir? extinguisher*, municipal and industrial brass goods. Elliott Service Co., Inc., Mount Vernon, N. V. Accident prevention displays, safety conference programs. Supervisor's Weekly (Uillctin, suupcsimn service. Emerson, J. H, Co., Cambridge, Mass. Rev.tscitators, inhalators and safety matting. Encyclopedia Britannica, Inc., Chicago, I1L Technical reference service. Falcon Alarm Co., Inc., Summit, N. J. Automatic tire detectors and systems, audible safety -signals. Federal Sign & Signal Corp, Blue Island, DL Sirens, warning lights, horns, bells and electronic sirens. Fendatl Co.. Chicago, III. Head and eye protection equipment. Ferno Mfg. Co., Washington C. H, Ohio Emergency folding stretchers and chairs. Fibre-Metal Products Co., Chester, Pa. I'.yc, Head, and face protection and welding accessories. Fine Organics, Inc., Lodi, N. J. High flash, low toxicity safety solvents. Ford Motor Co., Dearborn, Mich. Ford automobiles, featuring lifeguard steering wheels, sun visors, seat belts, instru* ment panel padding, and door latches. Frommelt Industries, Dubuque, Iowa Portable welding shields and protective heat doth. Fyrepel Products, Inc., Newark, Ohio A!umm<vd gla** doth, heat protective clothing for industry and fire fighting. Fyr-Fjrter Div., Fyr-Fyter Co., Dayton, Ohio Fire extinguishers, resuscitators and respirators. General Fire Extinguisher Corp., Chicago, III. Fire extinguishers and allied products. Safety Exposition Exhibitors Glendale Optical Co,. Inc., Valley Stream, N. Y, Chipper# ar.d welder* coggles, face shields, safety spectacles. The Globe Co, Products Division, Chicago, I1L Grip-Sir::- grating, stair tread materials. Globe Safety Products, Inc, Dayton. Ohio Resuscitation and breathing equipment. Goodrich, B. F. Footwear & Flooring Co., Hood Rubber Co, Watertown, Mass. Waterproof industrial footwear, hood waterproof industrial footwear. Hood indus trial coated ar.d unsupported gloves. Granct Corp, The. Framingham. Mass. Coated Fabric work glove*. Grinnell Co., Inc, Providence, R. I. Fixed pipe fire protection systems. Gro-Cord Rubber Co, Lima. Ohio N'eoprctic. rubber, composition soles and heels for safety footwear. Halperin, A. E. Co, Inc, Boston, Mass. First aid kits, safety equipment, bum-quel. Haus of Krause Safety Shoes, Rockford. Mack. Men's safety shoes for distributors senring industry. Haws Drinking Faucet Co, Berkeley, CaHL Emergency eyewash fountain*. emergency showers and goggle wash fountains. Hild Floor Machine Co, lac, CMcac* EL Explosic-n-proo: vacuum cleaners *aJ door machines. Hopfeld Industrial Mfg. Co, $m Sated. Catt. Fiber glass ladders, structural anohus Horiaon Industries. liinneapoBo. Mann. Frc-mcasured rodet bowl cleaner ia tablet form. Hygiene Research. Lac_ New York. If. Y. Protective ointments and msstproodog clock`for goggles, welding masks, windshield. Hy-Test Safety Shoe Drv, International Shoe Co, St. Lmrig. Ho. Safey footwear; also conductive and special trots of atomic usage. 27 J96I Xatioml Safety Congress Industrial Acoustics Co., Ine, New York, N. Y. Audiometric examination room, technical publications and industrial hearing con servation programs. Industrial Gloves Co., Danville, 111. Leather, asbestos, duck, wool, Wovcn-Gard, Permaproof, and aluminized duck and asbestos finger guards. Institute of Industrial Launderers, Washington, D, C. Industrial Launderers and cleaners. Insto-Gas Corp., Detroit, Mich. Torches and furnaces. International Film Bureau, Inc., Chicago, SL Safety films and film library supplies. Interstate Rubber Products Corp., Los Angela*, Calif. Safety trafficones for traffic control. Iron Age Safety Shoe Div., H. Childs & Ox, lac., Pittsburgh, Pa. Linemen's and women's leather and rubber industrial safety footwear. Jackson Products Air Reduction Sales Co., Div. of Air Redaction Co, Inc.. Warren. Mich. insulated electrode holders, cable connectors, face shields and goggles. Jamieson Laboratories, Inc, Van Nuys, Calif. Air filtration device t',r use in industry. D. Jay Products, Inc., Newark, N. J. Safety marking rope. Jomac, Inc., Philadelphia, Pa. Industrial clothing. Jones ft Co., Providence, R. I. Full vision visor goggles. Junkin Safety Appliance Co., Inc., Louisville, Ky, Power press guards, grinding wheel shields, stretcher equipment. Justrite Mfg. Co., Chicago, HI. Safety cans, oily waste cans, safe.y electric lanterns, flashlights and 6re extinguishers. Karel First Aid Supply Co, Chicago, HL Industrial hospital equipment and medical supplies. Keystone View Co., Meadville, Pa. Occupational and driver vision test, lantern slide projectors. 06 Safely Exposition Exhibitors Kidde. Walter ft Co, lac, Belleville. N. J, Fire detecting and extinguishing equipment, ultrasonic burglar alarm. Kimball Safety Products Co, Cleveland, Ohio Personal protective devices for industrial workers. Klein, Mathias St Sons, Chicago, ILL Linemen's safety c jtiipmen? and toots, Knapp Brothers Shoe Mfg. Corp., Brockton, Mass. Safety Shoes. Kunx, J. Glove Co, Chicago. 111. Linemen's, bridgemen's and welder's quality gloves. Lawter Chemicals, Inc., Chicago, 111. Fluorescent safety colors. Legge, Walter G, Co, Inc, Chicago, I1L Safety floor maintenance materials, conductive coating, static eliminators. Lehigh Safety Shoe Co, Emmaus. Pa. Leather and rubber safety footwear | Liberty Mutual Ins. Co. of Boston l New survival car If. t Logan Emergency Showers, Inc, Glendale, CaL Emergency showers and decontamination showers. Lynnts Finishing Co, Inc, Poughkeepsie, N. Y. Flame-retardant fabrics, McAn, Thom Safety Shoe Div, New York, N. Y. Safety Shoes. . McDermott, Julian A. Corp, Ridgewood, N, Y. I Warning and safety lighting tor municipal, industrial, utility and aviation use. i , McKay Co, Pittsburgh, Pa. i Industrial chain, tire chains, arc welding electrodes, stainless and alloy wire. I Maico Electronics, Inc, Minneapolis, Minn. Audiometers for industrial hearing testing. Marsh ft McLennan. Inc, Chicago, I1L insurance broker and agencies. 09 J 1961 A'ationat Safety Congress Martindale Electric Co., Cleveland, Ohio Protective dust masks, eye protectors, (ace shields, safety electric test instrument*. Medical Supply Co., Rockford, 111. Flexible unit aid, snake bite first aid, burn first aid. Metropolitan Life Insurance Co., New York, N. Y. Useful materials for use in community health and safety programs. Meyer Machine. Inc., Red Wing, Minn. Safety clamps. Micro Switch, Div, of Minneapolis-Honeywell Regulator Co., Freeport, 111. Safety interlock switches and electric controls for power machines. Milburn Co., Detroit 7, Mich. Ply skin protective creams, ply garb safety and protective clothing, plygloves plastic coated work gloves, ply waterless hand cleaner. Miller Equipment Co., Inc., Franklin, Pa. Linemen's safety belts, strap accessories and industrial safety belts. Mine Safety Appliances Co., Pittsburgh, Pa. Safety equipment for every industry. Minnesota Mining & Mfg. Co., St. Paul. Minn. Heat reflective "Scotchshield" brand chemical fabric used in protective qlothing for fire fighters ami industries with heat problems. Mobile Classroom Rental. Inc* Chicago, 111. Mobile classroom equipped with Drivo-tratncrs. National Chemsearch Co., Chicago, 111. Safety solvents ami other safety chemicals. National Medical Supply Co., Chicago, HI. Industrial first aid supplies equipment and instruments. Newco Mfg. Co* Inc., Kansas City, Mo. Wire rope fittings, safety hooks, load protectors. Notifier Corp-. Lincoln, Neb. Fi.e detection, sprinkler supervisory, watchman tour, municipal alarm systems. Occupational Hazards, Cleveland, Ohio Publishers, Ohio Chemical & Surgical Equip. Co., Div. of Air Reduction Co., Inc* Madison, Wia. Complete array of modified E & J life-saving resuscitative equipment. 4U Onox, Inc., San Francisco, Calif. Onox, skin toughener and footmats for athlete's foot. Osborn Mfg. Corp., Warsaw, Ind. Safety pliers and tong* tor feeding punch presses. Oxygen Equipment 4 Service Co.. Chicago, IlL Respiratory equipment. Safety Exposition Exhibitors Oxy-Gear, Ine., Chicago, 111. Portable emergency oxvevii tnhalator kits, controlled flow pure oxygen. Pac-Kit Co., Greenwich, Conn. Unit type first aid fquiptncnt. Packwood, G. H. Mfg. Co* St. Louis, Mo. lately industrial kir. cleaner* and dispensers. Patent Scaffolding Co., Tnr . Chicago. IlL Wood, aluminum and magnesium safety ladders, suspended sectional steel tubular steel and aluminum scaffolding, sidewalk protection canopies, steel grandstands and iold-a-wav scaft'.M. Peck's Products Co., St Louis. Mo. Solvents, hand soaps. Pioneer Rubber Co* Willard, Ohio Gloves; all kinds, liquid proof. Portable Light Co., Ine.. New York, N. Y. Vehicular and emergency searchlights, general alarm sirens. Porto-Clinic Instruments, Inc., New York, N. Y, Driver testing and trnming equipment and visual aids for driver and traffic safety. Positive Safety Mfg. Co., Cleveland, Ohio Power press guards. Prairie State Products Co., Chicago, IU. Metal and electrical safety and directional signs. Progress Industries, Inc., Warwick, R, I. Safety goggles. Protcctoseal Co., Chicago, IU. Fire prevention equipment for flammable solvents. Pulmosaa Safety Equipment Corp* Brooklyn, N. Y. Respirators, eye protection, helmets, protective clothing, asbestos and leather gloves. -tl 1961 National Safety Congress Racine Glove Co., Inc., Rio, Wis. Gloves, apparel, protective equipment--leather, asbestos, and steel reinforced. Radiator Specialty Co., Charlotte, N, C. Safe-T-Cone rubber traffic guides. Rbett Woodworking Safety Guards, Wilmington, N. C. Jointer and shaper guards. Rockwood Sprinkler Co., Worcester, Mas*. Automatic Fire protection systems; sprinklers, waterfog, fogfoam and foam. Rose Mfg. Co., Denver , Colo. Industrial safety equipment. Safeguard Mfg. Co., Woodbury, Conn. Modern press guards. Safety Bo* Toe Co- Boston. Mass. Safety steel toes. Safety Clothing & Equipment Co.. Cleveland, Ohio Saiety ctothir.g and equipment for every type of industrial worker. Safety First Products Co., Elmsford, N. V. Fire extinguishers. Safety First Shoe Co,, Inc., Holliston, Mass. Safety steel toe shoes for men. Safety Tower Ladder Dlv.; Air Spaca Device, Ine- Burbank, Calif. Safety equipment for fixed ladders and scaffolds Salisbury, W. H. & Co.. Chicago, XXL Linemen's rubber protective equipment. Sarolc, Inc., Linden. N. J. Non-traumatic carrier. Sawyer-Tower, Inc- Watertown, Mass. All types of protective and safety clothing. Scott Aviation Corp., Lancaster, N. Y. Scott air-pak demand mhaJator, demand respirator, hydro-pale. Saarjeant Metal Products, Inc., Mesdoo, N. J. Punch press safety guards, controls and accessories. 42 Sciberliag Latex Products, New Bremen, Ohio Rubber and neoprene industrial gloves. Safety Exposition Exhibitors Sellstrom Mfg. Co., Palatine, IIL Face and eye protection equipment. Servus Rubber Co., Rock Island, III. Rubber footwear of all types. } Spealama Company, Wilmington, Del. | Industrial emergency showers, eye-wash fountains. Standard Safety Equipment Co- Palatine, IIL Industrial safety equipment. Standard Signs, Inc., Cleveland, Ohio S'-gns tor industrial accident prevention. Stephenson Corp., Red Bank, N. J. Automatic resuscitation equipment and chemical breath test for intoxication. Seopeho-- Signs. Inc., Denver, Colo, lafusrial accident prevention signs. Stop-Fire, Zac. Monmouth Junction, N. J. Fire extinguishers. Surety Rubber Co- Carrollton, Ohio Personal protective equipment for industrial and electrical workers. Switzer Brothers, Ine- Cleveland 3, Ohio Fluorescent safety paint for high-visibility marking of hazards. Swtvete Co- Inc- New York, N. Y. Universally adjustable lighting equipment. Taylor, S. G. Chain Co- Inc- Hammond, lad. Alloy steel sling chains and allied products including alloy steel drop forged hooka. Tact, Ine- Northvale, N. J. Vythcne and other tecsolve safety solvents. Trtznua Optical Co- Inc- Petersburg, Va. Safety eyewear, ophthalic Instruments, lenses, frames and sun wear. 43 !$62 XelSenal Safely Congress U-C-Lit. Mfg. Co., Chicago, III Expioiion-prooi portable electric hand lamps and emergency lights. Union Wire Rope Corp., Kansas City, Mol Wire rope sling*, towlines. United States Rubber Co,, New York, N. Y. Industrial safety clothing, safety iootwear. United States Safety Service Co., Kansas City, Mo. Modern industrial eyewear, lotd direct to user. Wagner Sign Service, Inc., Chicago, IU. Wagner changeable copy displays. Wamsutta/Paciiic Industrial Fabrics, New York, N. Y. "Sar'etcx" flame retardant fabrics--durable to laundering--for safety clothing. Pro* '.cctive fabrics tor industrial uses, mud* of various fibres. Watehemoket Optical Co., Inc., Providence, R. I. Plastic eye protection and safety signs. Welsh Mfg. Co., Providence, R. I. Safety goggles, ler.s, face shields and helmets. West Side Iron Works, Ine., Grand Rapids, Mich, barricades, ua.-rr.ng lights, safety vests. Wheeler Protective Apparel, Inc., Chicago 10, 111. Industrial safety clothing for heat and abrasive hazard*. Williams Jewelry Sc Mfg. Co,, Chicago, UL Safety awards, badges and trophies. Willson Products Div,, Ray-O-Vac Co., Reading, Pa. Industrial goggles, gas masks, helmets and respirators, and allied safety devices. Wilson Rubber Co., Div. of Becton, Dickinson & Co,, Canton, Ohio Rubber and synthetic industrial gloves for every use. WooInch Wooten Mills, Woolrich, Pa. Acid resistant industrial safety clothing. Zenith Radio Corp., Hearing Aid Div., Chicago, XiL Diagnostic audiometers that also can be used for individual and group screening. Safety Exposition Exhibitors EDUCATIONAL EXHIBITORS Chicago Police Dept., Education Section, Traffic Div. TraiVsc safety display. Inter-American Safety Council, Inc,, New York, N. Y. "The Safety Council sorting Latin America." National Society for the Prevention of Blindness. New York, N, Y. Educational material on conservation of eyesight in industry. Division of Accident Prevention. Public Health Service, Washington, D. C. Accident prevention program & materials. Recreation Shooting Safety Committee, National Safety Council, Chicago, 111. Recreational shooting safety program materials, U, S. Forest Service, Washington, D. C. Si.iokcv Hear--Forest Fire Prevention, and Forest Service Safety Materials. 45 1961 INDEX TO ALL VOLUMES (An oitfhor-sub/ecf index) A (Ptti, a, j, Stopinx methods In the Lake Ambrosia uranium mines. 18:28-21 Abercrombie, B. A. Tha coltege-uaivvi-iity highway trade and safety project A brume, Berber! K. Occupational health haaard*. medical as pects. 1iWl ACCIDENT CAUSES, ACCIDENTS CAUSES or ACCIDENT PRETENTION FUNDAMENTALS The accident syndrom* >sehuleittfferj. : Annual addr*a* of the Praaideot of tha Na tional Safety Council fj*yiey. 1:23-29. Dynamic safety criteria, ao engineering ap proach f McAdams/. 1 2:19-22. Everyone everywhere. ail the time (BUI). My brother* keeper tBrnnecn. 11:4-8, Safeguarding safety progress < Gordon}, i: Thinca money wont buy >/farrion/, is: l^lii What you don't know can hurt y.u /gchapUtAtkyh 2:l?-l. ACCIDENT PHONE A new concept of accidents which takes is sue with the accident prone Idea fRoggl. 8:29-31; same, 1B:10-1 Report; of statistic* and eontasta commiuet at the Marine section; breakdown of Ui# marine transportation report Into (our Sroup* /'Morrow), 14:90-81. Using aerioua injuries (Baler). 8:75-77. AKKLAL BASKETS Aerial basket upa aad down* (Lorgng). so: AEKONAUTXCS Human factors in tight plane aafety /Brown), '4?-$L Lessons learned from aviation crash injury research (Rathe). 8:51-94. Safety before the fllrht, Jet engine teat (Hahonev). 8:18-33. AEBOSPACE INDUSTBIE8 Safety in the much numbers or else CTFII* /tins). 8:9-11. AEBOSPACE SECTION Joint session with Chemical Section. 2:12-18; some, 5:14-52. Officers and committees. 8:35-36. Sessions. 8:5-28. AGE AND SEX The ngtnc driver fflamni) 84:19-51; fSAiplV> 84:31-45. Case studies of one-car accidents involving young driven (Blthop). 28:41-1$. TKM^^nlfic court and school (Oaskru). Ahem, </okn J. Safety engineering, a modern concept, 18: ACCIDENT STATISTICS Safety is our challenge (Barrieonj. 18:22-34, ACCIDENT STATISTICS--METHODS The ASA (American Standards Association) injury frequency rate Is a good measure of aafety performance (Wallace). 18:45-48. Data processing of accident recorda (a sym posium) 18:23. Data processing of accident records (Bilge). 18:21-32. Do injury statistics have to be dull? /IKHsoiii. 14.17-SO. The Importance and value of accident re porting /Schneider), 8:78-79. An U.D.'a us* at electronic data processing In health and safety /Brooks), 8:4-7. ArX TBANSPORT SECTION Ofllecrs and eomrattteea 3:97-28. Sessions. 8:28-34. Afbieeer. Poberf B., see Morrison, Leute A. and others. ALCOHOL Chemical tests in driver research (Baddon). 24:82-87. What direction chemical tests? Legislation (Donigan) 84:74-78; Enforcement (Bar ren) a a; 74-SO- Tasting devices fSorfconateIn) 4:Bl-li Alexander, C. B. Management's rol* In accident prevention. 47 196J Xaitoiul Safety Congress 1'etcher competencies to safety. *2:121-124. Amberg, Edicerd J., Jr. AJUlOJflCX NITBATE Exsw-eoat blasting agents fDamon). 12:34-36. Obsecrations on underground blasting with umoniam nttrata-tuet oil expjosleja (Stotts. 12:31-4*, including *PPndt* Major disaster*; appendix B: Explosives accidents at mine* using ammonium nitrait netd-roixed blasting agents) Safe practices in strip mining (Guenon/. T 30-at. Armstrong, Etlis L. __ The interstate highway system. 24:12-18. PreisnUHon of labor aafety awards iUtter/, Report of committee on borne and off the job safety (BemiUon). 22;*-?. Report of the ship safety achievement award committee of the Marine Section (Devlin/. t*:90 Reports of awards committee of the Marine Section (Slackey/ i*;S0-81. Ships earn the /one* r. DcrJIn awards pre sented bv the American Merchant Marine Institute (Bnywrtt), i4:8. A straight Line on safe driver awards and incentive* (SUnger)eitd/. 1T:?4-7*: same, 23:139-111. Thirty years of mine rescue training in On tario (iicPhait). 13:10-11. Trusteea Award of the SSC presented at the annual banquet. 1:27. a violators- 20:34-37. ASSOCIATION'S. ee SMALL BUSINESS AN'D ASSOCIATIONS ATOMIC BOMBS Civil defense and aaaoclated problems, with emphasis cm schools (Bennett/. *3:34-26 Civil defense and disasters you hope will never come i Brantttnger/, 23:13-24. ATOMIC RESEARCH LABORATORIES Competence. confidence and cooperation, the safety directors challenge rBonner/, 2: 5-7. ATTITUDES Attitudes essential to the safety movement /Cutler). 2:20-si. ily brother's keeper iBrouscen. 11 ;4-S. harden mel la your slip (attitude) show ing? t Hue/. 20:6-13. A protractor for safety (use of Job attitude lest AJUl) (Jenkins/. 1T:34-ST. The straight line of communication (trying to change other people's behavior) fffumata/, 1T:50-51. See also PSTCKOLOGT AUTOMOTIVE AND MACHINE SHOT SECTION Officers and committees, XMl*4a ;4T-4. lesion* 3 3-22, and university safety * awards `Carter/, a*:S4-vr The tost time injury (Jonesun/ 14,15-41. iTanker fl-?t. The 3M3 Metropolitan award for traffic safety research, given to J. Stnnnard Baker (Forney/. i:M. Off the job safety at World Bestos (Speert). 11 :Jt-S9. Presentation of award* at annual business meeting ot Marine Section (Gage). 14:7*. BACK INJURIES A more dynamic approach to the prevention of back injuries la on Industrial environ ment fMartin). 12:48*51. Safety's role in preventing back Injury `Boggtk 12:51-54, Baker, Lee U\ Communications for safety, how can we make our safety messages more effective? 12:13-11 Bert, ftarolit L. Supervisory safety training programs for the mining industry. i2:SX-54. BARGE AND TOWIND DTDDSTRT Safely, built-in tiSeXeal/. 14:8-10. Safety, built-m. on river towboats (Rekret/. 14 10-12. Safety, built-in. on towboats and barge* i McCormick/. 1:13-1S. Safety, built in; the characteristics of the hydrocomc tug iHcAttuter/. 14:5-A , see Morrison, Lewie X. Barrett, James R, What direction chemirat tests for intoxica tion r Enforcement, 24.'7f-KX Borrows, Nobert F. Mechanical accidents, 12;23-37, BASKETS, see AERIAL BASKETS Better, it, it. ''Smakcy" increased on the Job Are training, a must in the pulp and paper Industry. >1 :d-lL Baugh. Woodtcard 9. Relationship of operating rules to safety rule*. 22:10-13. Baumgartner. Leona The impact of home accidents on the family, 2:91-97. Beytev, T. A. Eliminating the risk of overbang* in ferti lizer piles. 2:71-74. 43 BELTS *Jt un uxn An*1 Basket apm ead down*. `'belting la" with a lanyard u4 belt fLorens;. 20: Tails 4ard_c bulk materials loading opefe:.*a -C%nshe). 4:11-13. also SEAT BELTS Bennett, PrmUt Civ-J defram- and associated problems, with -mpbant* u school*. X*'.2t'2A. Berg OLre t. ?*- now iniul thea. *2:133-1:*. Brr-v. MteAsrd W, Report of general citainnan of the Marine .v-'lioo 14:92. Bmeth, Joka 4 EScvtrl-al t Ml la the glass industry. 11: ffesudr*. trifii Howit*d'oBw;ne -2|JLJ public employee work I* aXOnLd uairefsity campuses < Heart/. B*rd, Frank K., Jr. Damage control, a new horizon in accident prevention. i*:S-70. BirminoHam. Donald J. Cliniral observations on the cutaneous ef fects associated with curing epoxy resins. 12:14-17. Bishop, Richard W. Case studies of one-csr accident* Involving ypung driver* 29:11-43. Boagt, Charles W 51 &'* r>* >n pr*v,nUo* back Injury, t*: 116-121. ffOKier. B, G. Competence. conAdcnre and coopernllon. the safety director* challenge. 2:3-7. Borkenstein, Robert J, What direction rnemical teats for intoxica tion? Testing devices, 24:S1-S2. loses. 12:13-15. Bourne. <3. Ernest How the safety council manager nnd safety education supervisor can cooperate in their activities ipaneii. 22:38-30, Botcen, James B. Ea1r2pMro-Wtec.tion and nudlometrtr examination. Brantlinger, Fred ft. Civil defense and disasters you hope will never com* **;19-24, IlWft, JftJfON Report of .safety Information and poster committee. 14:84. Brook*. Bert W An M.D's use of electronic data processing n health and aafety BLASTING Low-cost blasting agents /Damon). 12:22-36. Observation* on underground blasting with 4 m m o n lu m_ nitrate-fuel oil explosives Stott). 14:77-14. is3leD-3pLractices in strip mining (Quenon). T: BLASTING CAPS Porming practice* with high explosives 'O-fuglaitJ. 2:34-23. BOATS AND BOATING Browne. H. F, and Km**. G, M. Th* KlnU and Browne Ore and static electriclty demonatrstlon. 12;S3-8*. Browne, Hoiemrd C. and other* Deilm and texting ol a new high pressure ceil. S.I-IS. Brnvnett. S. M. __ --. Safety__tor what? tThe Gordon Graham memorial lecture), *B:7-14, Engineering amall boats for safety (Itlltar/, 4:17-40. The mobile boarding unit in law enforce ment and boating safety (Button). 2:43-44. Review of marine caxualtiea (Beteteyj. 14: 1'eather forecast t XultchenmtteT i Bopcrf, Srrbrrf T. What do we need to make falls an effective ear.a*vs.VoAf emphasis for agricultural aafety? 196! Xalionttl Cmjrest COSTS OF ACCIDENTS Beit conveyor accident (Volts). 4:13-11 ' Causes of claims and their effect on claim cost In vessel operation (flmifA), 14:55-56. Cost of Injuria* toyman injured l* trail* switch explosion (Reynold*). 4:9. Damage control, a new honson in accident prevention (Bird). 12:66-70. The economies of safety (some lists for aval* uating the indirect costs of accidents) (Crosby). 12:4-5. Engineering analysis of accidents (Lott). i :51-56. Increased os the Job Are training (Batser). as :6-U. Programming safety In forestry work /Masterxi. B;37'31. Stevedoring and safety before and after the opening of the St Lawrence Seaway (Buggett) 14:34-37 COURTS nilnola Justice courts, the new look fife- ciont). 24 in-cs ; (Frost) 24:4144. Proposed uniform traffic court rules in Ohio /Donaldson). 24:70-73 Report on American Bar Association na tional symposium on correcting the vio lator. and the need for research (Powers). 24:44-0. Teenage traffic court and school (Caskey). *4:73-74. (jox, rrarota Local safety cMir.-Us `Panel). *2 30-31. Croft. Charles A. Modern role of the safety specialist- 12:7-10- CIASR INJCBY RESEARCH The effectiveness nnd use of seat belts in the Untied States (Wolf). 24:2S-3(. Lessons learned from aviation crash Injury* research (Rothe). 2:51-54. Surgeons and safety, the joint action pro gram I Wade). 2:13-14. Creel. If C A state labor department sells safety. 22: Crosby, Rclph /. The economic* of safety, 12:4-5. Crowe, Charles 31, 'Per l invocation at the annual meeting of mem bers. i:l* CRYOGENIC FLUIDS Safe handling of cyrogenlc fluid* (Story). 2:16-21. Cunningham, If, Roy Dust study program, Pennsylvania depart ment of mine* and mineral Industries. Ts 24-25, Curtis, Shirley Should all motor vehicle accident* be Investi gated? (debate, affirmative). 24:54-58. Cutter, Walter A. Attitude* c**eaUal to th safety movement. 2:50-51. Date. T. K. Safety aspecU coal mine. X: D the modernisation of a DaNmerwoed. eCv.eFlorpamseienrts in te,lerlv,lcn ana. ,t,he,ir Implications for driver education. (A *ymposiumi. a*:105-107. Student projects in college safety education courses 22:30-51. Danforth, H*. J. Safety councils and safety education super* rlsor * panel! *2:90. isvwiu --k'- 'Msnsfenient and MfeiV oy Henry 2. Carter <14:94- 25. 14:3*. Darn. fjinjhf J4. and Horrit, William C. Summary and evaluation of new methods of driver education as applied In large tad small schools. 2S:U1*1U. ^tteport'o? (he-railroad-highway traffic safety committee. 22:3-4. Dtnamme, Raymond Safe building maintenance Is cost Improve ment. 2:26-31, DERMATITIS Clinical observations on the cutaneous ef fects associated with curing epoxy resins * Birmingham). 1*:15-17 Some observations on occupations! derma toses t Boswell). 1:12-15. committee. 14:90. DISASTER* AND EMERGENCIES Appendix A. major disaster* Inrulvlng nmmoniam nitrate fSfotfl. 12:35. 43-44. Training drivers to meet cmergenelM fJfo# fry). 22:66-51. When Industry has a vrious emergennr. what is the public's Job? /Webb). s:lt-a. See also CASE HISTORIES: CIVIL. DE FENSE: FIRST AID DtSCIPLINe Hie eoaftruc----- -- ... violations (Riddle). 12:3 See also RULES DISEASES Auto driving fitness and the physical equa tion fiSirken,. 3T2S-20. Dust study program. Pennsylvania depart ment of mines and mineral industries (Cunningham), 7:24-28. Occupational health hazards, medical aspects /Abrams), 13:5-12. See also DERMATITIS 52 Index Doherty. Terrene* T. Hie affects of enforcement on the qua and severity of traffic accidents, 24:2 onaldson. Foul R. Proposed uniform traffic court rules la Ohio. *4;HM2. Donigen, Robert L. What direction chemical tests for intoxica tion? Legislation. 24:74-71. Doff, Joseph E. x "P It r* underwriter s part In maritime safety. 14:3-SS. Douglass, J'.hn J. Forming practices with high explosive*. 2: Downs, Dorothy Presiding at session on civic leadership. : irerr. era m, Implications for unv'ntary safety educa tion. 22:105-1C6 DRIVER EDUCATION--HIGH SCHOOLS An evaluation of some nspecta of the driver training program in the Los Angeles City schools (Zaun). 22:109-111. Images of driver education in the 'CO's (Bond). 22:114-ISt. New development* In television and their implications tor driver education (A sym posium). si U'lffiamscii, 32:101-102; hi Sfrcif. 22:103-105: c) Damron, 32:105-107. Summary and evaluation of new methods of driver education as applied in large and small schools (Davis and Harris), *2:111- Training driver* to meet emergencies /Ifosefey/. *3:64-51, DRIVER LICENSING A hypothesis on licensing the school bus driver (Kate). 17:67-74; same. *2:133-13*, la driver license suspension fulfilling its col*? Driver licensing viewpoint (Scheldt) 24:46-4*. Citizen viewpoint (Buber) 24: 41-49, Periodic physical examinations for driven tWtlbar). 2:127-134: some, S4:n-. DRIVERS AND DRIVING The aging driver (Klamm) 24:49-51: /Shipley) 24:51-59. Auto driving fitness and the physical equa tion (Siirktnj. 17:34-30. Better d botal. Case studies of nne-csr accidents Involving young drivers (Bishop). 22:41-45. Driver performance, a true measure of mo tivation (Pertoff). 17:37-42. Th* human dimension In safety (Buck). 17: 6 15, Important factor* in safety -- centering traf f/iHc ustcahfe),ty ialr:oltu-nEdL drivers' motivation* Industry sad off th* job safety (Kerns), 2: 112-U&. Periodic physical examination for driver* iWUbarj. 2:137-134.; same. 24:91-M. Report on American Bar Association national symposium on correcting the traffic vio lator. and th* need for research /Powers). 3*14-45. Slide rule to safety (Pine). 17:31. Traffic safety and driving simulation fffuf- berfj. 2:124-137: same. 24:55-91. Training drivers to me-it emergencies /Mose ley). 23;M-8l, The wide angle view `driver improvement through proper visual habits) /Smith/, 17; DRIVERS AND DRIVING--COMMERCIAL Driver selection is important (Hurray). 17 Encompnssing the contract school bus op enters In th* training program (Xelsont IT'90-53: same. 22:153-157, The Ohio Fuel Gat Company s driver im provement course includes material from the Smith system iClaan, 20:27-39. A protractor for safety ryexfciut' it:34-37 (Use of job attitude survey-farm Aftll to discover accident repvaters) What transit operator* think about acci dents (Franklin) (uso ot the interview technique). 17:33-57 See alto TRANSIT Dmtra*, Donald Teen-age accident*. 2. S4-16 Dunlap, .Vermeil The new power pres* safety rode, an Inter pretation of section IV press construction and Installation, 3:35-34; and of section VIII. inspection 2:13-40. CYSTS AND DrST CONTROL Dust studv program. Pennsylvania departrasnt of mines and mineral Industries i Cunningham). T:2t-IS. Occupational health hazards 'Abrams). 13: E Sadie, George R. and RurfsnA', Paul .if. Control or extinguishment <-( gob fires. 7; IMS EARLY MORNING SESSIONS Time management (Gove),' 22:5-25. Ear protection and audiometric examination rBowen). 12-61-64 ECONOMICS or SArETY. see COSTS OF ACCIDENTS; SOCIO-ECONOMIC AND CULTURAL ASPECTS EDUCATION Safety--for what? (Broientll). (A compari son of education patterns as they relate to the ideas and ideals of the United States and Russia). *3:7-11 ELECTRIC SHOCK Aerial basket ups and downs (Lorens). 20; S3 1961 National Safely Congress Electrical hazards (a tht glut industry iStrteth). 11 :8-ll Electrical safety in ships (BsUt). 14:69-71. Ground faults In quarry electrical systems ICaisel), 4:5-7. Low voltage shock hazards /UcCrtadieJ, a: Review of significant accident css* histories, electrical accidents (iteteger). 19:27*30. Safety aspects of grounding portable tools flfafousrfc), 4:3-4. See alio article* listed (a the other elec* trical headings. ELECTRIC UTILITIES Aerial basket ups end dawn* (Loren*). SO; Electrical rubber glove* In the primary area (SAuitii. 20:18*%. Fire fighting near live electrical apparatus fFitzacrili). 20:13*17. Ground-to-ground use of rubber gloves /never). 20:20-22. Working from Unemsu's platform (Batfuld), 20:23*24. Tour trip to "success" (SorntnU). 20:30-21. ELECTRICAL EQCXTMEXT Fire fighting near Utc electrical apparatus ( Fltxgerald). 20:13-17. Ground faults la quarry electrical systems iCaeael), a S-7. Hazards caused by improper application of knife switches (Reynold*), 4:7*10. Safe practices la strip mining (Ouenon). 7: 3L Safety aspects of grounding portable tools Ofafeu*fc.>. 4:3-4. Safety In the use and maintenance of electrieaj storage batteries tBopcuttt). ;io> ELECTRICAL EQCTFttZNT INDCSTET Saxe practices in manufacturing process in the semiconductor industry tBurtonj. : 14-17. Safety in printed circuit manufacturing (Weaver/. ;3-9. Safety in the manufacture and operation of electronic test equipment (Lightfoat). : ELECTRICAL EQUIPMENT SECTION Officers end committees 1941-0. ; 13-13. Sessions. 2:4-17. Bland, /von L. School tracrportatloa Ipanei). 22:14-15. ELEVATORS Safety aspects cm the use of mechanical raise climbers (Colvin), 14:22-23. See also AERIAL BASKETS BBtou, J. Duka College and university advanced courses la safety education. *3:155-54, This is a safe ship. 14:53-23. gills, Raymond C., Jr, Moderated session "Public Liability incident to final disposition." 10:17. EMOTIONS, Me T3TCROLOGT 54 EHTLOTEE PUBLICATIONS Important human factors la safety (Hutch), is: 14*21. CM7LORZS Employe* safety (school plant operation) (panel). sn:l&-17. Stimulating employe* us* el protactic* derices (Fukrman). 20:23*34, A `worker's creed" (Brady). *2:*. See also PUBLIC EMPLOYEES EMPLOYMENT Safety--for what? (BroyeruB), (Education patterns as they relste to American youth and the world of work: cites "An urban service corps.") 22:12-13. ENFORCEMENT The effects of enforcement on Um quantity and Mvertty. of traffic accidents. (A ma* poslum.) (Kleringer, Thsettan, DeMarty, Baltaday). 24:13*0Getting people to understand law enforce ment (Kreml). ls:93-M. What direction chemical testa for intoxica tion ? Enforcement (Barrett), <4:73-30. See also COURTS ENGINEERING Dynamic safety criteria, a* ... proach (SteAdame), 12:12-13. Engineering traffic safety In the a.'Uer city: where do we go for help? (ZAnain) 24:31-43; solutions fOUberi/ 24:f-M; Safety engineering, a modem concept MAsm;. 12:18*19. ENGINEERS Design specifications for a safety engineer (Rockwell). 12:75-79. What do w* expect of the safety engineers? <Barp*r). ia;?3-73. EPOXY RESINS Clinical observations on the cutaneous ef fect* associated with curing epoxy resins (8irmtnokam). 12:15-1.7. Estes, o. T. Electrics] sefety la ships. t4:C9*7L EXHIBITORS Exhibitor* at National Safety Congress A Exposition. i:33-4A EXPLOSIVES Formin r practice* with high explosives (Dcuglott). 2:21-23. Low-cost blasting agents (Damon), 12:33- Observations on underground blasting with ammonium nitrate-fuel oil explosives (Stott). i:3T-4t, (including appendlxsa oa major disasters and accidents) Saf practioes in strip mining (use of am monium nitrate) (Quanon). r;Jff-JL Safety in storage, transportation and han dling of guided missiles and rockets (My* ere). *;H-Ig; same. 2:43-53, EKE SAFETY Eye safety ia chemical processing (Gusfich). Indate FILM BADGES A film badge station ttovatette). 14:29. FILMS AND SLIDES Cites film. "Lock and tag" (Voir*). 4:14. Gas company's driver Improvement course r"r dr`"r FALLS Or MATERIALS The 1992 campaign to reduce Injuries from falls of ground (Kalu), 14:34-27, FALLS or PERSON* f^JnJury^tatfsffcs have to be dull flVff' (Lake Superior district mines). i: Review of manne casualties ittautay). 14: What do we need to make falls an effective *J1** of emphasis for agricultural safety? (Bogart). 4:73.74. FARM SAFETY Preview of slide-script on underground haul*S sefety (Wendelj. 12:LM7. Safety, built-in on towboats and barges (UeCormick). 14:13*19 (description* of slides shown at the meeting.) Some films used in safety education course* (Corbatty), *3:47-48. Sound films at barg* (Thatcher), 2:39-31. Training film on fire fighting on oil tankers competed by U. S, Coast Guard (Dolt). Visual aids and th'' -e In safety and maintenance train. .unatruction indus try (Symonde). Sll-ii. Our stake In a healthy agriculture /John* son). 2:63-3*. the harvest of your farm safety ra^nun ffurtws) (meeting Ideas). ; FIRE AND EXPLOSION KMJjr ffWy into oil tankers (Rogart), ^nmg ^arlS p*cpi** ****** Program ptaaTeen-age accidents (Duncan). af4-M. What do we need to make fall* on effective rSSWrrf'VrL-i for *3*1cultural safety? Why a summary of basic and applied re sseaafercthy: in//Citihap*p)f,ie2ld:73o, f farm and home 'wl`e5rokejne).*'4: compensation in agriculture Youth Involvement In accident prevention Pro'gtt*-"tr*c aafety. "sign* of life." FATIGUE Altlo#drur"cnjnVy-?T,,h* Physical equa- Faulkner. L. A. The new power press safety code, discussion iLtsi'vi OLHsts;*- ""**< < axiom, ^hooi bus accident summary, I960. 1T:33-S3: same. 32:148-151. FERTILIZER 1NDCSTRY Electrical safety m ships (Etttti. 14:70. Experience In fightinc mine fire* with foam fire-flchtlng apparatus /Jamison). 7:32-43. Explosion of a Bak-r-J'erkln* mixer in an Army Ordnance plant (Peter). 2:12-13; same. 2:46-41. ' Fire fighting near live electrical apparatus 'Flfzpcrafd). 20:13-17. Flame resistant textiles Ofifcs) 22:27-30. Forest fire fighting safety (Louden), xs: Hazards caused by improper application of knUe switches (Reynold*). 4:7-io. Increased on the Job fire training, a must in^ th* pulp and paper industry (Batter), The Xints and Brown* fin* and static elec tricity demonstration. iz:65-M. Shooting safety in organised youth groups (Wyman). 2:19-21, Shooting aafety la outdoor education (Bind*), FIREWORKS Th* kaboom Is now kaput In Washington (itcGee). 2:119. FERTILIZER SE lON OfSeen and committees. 2:81-82. Sessions. 2:59-77, F(eid, Fouler* J. Ollier practical approached for working to gether in safety for the labor unions and management. 13:24-13. FIRST AID First aid at th* accident 2:82-84 (demon stration* by American Junior Red Cross). ThCil--rtlay--1 y,,efars of mine re-1sci ue training in Fitzgerald, O. W. .V. Flre fijhting near Uve electrical apparatus. 53 1961 National Safely Congrei FLAMMABLE LIQUIDS Developments m the use of Are resistant hydraulic fluids for underground coal min. ins equipment (Jitnnt&ij. 7:43-44. Health and nr* hazards o( flammabte liquids used in plastic processing and fabrication plants (fnbtchi, is'20-23. Safe handling of cryogenic fluids fA'eary). S ` 19*31 Without knowing it yuu may yourself iJtutcr/, *1 :41-44. killing 4'LEKT*. see DRIVERS AND DRIVING-- COMMERCIAL; TRANSPORTATION: TRANSIT FOUNDRIES The foundry buffoon, an industrial menace /Weber). ls-,5-7, Franklin. luni M. What transit operators think about acci dents, 17:43-57. Fraderifc, Willem ff. Human engineering and material handling misty. FREEDOM Safety--(or what? (Brownell). (A compari sonhAof edu.cia.Jtion pattaerfnts afsTftlhlleuyt Sretil.aHte FOREIGN COUNTRIES Appendix A. m*jor_d iuiters jnvo|ring am* Freeman. Waller fa summary of a talk). Implications crowing out of change, to safety. 22:107-10*. euk and Eadie). 7:13-11. Experience la fighting mine fire* with foam flre-ARhtlng apparatus iJamwon/. 7:33. Fire lighting near tire electrical apparatus Fitzgerald). 20:13-17- Luggfnr safety, skidding, loading and truck ing (Turgeon). (Canada). New Horizons la supervisory training la ac cident precaution activities tiiaeBean/. 22:7-19 (Canadian wood producta firm). Safety, built-in: the characteristics of the byOroeC'nic tug 'itcAllisterj. *4:S-8. Safety for wbat? fBroxenatll- 22:7-11. (A comparison of education patterns aa they relate to the ideas and ideals of the United States and Russia). Thirty yewrs of min* rescue training la On tario fUcPhaiU. 12:8-11. Voluntary agencies lit Saskatchewan. Can ada /Smith/. 2:105-10. FOREMEN AND SUPERVISORS Competence, eonildence, and cooperation, the safety director's challenge /Bonner/. 2- Ganu. gin*g foreman effort IJfcCraeken). Modem role of the safety specialist (Craft/. 12:7-10. New dimensions in fleet safety fltobeion) 17:4-8. Safety in the mart* numbers or else (how the atomic age has upgraded the safety program) (wllklne). 2:3-11. A supervisor's safety creed (Wilton/. 12:50. Supervisory safety training programs for the mining industry tBare/, 12:51-54. You can't train supervisors (Baetecher). 2g: FORESTS Forest Are fighting safety i Louden/. 22:1317. Programmln^sofely In forestry work (Sfae- Forney. A. L. Minutes of the annual council meeting. 19-20. Foss, 8. W. Workmen's compensation 70-71. agriculture. 2: 56 Frost, Baric W. Mandatory personal appearance in traffic court. 24'.41-44. FUELS. HIGH ENERGY Occupational health baaards (TofA). 12:8. FuArman, Warren 8, Stimulating employee use of protective de vices. 20:32-34, Gaince. Forreet Safety councils and safety education super visors (panel). 22:2Q-3L illagher, BicKani M. Gone. Roy A. Report or Military Sen Transportation Serv ice tMSTS). 14:75-79, Gardner. B, V. and others Round table discussion on glssa Industry. 11:23-28. GAS INDUSTRY Maintaining Interest la safety dtuetter). 20: 29-30, The Ohio Fuel Gas Company's driver Im provement course (Claar). *0:27-2*. Pardon me! Is vour slip (attitude) show ing? fWisef. 20:5-23. Stimulating employee use of protective de vices /FuArman). 20:32-54. GASES Fume production from AJf-TO blasting agents /Stott). io:39. Occupational health hazards (Toth). 12:4. See also METHANE GatreR, J. It., tee Gardner, B. V. and ofAsr*. Gilbert. Jerry F. Engineering traffic safety in the smaller city; solutions. 24:63-8s. Index CHIbrstA, Lillian it. Safety and the physically handicapped homemaker. 2:4. GIMMICKS, GADGETS "^* 4 jRi*" Jor safety program fCoranoph). Putting across your safety message, a touch of glamour (Burrow#), 20'3?-4i. Reaping tha harvest of your farm safetv program iMarrowe) (use of advertising gimmicks at meetings) 2:75-77. G7.ASS Electrical hasarda la the glass industry <2c-rsetA). 11:8-13. RocuidUbfe discussion (Gardner anri at/sert). Safety with gloss (Oatrander). 11:31-23. Sliding glass doors (Kearns). 2 11S-11I. GLASS AND CERAMICS SECTION Officers and committees. 11.35-38. Sessions. 11:4-25. GLOVES Electrical rubber gloves in the primary area rSehulft), 20;18-20. * Ground-to-ground use of rubber gloves /Meyer). *o:-22. activities. 14:7*. Gordon, Archer g. Th* principles and practice nf heqrt-lunc resuscitation. 20:41-43. annual banquet address). 1 Got,-*, Bill Time management (Early morning sessions). 22:5-Ml Report of the railroad-highway traffic s committee (Bempeey). 22:3-4. Graham, Gordon--Memorial Lecture Safety--for what? (Brownell), 22:7-14. A new challenge for safety. 21:4-S. Griffin, Glenn F. Influencing behavior for safety. 21:12-ie. OriffUhe, Robert St, Southern California supervisory safety train ing program. 14:41-45. Gvellch, Joteph Eye safety In chemical processing. 2:34-38. GYPSUM INDUSTRY Hazards caused by Improper appllcatiOB of knife switches /Reynolds). 4:7-10. H HABITS Time management (Early morning sessions) (Gove). 22,'1-C. ffoddon. William, Jr. Chemical tests In driver research. 24:82*87, Baler. 0, C. Using serious injuries 2:75-77. Bolladay. Eduard 8. The effects of enforcement on quantity and severity of tramc accidents, 24:26-34, Hamilton, ft. P. Report of committee on home and off the job safety (railroads submitted brochures to NSC). 22:8-7. Why off the job safety? 22:$-. HANDLING MATERIAL Falla during bulk materials loading opera tions /Chrietie). 4:10-13 Human engineering and material handling safety (Fredemk). I2:5i-!S Lethal weapons In materials handling SmilA). 14:37-40. Mechanical accidents (Barrows). 12:28. BannAford. Earle S. Motivation, the art of letting people hare It your way. 17:17-25. Barman. 8. D. Water utility safety panelist- 20:44. Harper. G. W. What do we expect of the safely engineers? 12:, 3-7$, Bamman, Fred A quote from a talk on fatalities to electric lineman (Botfteld). ao;23. Barrie, E. A. Safe handling of low level radioisotopes. 12: 67-63. Barrie. HVham C.. and David. Dwight if. Summary and evaluation of new methods of driver education as applied in large and small schools. 22:111-113. Rarrison, Georga if. Safety Is our challenge. IS.22-34. Harrison, J. g. Things money won't buy. 12:10-13 ffarfmcKi, Charles B. The driver education teacher and teaching machines. 22:53-84. HATCHES Escape hatches on river towboats now stand ard equ.pment (Kehree/. 14:11. BatAetd. B. 8. Working from linemen s platform. 20:33-54. Hateto*/, John B. Review of marine casualties. 14:73-77. HEALTH AND MEDICAL ASPECTS The accident syndrome iSchuleinaer). 2:88- 70. The aging driver (Shipley). 24:51-5J. 961 A'rtfional Safety Congrett Auto driving (Hneas and th physical equa tion (Sltrken). 17:26-30. Ev protection and audloroetric examination (Bowen). The Industrial nurse's role In the safety pro* (ram (Knapp). 11:31-33, Am U-D-'s um of electronic data processing la health and safety (Brooke). ;4-T. The medical-industrial hygiene-safety team In Industry (SlcGce), 14:10-13. Occupational health hazards. medical aspects I'Abratnsj. (what is being done (or prt* veotion). 14:5-12. The occupational nurse's role In the direc tion and referral of emotional problems (-A'lotOrri, 4:25-37; same, 14:6-1. Psychological accidents, the tndustriiU physi cian's viewpoint (Kilian). 5:22-24; same, 14:3-1. The psychology of accidents (ttaelver). U: It-iS. Surgeons and safety, the Joint action pro gram (lVorfel. 4:13-15, When should the medical department blow the whistle? (Irvin), 17:57-59. HEALTH DEPARTMENTS Health department* and home safety ((Jaffa(/her). 4:119-123, The Impart of home accidents: a} On the family (Baumgartner) 4:91-97. b> On community croups (Lowie) 4:37-103. cl On community planning iO'ttarrow) ; 103-105. Voluntary agencies (Smith,!. 6:106-109. What you don't know can hurt you (Sehpleutky). 21:17-19. HEALTH HAZARDS Clinical observations on the cutaneous ef fect* associated with curing epoxy resins (Birmingham). 18:15-17. Dust study program. Pennsylvania depart ment of mines and Mineral industries /CunM<npAom>. T:2I-2S, engineering control of plastic materials (Tubwh). 14:17-23, Occupational health hazards, environmental (Toth), 11:3-5, Occupational health hasards. medical aspects (Abrams), 14:S-L2. Radioactive isotope sysfrms in the paper in dustry (Amber0). as :1S-2A Safety In the maeh numbers or els# (chang ing exposures) flPUitins). 2:9-11, Some observations on occupational derma toses (Boswell), s a: 12-Li. Without knowing it you may be killing yourself (Josser), as :41-I5. HEALTH PHYSICS 30-30 hindsight: a health physics program (radiation protection) tor shipyards en gaged in nuclear operations (Lavalette). 75:35-32; discussion* (Chappell) 14:33-33: (Boltttnger) 14:33-34. HEARING Ear protection and audiomelrJc examination (Bowen). 14:61-64, Heath, Karl V. The army civilian career program: safety management and Its implications for col leges and universities. 22:57-60. HEAVY HYOSOGE*' Some safety problems of the fusion Project (Bonner). 2:T. BEBNU Hernia and strains (Point), *:80-6& Stfeel, Theodore It. Integrating safety Into a modem weapon system. 2:8-9, Hildebrand, T. L. ... The relationship between safety and train ing. 2*:7-ia ffifemon. Harold J.. sec Brorntt#, Eowerd C. and other*. Bid, O- T, _____ Let's look Inside! 24:33-36. ^Everyone, everywhere, all the time. 28;38-S7, Hodniefr. B. r. . Fundamentals of pressure-relieving device* tor unfired pressure vessels, :3*-tx. Boelecher. Lout* B, You can't train supemtora. 24:4-6. Holland. B. Dixon .. m Human factors in tight plane safety. 4:44-47. Hoilinpsworfh. Dan .. How churches and synagogues e* help pre vent accidents. 4:153-143. Beltiinaer, K. R. _ ,. _ . A discussion of the paper by David R. La- vallett* on radiation protection programs. 1:33-4. Hour SAFETY Health departments /Oallaghar). SilU-lR Home conference, NSC, 19S1-62, '150-131. Kow to communicate safely information ef fectively fdamagin). 4:til. The Impact of home accldenu: .. ,, a) On the family (Baumgartner) 4:9t-*7. b) On community groups (Lewie) 4:97-103. c) On community planning (tyBarrow) 4: 103-103. Joint session with traffic. 4:124-1*7: asm*. 24:18-101, Low voltage shock hazards (SIcCrtadie). s: 19-2L Safety and the physically handicapped homemaker rOifbreth). 4:144. Safety organization*. the program of the SeattJe-King County Safety Council (Re- dee). 4:li4-m. Voluntary agencies In Saskatchewan. Can ada (Smith). :100-10t. See also OFF THE JOB Bopeieetl, Robert W. Safely In the use and maintenance of elec trical storage batteries. :10-1L HORSEPLAY The foundry buffoon, an Industrial menace (Water). 14:8-?. When men behave like buffoon* (Brody), 14:7-9. 58 HOUSEKEEPING Integrating accident prevention with pro duction (StU(ivan). 12:8-7, Index INSPECTION Get all the facta (Kirk), 10:7-10. A **P A I" underwriter*e part In maritime safety (Dot*). 14:44-65. Buggett, W. Stan lev Stevedoring end safety before and after the opening of the St. Lawrence Seaway. i: 14-37, INSTRUMENTS Developments In methane monitoring (gellore). r:44-48. Bughetan, Tam Reference made to his analysis of electric shock and burn cases (Batfield). 20:23, fifulberf, Slade Traffic safety and driving itmulatlon. 4:124127: same, 24:33-93. HUMAN ENGINEERING Human engineering and material handling safety (Fredenk). 12:34-9*. HUMAN FACTORS Causes of claims and their effect on claim cost in vessel operation (Smith). i:U-s. The human ultaeaaloa to safety (Buck), it: Human factors in tight plane safety /Brow#;. 4:47-91. Important human factors in safety fRuscAi. ti :lt-2l. Influencing behavior for safety (Griffin), 21 : 12-16. The man most likely to succeed at a com plete failure: and fir* easy routes to the same rStantburp). 14:5-9, My brother's keeper (Brouwet). 11:4-8. Pardon me! Is your slip (attitude) show ing? fWtae). 20:5-13, See also PSYCHOLOGY 12:55-59. INSURANCE AND INSURANCE COMPANIES Causes of claims sad their effect on claim cost In resscl operation (Smith). 14:53-54. Employer-Insurance carrier cooperation In accident prevention (Carton), 14:13-2L Engineering analysis of accidents . printing Industry (Lott). 21 .'51-5*. A "P A 1" underwriter's part In maritime safety (Doti). 14:53-68. INTERSTATE HIGHWAY SYSTEM, see STREETS AND HIGHWAYS INTERVIEWS What transit operators think about acci dents (Franklin), iT:53-57. INVESTIGATION OF ACCIDENTS Causes of claims and their effect on claims cost in vessel operation /`Smifhf. 14:94-56, Should alt motor rehlcfs accidents be In vestigated? (A debate) (Friday) 24:55-54; (Cunts) 24:54-99; (Puncke) 24:59-40. Irwin, George B. When should the medical department blow the whistle? 17:37-59. 'utson, j, J., jr. The mobile boarding unit In law meat and boating safety. 4:43-16. HYDRAULIC FLUIDS Developments in the use of fire resistant hydraulic fluids for underground coal mining equipment (Stinniek), 7:43*44. I fmmerman, Harry T. Prevention of loss in underpinning. 4:5-7. imperial. Michael The craftsmen's interest in safety. 21: INCENTIVES Safety motivation (Burkhart). 2i:43-SX. See also AWARDS AND CONTESTS; H-OMA^ FACTORS; JlOtXVATION; PSY- INDUSTRIAL ACCIDENT COMMISSIONS How we work with tabor unions in Ortrea (Callahan), 14:30-34. 4 Jamison, Wifi B. Experience In flghtlng mine Area with foam fire-fighting apparatus. 7:32-43. Jarnagin, Robert A; Row to communicate home safety Informa tion effect:rely, 4:123. Jotter, Alfred A. Without knowing It you may be killing yourself. 21:4l-49, Jenkins, Thomas .V, A protractor for safety. 17:34-37. JOB OBSERVATION FLAN Fernando's hideaway fFodrious! (tobacco can and the unsafe practice observation plans at Detroit Diesel). 4:3-7. JOB ROTATION This is a safe ship (XIHs). 14:57. Johnson, Bert W, Engineering traffic safety: public acceptance and Implementing Um solution. X:6-63. INDUSTRIAL SUBJECTS SESSIONS Sessions. 12:8-94. Johnson. Raul C. Our stake in a healthy agriculture. 4:0-66. 59 1961 National Safely Congress Jonas, >, K. Communication affects safety performance. 5:59-60. Jonmicn, Leif It. The lost time injury. 14:45-46. Jones, Donald ft. The future of two-way radio tn logging safety. 21-35-37: earn*. 25:33-25. K r.thrcs, V'. Safety, built-in. on river towboats. 14:10-12. Kelly, Arthur S The new power press safety code, an In terpretation ana discussion of the first three sections, purpose and scope, defini tions. references to other codes 2:32-35 (also a note on section rx, s:40> Rente, irmiam J. Industry, and off the Job safety. c:ilo-U6. Kraiover, Dettbar If. The safety education program of the Phila delphia public schools. za:34-4l. Xratsert Robert X. Report of Great Lakes safety discussion croup. 14 :CI-C4 Kremt, Franklin 31. Getting people to understand law enforce ment i*:93-64. Where are we* Where are we going* 24: 4-6 Dnieper, .Wr. John S. Moderator at session on civic leadership, :l. Kunutta, Rldew The straight line of communication. IT: 90-31. Xutsehenrevter, Paul B. WVnlher forecaatm* for boatin* safety : 33-37 L ffinfr. G- 3S. and Sroiene, B. X. The Xlntz and Browne fire and static elec tricity demonstration. 12:65-66. Kirk, .'.'orman J. Get all of the facts. 10:7-10. Kissinger, Glenn Effects of enforcement on quantity and severity of traffic accidents. 24:18-20. Xtmmm, S. ft. The aging driver, 24:19-61. Kleiber. Anne The orrupatlonat nurse's rote in the direc tion and referral of emotional problems. 5:25-27; same, 15:6-6. Xlopp, Boteard C, The personal factor In accident prevention. 15:27-26. Knapp. L. TP, Why a summary of basic and applied re search in the field of farm and home safety? 5:72. Knapp, Repine The Industrial nurse's role tn the safety program. 11:31-33. Kale. Theodore A hypothesis on licensing the school but driver, it:7-74; same. >2:132-139. Koto. At The 1962 campaign to reduce Injuries from (alls of ground. 16:26-27. Kraktosc, Theodore A. the point of operation. 2:36-31. Safety Is built Into the Kamyr continuous dl*ester. 21:22-35. LABOR How we work on a joint basis In accident prevention program# , . . through com mittees. iS:2S-a fifoyel: SP-.29-30 /Cain); 12:34-32 fField); . . throurh state in dustrial accident commission, 12:30-31 (Callahan), Labor safety sessions. 12 .3-36. A state labor department sells safety (Greet). 25:30-32. The year's pro*ress In labor safety 'Utter), 12:12-17. t.ABOB CONFERENCE. X5C Officers and committees, 1981-63. 12:36 Presentation of tabor safety awards (Otter). 12:35-32. The year's prorress in labor safety (Otter) 12:16-17. LABOKATOBIEtt Competence, confidence and cooperation, the safety director's challenge (Bonner). >: Specific and unusual applications of pressure relief devices /Porter). 5:43-45 LADDERS Insurance group warned Assureds of series of evident# Involving metai ladders fDoti), 14:66. Laderer, Frank X. Sentinels of Safety. 5:154.59. Lane, D. M. Stores training: rigid purpose, flexible method. 2:31-34. Lanpfir, Arthur B. The moral depth of safety. 1T:1S-17. Index Lauaan, James ft. Organizing for safe water skiing. 6:55-56, Lavaletta. David R. u. ie;4. pcll)i 14:33-31, (MolUtnper), LEAD Occupations! health hazards, environmental (Toth), mi LEADERSHIP FrcflucUon and accident prevention are parallel and paramount (Lose), 11; 29-30 Review of marine casualties (need for more forceful leadership) (Batelev). 14:76. Ungla, Huron X. Engineering traffic safety In the smaller city; where do we go (or help? 24:61-63, Lingo, Paul C. Methods of using auxiliary fans for face ventilation with continuous mining sys tems. T:S-10. LKtCID KVDBOGEN Some safety problems encountered In hiyjld hydrogen laboratory (Banner). LOCK OCT PBOCEDCKES Belt ronveyor hazards fColW. 4:13-17. LEGISLATION Management, labor, and government In an Aggressive accident prevention prorram 'MotfcW.^L^dUcussion of Public Law 65- State law# for safety education rXlhan). LeGore, ftan F. The why and how la initiating and develop ing an association accident prevention program. 10:10-16. Lepagce, Richard ,V. Report of cargo ship safely discussion group. 14:62. Letly, Philip How to use local publicity tn promoting water safety. 5:$6-a LETTERS A "P tt V underwriter's part In maritime tritely >0oti). i4;6-C7. LIABILITY Public liability from incident to final dis position (discussion session). 10:17. LICENSING, see DRIVER LICENSING L.rehtv, U. R. A hexagonal problem, school bus selection. lT:2-97; same, 22:157-163, safety (Jones). 21:35-37: same. 25:2 Log^in^f lafety, introduction I'SiwMOWj. Logging safety, skidding, loading and truck ing (burgeon). *2 11-13. New horizons in supervisory training tn ac cident prevention activities (UaeBeen). Safety In pulpwood logging (Wright 21: 30-35; same. 25:16-23 Lorens, Basil J. Aerial basket ups and downs 2024-27 Lott, Lloyd L, Engineering analysis of scrldents 21:51-5. Late, Jim Production and accident prevention are parallel and paramount. 11:29-30 Lovden. ilerle 9 Forest fire fighting satety. 25:13-17. Lotriz. George IF. The impact Ot home acytdent* on community groups. 5,97-103 LOX Low-cost blasting agents (Daman/. 15:35. M LIFE SAVING, see FIRST AID; BCSCSC1TATION LIFTING Hernia and strains (Paltsei. 5:60-65. Lightfoot. Cecil Saefleetcytroinnicthetesmt aenquufaipcmtuerent,an5d:4-o6p. eration of LIGHTING Electrical safety in ships (need for emer gency lighting system) >Ss(et). i4:?L Lillie, Barois P. How the safety education supervisor and the safety council can cooperate in Utelr activities (panel), *2:31-32. Lindsay, Warren D. Report of Marine Section newsletter. 14:W. McAdams, William A. Dynamic safety criteria, an engineering ap proach. 12:19-22. McAHtzfer, James P. (HI) Safety, built in; the characteristics of the hydroconic tug. 14:5-6. HacBean. D. IF. C. New horizons in supervisory training in accident prevention activities. 25:7-10. MeCloru. Robert Illinois justice courts; the new look, 24: McCormick, William A., Jr. Safety, built-in on towboats and 14:13-19, McCracken, X. 3t., Jr. Gauging foreman effort. 15:24-26. barges. 1961 National Safely Congress UeCreodie, T. W, Low voltage shock hazards, :lS-2i UcGte, Al Local cooperation for sale outdoor recrea tion. *:10-U. Safety organisations. 8;li*-H8. McGee. Lemuel C. The medical-industrial hygiene-safety teen In Industry. 18:10-13. Maetrer, John The psychology ot accidents. 13 ;11-11. MacKey, R. 8. Report of swards committee. 14:00*11. MrYcai, trim*m C. Safety, built-in on our barges and towboats. 14:8-1(3 ucRhsif, a. a. Thirty year* of mine reacue training In Ontario. 1S:S-1L MACHEft SHOPS Fernando'* hideaway (Podsioue). S:3-7. Tradin' poet, miscellaneous Ideas contri buted by Individual people toward creator safety. a:3-is. MACHINE TOOLS Safe application of electric controls on machine toots (Peregeyj. 13:13-44 MACHDtZXT Mechanical accidents fRsi-rews/. 19:33-27. Mahoney, IPifftam P. Safety before the AighL 3:19-23. MANAGEMENT The economics of safety (Crosby/, 14-.4-8, How we work together for safety (labor and management) 13:20-31 fCallaJiani; la: 34-39 (Field) 13:34-31 Management end safety (Carter), 14:34-10. Management, labor, and government i Management's role in accident prevention (Alexander). s:*?-?l. Safety looks to management (Sperry). 21: 33-4L Thirty years of mine rescue training in Ontario (AtePhaU). 18:10 (includes a management course). What does top management expect from ea industrial safety program? (Oechele). si: You na't train supervisors (Boettcher), 33:4*4. MAREXE INDUSTRIES Bu1il4d:i4nSg*3Ss. afety into oil tankers (Roger*), Causes of claims and their effect on claim cost is vessel operation (Smith). 14:53-6*. Electrical safety In ships (Bate*). 14:0-71. The lost lime injury (Jonauen). 14:49-43 (Tanker float). Management, labor, end government in an aggressive accident prevention program (Motley). 14:13-24. A "P 3 r' underwriter's part In maritime safety (DotO. 14:83-8*. Review of marine casualties (Bateley). 14: 72-77. Safety control---XS Savannah (DeGroote). 14:59-83. Southern California supervisory safety train ing program (Griffith*/. 14:41-45. Stevedoring and safety before and after the opening of the SC Lawrence Seaway (Huggett). 14:34-37. This is a safe ship (Blti*). 14:59-88. Twenty-twenty hindsight: a health phyelcs program for shipyards engaged In nuclear operations (Lavalatte), 14:33-23. Dlecusions of (Chappen) 14:33-33: (BottMnger) 14:33-34. See also BARGE AND TOWTNG TNDUSTRT MARINE SECTION Annual business meeting of the faction (f .<). 14:77-73. Officer* anu - mmlttees. 14:25-3* Sessions 14:5-23. marine KARINE SECTION. COMMITTEE REPORTS Report of awards committee (Mackey). 14: 20-sc Report of cargo *h!p__**fety dlscuaston group (Lepagee). 14:12. Report of general chairman (Berry), 14:23. Report of Great Lakes area (Buchanan). 14:97-0. Report of Great Lakes safely discussion group (Rreteertf, 14:0-84. Report of gulf area (Rader). 14:89-17. Report of fnlaad waterways committee (Mechling). 14;*S-*8. Report of Joint cargo end tanker safely discussion groups (Smith). 14:0. Report of MSTS safety activities (Gano). 14:79-72. Report of Marine Section newsletter (Lind say/. 14:89. Report of Marltlm* AdmloUtrailo* safety activities (Goodman). 14:72-80. Report of passenger sad cargo services (Blaeklodge). 14:0. Report of program committee (Wick). 14: Report of public relations committee (Braynard). 14:89. Report of safety Information and poster committee (Breeee). 14:94. Report of the shipbuilding and ship repair committee (Robert). 14:93. Report of statistic* and contests committee (Morrow/. 14:90-91. Report of tanker safety dlecumloa group (Walfe). 14:SL Report of the ship safety achievement award committee (Devlin). 14:80. MANUFACTURING Safety tn^ pointed circuit manufacturing Safety In the manufacture and operation of electronic test equipment ttAghtfoot). *: 62 Martin. C. F. A more dynamic approach to the prevention of back Iniurlea In aa Industrial environ ment. 12:19-51. Matoueek, E, J, Safety aspects of grounding portable tools 4:9-4. Heart, John A. A model bicycle control program (or college and university campuses. 38:99-101. Index Metzger, Herbert J. Review of slgniAciuit accident caj* histories, electrical accidents. 12:37-30. ifeyer, L. C Ground-to-ground use of rubber gloves. 30:20-32. Mitae. B. W. Oats processing of accident records IS: at-as. Participant in data processing of accident records symposium. 18:23. MEAT PACKING, TANNING AND LEATHER PRODUCTS SECTION Officers and committees. io;29. MEETINGS Increasing the octane rating of rour safety meeting (use of humor, magic, gimmicks) /Burrow#/. 17:59-91. Operational safety meetings Initiated by stevedoring groups (Griffith*/. 14:44. Putting across your safety message, a touch of glamour and magic (Burrows/. 30: 1741, Putting the right angle Into school bus driver safety meetings (Cheek). 17:39-20; same, METABOLISM Human engineering and material handling safety (Frederih). 13:54-58. METAL PRODUCTS INDUSTRY Damage control, a new bortaon la accident prevention (Bird). 13:89-7a Fernanda's hideaway (Podtiovs), s:3-7. Forming practices wtth high explosives (Dougtaee). 2:23-23. The foundry buffoon, aa industrial menace OTsIivri. 18:5-7. Safe application of electric contrail on machine tools (Pertgoy). 12:43-44 METALS METALS SECTION Officers and committees. 18:17-18. Sessions. 18:3-1*. terns (Lingo) 7:8-10. JfiHer, B. Gene Participant in data processing of accident records symposium. *8:23. MINERAL INDUSTRIES Low.cost blasting agents (Damon). i: 28-34. The 1983 campaign to reduce injuries from falls of ground (Kola). 1*:28>27. Supervisory safety training programs for the> mining industry (Boro>. 14:51-54 MINING--COAL Control or extinguishment of fob Dree (Budrah and Bodiei. T:lt-t3. Developments in methane monitoring (Zel lers/, 7:44-48. Developments In the use of Are resistant hydraulic Aulds for underground coal mining equipment (Minnvrk). T:43-t4 Dust study program. Pennsylvania deport ment of mines and mineral industries rCtmnlnphant/, 7:24-0. Experience la Aghtlng mine Ares with foam Are-AfhUng apparatus (Jamieon). 7:33-4*. Hazards encountered in mining thick, in clined coat beds (Olttit). 7:18-23. Methods of using auxiliary tans for face ventilation with continuous mining sys tems (Lingo). 7:9-10. Safe^sractlces In strip mining (Queue*). Safety aspects In the modernisation of a coal mine (Dale). 7:3-8. MINING--METAL Do injury statistic# have to be dull? ftruoonf. 18:47-50 Low-cost blasting agents (Damon), is: 28-38. Preview of slide-script on underground haulage safety (Wendel). i:U-17T Safety aspects on the use of mechanical raise climbera (Colvin). 1 *22-23. Sloping methods in the Lelce Ambrosia uranium mines (Abbitt). is:23-28 63 t(>a) Xnttenai Safety Congress Safeguards for big crowds at amusement parka and fain (Uutlendore). s:23-36. Training drivers (and people tn other cats* Sortes) to meet emergencies (ilaseley). 3;S*-*l. rifU LNDCSTKT, see flLr AND fAFtt Parker, J. V. Partlripant ` in data processing of accident records a<ymposium. 1W:33. Persons, John it. Tbc apex ta school bus maintenance. 17:87* I'JU: same. 23.162-165. School transportation (panel). 23:14-15. stwriov, fConsls Mr Patterson read an outline of the Detroit school disaster plan. 23:27. Ptrtgoy, P, C, Safe application of electric controls on ma chine toola 12:13-44. PcrUiS. /token Dnver performance, s true measure of mo tivation. 1TJ7-43 rUSOXAL PROTECTIVE EQUIPMENT Aerial basket ups and downs (Lorenz), 20: 34-27. Electrical rubber gloves in the primary' area rSchulfsi. 20:15-30. Ground-to-ground use of rubber gloves (Ueyerf. 20:20-22. Life jackets and vests (HeCormick). 14:14. Stimulating employee use of rices iFuhrman). 20:32-34. Working from linemen's platform (Hatfield). 20:23-21. See also GOGGLES Peter. Ktehard S. Introduction to ruided missile and rocket safety presentation. 2:13-13: same. 8:45-47. PETROLEUM INDUSTRY Building safety Into oil tankers (ftogera). 14.4S-&2. Da1ta :2p1ro-2c2e. ssing of accident records (SUUz). Gauging foreman effort (ilcCraeken). to: 24-35. Safety built-in on our barges and towboats ,Hc\cal), 14:8-10. This is a safe ship (Situ). i4:M-a Using serious injuries to determine the ef fectiveness of safety programs (Haier). : PETROLEUM SECTION Officers and committees. 19:39-30. Sessions. 19:5-28. Phillip*. Albert Safety councils and safety education super visors (Panel). 23:31. Philo. Ken Handling of prestressed concrete members. 3:18-30. PHYSICAL EXAMINATIONS 66 Physical classification of individual* In the military service (Optahl). K tHl. When should the medical department blow the whistle? (Irwin). 17:57-3, Pierson, Sir*. Henry S Civic leadership, representing the volunteer. 8:8-8. PLASTIC* Clinical observations on the cutaneous ef fects associated with curing epoxy resins (Birmingham), 18:15-17, Engineering control of plastic materials (Tu~ blckf. 18:17-28. Occupational health hazards, environmental (Toth). 18:4. PodMout, Bruea Fernando's hideaway. 3:2-7. POISONS AND POISONING Without knowing it you may be killing yourself (Ja**er). 21:41-45. See also CHEMICALS POLICE The effects of enforcement on the quantity and seventy of traffic accidents. A sym posium. i KiMZinger. Thaxton, Doherty, Batladay). 24:15-38. Porter, H. L. Specific and unusual applications of pressure relief devices, 3:43-45. POWEB PBESS AND FOBGINQ SECTION Officers and committees, 1861-62. 3:4*. Sessions. 9:23-45. POWEB PBESSES How power press operators get hurt /Sol. ), iA study at America-x ^Can C-o--m--p---a-n--y- 1950). 3:22-37 The new power prana safety code. Interpre tation and diacussion of the nine sectiona, 2:32-44. md installation (Dunlap) 41 Auxiliary equipment (Stile*) 9:38. e) Designing, constructing and setting of dies (Paulknar) B:U-39. f) Inspection (Dunlap) 3:3*-40. gl Operation (Kelly) 3:49: h> Questions and answers. 3:40-44. Press forging with safety (Altor), 3:45-4*. Powers, nomat it. Report on Americas Bar Association na tional symposium on correcting the vio lator, and the need for research, 24:44-45, PBAYEBS Invocation at the annual banquet (Corwtantintde*). i:2t. Invocation et the annual meeting (Crowe), i: 13. A prayer on the courage to lire a simple life (Laderer), 3:89. A prayer to close the Safety Conference of women's organizations, 3:T. IndtT PBESSCBES Deesign and testing of a new high pressure ceil (Brouma arts other*}, 3:5-15. Fundamentals of pressure-relieving devices fISo--r43u.nflred pressure vessels (ttoanitk), 9: PRINTING AND PUBLISHING SECTION OUlcer* end committees, 19*1-62. xi :59. Sessions. 21:3S-56. Local cooperation for safe outdoor recrea tion (UcGee). 3:10-12. Public safety committee. NSC. 1951-42, : 145-148. Safeguards for big crowds at amusement parks and fairs (itultendore), 3:23-21. Surgeons and safety, the Joint action pro gram (Wade). 3:13-15. When industry has a serious emergency, what it the public'* Job? fWebbJ. 3:27-31 See also BOATS AND BOATING; SPORTS: WATER SAEETT PRINTING PLANTS PCBLIC TBANSPOBTATION, see TBAN8IT The craftsmen s Interest io safety (Impe rial). 21 :. Engineering analysis of accidents (as seen by an Insurance firm* (Lott). 21:51-35. Safety looks to management (Sperry). 2f: PUBLIC UTILITIES SECTION Officers and committees. 20:45-46. Sessions. 20:5-44. PULP AND PAPEX INDUSTRY Safety motivation (Burkhart), 21:45-51. Without knowing It you may be killing yourself (chemical hazards in the graphic arts) (Jotter). 21:4i-45- PROGBAMS, see OXGANIZATION PSYCHOLOGY The accident syndrome (Sehuteingtr). :SC70. Increased on the Job fire training, a must in (he pulp and paper industry (Better). 2i:5-U. A new challenge for safety (Oray), 21 :*-. Radioactive isotope systems In the paper In dustry (Amber?), ai :1*-2L Safely Is built into the Komyr continuous digester (Laakto), 21:22-M. S^fel^ l:^^uiwo<i logging (Wright), ai: Driver performance, a true measure of mo PULP AND PAPER SECTION i tivation (PotIqS). 17:37-41 Motivation, the art of letting people have it your way (Banna/ord). 17:17-25- Joint session with Wood Products Session. 21:30-37: same. 29:11-25. Officers and committees. 1961-62. 21:57-58. A new concept of accident* (ftogg). 5:27-33: lame. 13:5-14. Sessions. 21:4-37. The occupational nurse's role in Die direc tion and referral of emotional problems t Kleiber). *;25-27; same. 13:6-8. Punch*. Marti* St. Should all motor vehicle accidents bejovestigated? (debate, negative). 24:58-60. The personal factor In accident prevention (Klopp). 13:27-25. Pyle, Boward Psychological accidents, the industrial phy sician's viewpoint (Kltian). 3:23-24; same. Annual address of the President of National Safety CouneiL i :J3-35. 133-5. Psvchologtcal approach in job training (Neu mann). 14 14-Id. The ^rrchology of accidents (itaelver). it: QUABBTES 9 Safety, built-in on river equipment (also ;o aiutudes and emotions of the crews) > ifc.Vraf/. 14:5-10, When men behave like buffoons (Brody), 19 7-9. Belt conveyor hazards (Volt*). 4:15-17. Ground faults In quarry electrical systems rCottel). 4:5-7, Noise abatement at mines and quarries (Bottford). 13:55-61. PUBLIC EMPLOYEE SECTION Officers and committees. 1961-62. 9:36-37. Sessions. 8:22-31. PCBLIC EMPLOYEES How do we know public employee work Is safe? (Betuden). 8:31-35. Let's talk aoout our common problems. 8: 21. Safe building maintenance la cost improve ment (Denomma). 8:35-37. Queener, J. 8. Why you ihoutd hare an off-the-Job safety program. 8:65-47. Guenon, Eugene E, Sate practices in strip mining. 7:28-11. QUTZXE8 Pardon me! Is your eilp (attitude) show ing? A listener's quia (Wist). 20:12. PUBLIC SAPETT Camping and survival (itenteer), 8:22-33. Communications for safety, how can we make our safety messages moo effective? /Baker) (Endorses SCe "Everywhere, all the time" program) 12-15. BADAS Review of marine casualties I'ffawievA 14: 73-74. Bader. Jtobert Report of gulf area. 14:86-87. 67 1V61 National Safety Congress index RADIATION Occupational health hazards (Abeeme). 13:6. Radioactive isotope 9>*stems in the paper In dustry f4wfrj.i, *1:15-22. Safe handling of low level radioisotopes lUamt), 12:59-40. 30-20 hindsight; H shipyard radiation safety protram (Lnvallrttei. 14:35-32; Discus sions /Chappclh 14:32-33; t Holtnngerf 14:33-34. RADIl'M PLANTS Vluote Ircra 1964 study on Illinois plants where "cross rrmtsminauen and excessive ii.vcts of radiation typify nearly all ra dium processing Installations" idOroirwA IS.*5. RADIO The future of two-way radio In logging atety iJent** *s :33-3?; same, 23;-2S. RAILROAD INDUSTRY Relationship of operating rules to safety rules (Rough/. 7*: 30-13. P,' port of committee on home and off the job safety (Hamilton/. 22:5-7, Report or the railroad-highway traffic safety committee (Dempsey/. s*:3-i. Safety Is our challenge (Bmrrioon). 1 3:21. Why off the Job safety? Hamilton). 28:5-5 RAILROAD SECTION Officer* and Sessions. **:3-t3 1981-82. **;14-15. Asrells, Jamet 4. Mandatory personal appearances In traffic court. *4:40-41. RECREATION Local cooperation for sale outdoor recrea tion (McQee). ru-i; See also SPORTS; WATER SAFETT fteuier, Roy Safety in the Roter project. S:il-H RELIGIOUS SAFETY ACTIVITIES How churches and synagogues can help pre vent accidents fBollingaworth), :138-ii2: brief panel discussion on same. 3:143. National committee of religious leaders fot safely. 1951-82. 3:152-153. RESEARCH Announcement of the 1951 award for traffic safety research, to J Stannard Baker; NSC annual council meeting /Fomty). i: Chemical tests In driver research (Hadden), 24 :KZ-gT. Control or extinguishment of gob Ares (Budtak and Madiaj. 7:11-11 Driver performance, a true measure of mo tivation (PcrU/O), 17:37-42. Dust study program, Pennsylvania depart ment ox mines and mineral Industries (Cunningham). T;*4-3t< Experience in fighting min* fires with foam fire-fighting apparatus (Jamison). 7:33-43. Flame resistant textiles (Mile*). 28:27-30. The impact of home accidents on community group* fLovisj. 3:97-101, Important human factors In safety (Hutch). ti ! 14-21. Low-cost bleating agents fDamonJ. 10:2835. Technique for research /Koffeinger,', 23:113- Trainlng drivers to meet emergencies (Mou lt*/ 3s:*-*i. Why a summary of basic and applied re search in the field of farm and home safety! < Knapp). :72. RESPIRATORS' EQUIPMENT Stimulating employee use of protectire de vices (gas mask labor contract) iFuhrman). 20:33. RESUSCITATION The principles and practice of heart-lung resuscitation r Gordon). (Also same for mouth-to-mouth resuscitation). 20:41-43. The rationale for mouth-to-mouth resusdtaUon (Monto). 0:134-137; same, *4:98-1(0. Reynolds. c. J. Hazards caused by improper application Of haute switches. 4:7-10. Hholon, T. F. School transportation (panel). 2;14-13. Richard., Karl if. What makes effective east belt promotion? 24:39-40. Riddle, ftorufisb C. The constructive use of discipline in safety violations. 12:39-43 Robert, Robert P. Report of the shipbuilding and ship repair committee. 14:93. i fleet i ifety, 17:4-5. ROCKETS AND MISSILES Integrating safety into a modern weapon system iHtkel/. *;. Introduction to guided missile and rocket ufetyjiresentatlon (Peter), 3:13-13; same. Safety In storage, transportation and han dling of guided missiles and rockets div ert). *:lX-18; same, S:48-50. Safety In the Rover project (Raider). s:93- Rockwell, T. St, Design specification* for a safety engineer. 1*;73-7f. Roger*. Aeyden f. Building safely into oil tanker*. 14:48-52. Roffg, Sanford O. A new concept of accidents. S:27-33: seme. is:8-I4. Romia. A, F. A proup dynamics approach u> safety prob lems. io:S-7. ROOF CONTROL Hazards encountered in mining thick, in clined coal beds, 7:18-23. Roth*. Victor E. Lessun* learned from aviation crash injury research. 3:41-54. RUBBER SECTION DfVer* and committees, 11:37-31. Session* RULES Achieving and maintaining respect for com pany rules (Von .S'atneej, 12 35-39. Are there too many safety rules? (Slehole), 12:33-35, The constructive use of discipline la safety violations /Riddle). 12:39-43. Relationship of operating rules to safety rules iSaiigh), 2*:1(ML RUPTURE DISCS Fundamentals of pressure-relieving devices for unflred pressure vessels (Bodnick). S: 33-43. Specific and unusual applications of pres sure relief devices (Porter), S;<3H5. s How the safety council manager and safety education supervisor can cooperate la their activities (a panel discussion): e> Bourne, G. ffrneef. 23:2Z-30. b) Cox, Harold. 23:30-31. c Little, Harold F 23:31-33. Implications for elementary safety education (Drats). 23:108-109. Is safety education academically respecta ble? (difvernofej. 23.50-5L The safety education program of the Phila delphia public schools (Kralovee). 23:34- Safety--for what? iBrownell). <A compari son of education patterns as they relate (0 the Ideas and ideals of the United States and Russia). 23:7-13. Stata laws tor safety education (Hihan). 23: Student projects m college safety educa tion courses (Damron;, 23:50-51. A survey of general safety education courses (Corbaftyj. 23'45-50 Teacher competencies In safely (Alien). 23: 121-124. Validity, effecmenvss of various safety edu cation teaching techniques (a group study). 23:. SAFETT IDEA EXCHANGE Fernando's hldeau*;i> < Podeloue). (Unsafe practice observation plan ue-ln with safety idea exchange!. 3*3-7. SAFETY LAMPS Developments in methane monitoring /Zel lersj. 7:44-15. SAFETY MOVEMENT, tee ACCIDENT PREVENTION FUNDAMENTAL* Saflec. S, D. How power press op-:r;it*'r< get hurt. 3*22- SAFETT Safety--for what? (Browned), <A compari son of education patterns as they relate to the Ideas and Ideals of the United States and Russia). 23:7-13. Some quotes from various sources pet taining to a safety philosophy. 23:34-35. SAFETY BELTS, see BELTS; SEAT BELTS SAFETY COUNCILS How the safety council manager and safety education supervisor can cooperate In their activities ta panel discussion) *3: 25-33. a) Bourne, G. Snut. 23:38-30. bi Co*. Harold. 22:30-31. c) LiUie. Harold F. 23:31-32. Representing civic organization t.Voeilinp/. *;S-T. viewpoint Safety organizations (ileCet). 3:1)5-119. Thumbs down oa violators (Apert). 20.34- SAFETY DIRECTORS, see FOREMEN AND SUPERVISORS SAFETY EDUCATION advanced course* in 0%e). 83:52-54. Sammie. J. IVr.lcn Vour trip to sun---!-.' 20 30-31. SANITATION Safe building maintenance is cost Improve ment rDotommr,. 8*29-27. gcAapioirrkp, A. F. What you don t know van hurt you. 28:17- SfheiJt, Mdxeard Is driver license fusp-nsi-m fulfilling II* role; driver licensing viewpoint. 24:46-48. Schneider, Rodin The importance and value /( accident re porting. SiTS-T?. SCHOOL AND COLLEGE CONFERENCE, NSC School and college conference sections, and committees. 1951-52. 22:158-169. SCHOOL BUSES AND DRIVERS, see SCHOOL TRANSPORTATION SCHOOL SAFETY PROGRAMS Civil detent* and disasters you hope will never come > Brandntgtn, 23:19-24. Employee safety iponel). 23:15-17. From now until then 'Berg/. 23:123-126. 6.9 f 09 1961 Xational Safety Congress irnti for elementary safety educa tion i&rmtx>. 28:106-10*. The little red car and where it went 'Tharp/. 28.42-45. The safety education program of the Phila delphia public KbooLi / Kntloeee). 33:5441. See also COLLEGES AND UNIVERSITIES SCHOOL TRANSPORTATION The iptt to school bus maintenance (Partons/. tTiST-100: same. 28:143-165. Around the school bus route (Wolfe). 1T;783; same. 28:144-147. Drlrer selectioa Is Important (Hurray). 17: 67-47; same, as; 127-122 CnmapuiiU the contract school bus op erators in the training pro(Tam (SelsonJ. it **-92. same *: 166-157 A h-xaffoaa) problem, school bus selection LtetMy). iT E-: same. 38:157-182. A hypothesis on liresuing the school bus driver -Ko>>. -Tables of Injury and death statistic* included*, iT.?-,4; same, as: 133-138- Ne<e dimensions In school bus fleet safety druse; <Pam>is: accidents). 17:77-78; same, 83:10041. An old axiom, school bus accident summary. 1940 iPergussont. 17:0-54: same. 38:145I5L SIGNS AND SIQNAL* Standardisation at optional internal ship emergency signal* one of H9TS safety ac tivities (Omo). 14:7-71. Uniform nirksn for recreational waterway* (WVteem). 8:40-42 What yon don't Jcaow cast hurt you (Schaplotetfty) (need for penosal warning sig nals). 28:18. SILICOSIS Dust study program. Pennsylvania depart ment of mines and mineral Industries (Cunningham;. 7:24-36. Siircmale, Leslie it. la safety education academically respecta ble? 28:60-61. SIMULATORS Truffle safety and driving simulation (Hufberth 8:14-4-127: some. 24:W-L Stinperiand, M- J- .. A straight line on safe driver award* and Incentives, 17:74-7*; same. 28:139-141. School transportation (panel). 88:14*15. School transportation general sessions, it: e-iw SrAsb, Severd V Whit makes effective t at belt promotion? 24:77. SEAT BELTS AND HARNESSES The effectlreneas and use of teat belts la the United State* (Wo!/;. 34:38-38. What makes effective seat belt promotion? A symposium. (ScAuU, Ifonto, Richard*/. 24:37-40. SELLING SAFETT Putting across your safety message, a touch of glamour (Aurrotrs;. 20:37-41. Time management (Early morning sessions) (Gov*/. 20:11-13 Sentinels of safety. 0:88-83. SEWEB CONSTRUCTION The sliding trench shield as a safety defies (Otter). 0:14-13. ghfracfc, Robert J. Safety in rocket propellant manufacture. 2: 17-18; same, 6:51-92. SHOES Stimulating employee use of protective de vices rFuArman/. 20:32. Shull*. S- A. , ,^ Electrics! rubber gloves In the primary area. 20:11-20. SMALL BUSINESS AND ASSOCIATIONS Belt conveyor hazards (Volts). 4:13-17. Engineering analysis of accidents (Lout. 21 31-SC. International City Manager's Association and public employee safety programs (Bam*<ftn>. 8:21. 23. Organlzing for safe water sluing (Lauson). 4:53-58. Safety, built-in: some policies of the Inland Waterways Safety and Health Association (ifrt'urmtekJ. 14:IA Safety in cotton gins (Bruton/. 28:26. Small business and associations committee, NSC: officers and committees. 1511-42. 10: 21. A slnte labor department sells safety (Creel;. 28:30-33. The why and how in initiating and develop ing an association accident prevention pro gram (LeGore). 10:10-24. Smith, Bari* ,, Causes of claims and their effect oa claim cost in vessel operation. 14:52-54. Smith, Fred It. Lethal weapons in materials handling. 14; 37-40. Smith, Harold L, The wide angle view (drlrer Improvement through proper visual habits). 17:43-49. Smith, Robert St, Report of Joint cargo and tanker safety dis cussion groups. 14:83. Index SMITH ST*TlUC Stiles, George A. | Smith system The new power press safety code, discussion The Ohio Fuel Gas Company's driver Im of section VI. 8:35. provement course (Clear), 20:27-39. The wide angle view (driver Improvement i thrmjgti proper visual habits) (Smith/. 17: i SOCIO-ECONOMIC AND CULTURAL STORAGE BATTERIES Safety in the us* and maintenance of elec trical storage batteries (Hopewell;. a:tO- ASPECT* Stott, Roy G. Driver performance, a true measure of mo tivation rPortoff). 17:37-12. Observations on underground blasting with ammonium nitrate-fuel oU explosives. ia; Hew churches and synagogues can help pre vent on: tdenta iBolHngnearth). 8:155-142. The impact of home accidents: a) On the family (Baumoartner) 8:91-97 STREETS AND HIGHWAYS Federal Interest In highway safely (Robtrtt), 24:8-12, b) On community groups (LovltJ 4:97-103 e> On community planning (O'Harrow/ : Implications growing out of change to safety (Freeman, talk summary). 28:107- The Interstate highway system (Armttrongi. 24:12-18, The pvc-jwiytruction conference as e means of^eiubhahjng safe working practices (31- Safety is our challenge (Barriton). 18:23-34. SOLVENTS Without, tapwing It you may be killing yourself (Jotter). 21:4l-49. rreir, w. ic. Implications for TV In driver education. (symposium) 28:103-101 SUICIDE Review of marine casualties (Batetcy). 14: Sullivan. Thomas A, integrating accident prevention with pro duction. 12:5-7 Sperry, O. R. Safety looks to management 21:3-tl. SPONTANEOUS COMBUSTION Control or extinguishment of gob (Ires (Budrah and Eadie). 7:11-1*. SPORTS Grg^nLxIng for safe water skiing (LauronJ. Shooting safety in organised youth croups tWyman). 4:13-21, Shooting safety in outdoor educatloa 4:14-19. See also WATER SAITTT Summers, Oliver Water utility safely panelist. 20:44. SUPERVISORS. SAFETT. see FOREMEN AND SUPERVISOR* SWITCHES Hjsards caused by improper application of knife switches 'tteynolds), o-.i-10. Symonds, J. ir. Visual aids and their use In safety and maintenance training. 8:11-13. T Slansbum, Uax B. The man most likely ... 18:5-9. ji TANKS AND TANKERS STATIC ELECTRICITY The tost Ume Injury (Jonaaen). 14:45-41, A summary of the known d: a from the Bu reau of Stines on the htua. J of static electncHjr in underground detonations (Stott/. Report of Tanker Safety Discussion Group of the Marine Section (Wolft). 14:81. Safety, built-in on our barges and towboat* (SteNeal). 14:9. SfrbmaM. Ivan J. Employee safety (panel). 28:16-17. STEVEDORING 3 TEACHING MACHINES The driver education t-ach-r an< machines (Harfmani. 28:92-54. TELEVISION New developments in television and their Implications f,olrl'.drirMlr--e1r--aemd1uc--a--tio.n,n.<(_A,Ms,ymk- Stevedoring and safety before and after the opening of the St. Lawrence Seaway (Huffoatt). 14:31-37 Steieart. George C. Report of council operations (annual meet ing of the National Safety Council), 1 ;21- TEXTILE INDUSTRY Flame resistant textile* iitilss). 28:37-30. Safety In cotton sins (Bruton). 2S:. A state labor department tell* safety (Creel;, 28:30-33, 1961 Rational Safety Congress TEXTILE SECTION Officers and committees. 2* 41-42. Session*. 44:24.37, Than*. Dixie A. The little red rer and where it went. **: c-ss ThetcKcr. Jr* &,usd film* *1 bargain basement prices. 2: 2*1-31. Thoxtua. J. 33. Eatorrrmmt rilts oo quantity and sever ity of arvidems i rural i 94 34-23 time aixtccurr Tibi- nutLagi wn at iRarly skkubi sessions) . Guts B4 5-ffi. lUOLS T-- |-ev1--J a--llKid >4 arirrttoB and U*e f BwMk*i 13-13. Niw bt mrat 4 attts and luarrtes tuil 0*4 itMsi'kJ atndiaf >***! w *9 33-2?. hnv <X sijanii sm w^i*--' eaa*- histone*. rlr.vtnJ nmd--ta -Sfeesgrri assit--t* w growad mg poruMe tool* MsHassli 43-i TRADIN'* POST Tradin' post. talsrellaaeoua Idea* con tributed by individual people toward groator safety la machine operation, and plant environment. s:3-U. Tumc coxrnncc, npc Officer* of Ihe Traffic Conference, 34:1(0. mmc umi The coUe*e-Bnlrera... -- safety project fAbei'cromhiej Engineering traffic safety la ,------------nty; where do we color help? (L+agte) 24(1-0; solutions (Gilbert) 44:63-43: public acceptance, and implementing the solution (Johnson) 94:33-44. CrtUnr people to undereUad law enforce* rotnt (KrtmlJ. 19:93-94. How churches and synagogue* can help pre vent accidents (BollingatoortA)- 4:IJ3-142; panel dl*cusaion on the talk. 4:143. The human dimension in safety (Buek). 3-14. The moral depth of safety (tAngtiaJ. 15-17. Putting across your safety message, a touch of glamour (Burrow). 20:33-39. Report of Council operations (Stentori) (The objectives of the Action Program Hated). 1:21-22. Representing civic organisation viewpoint <Settling). 4:5-7. Surgeons and safety, the Joint action pro* gram fU'adei. *: 13-15. Thumbs down on violators (Avert). 90:3437. Traffic safety sessions. 94:4-101. What officials want from ritisens* support groups t U'est). 94:7-3. Where are we? Where are we sola* (KrtmV. 34:4-3. Tminer. J. S. Safety U a man-sU* Job. 13:1?-ZL TRAINING Better driving for the whole family 'Sa bots) iBaywwy Refinery program and course). 19:37-32. Cargo gnar model used as leeching aid in California supervisory safety training pro grass (Gngitkt). 14.41. IXtlcieof-y is training a factor in mine fire protection rJemimm). T;4A The driver education teacher and teaching machines lAsrlaum, IS H-P A group dynsmlira approach to safety prob lems iftomig). 10:5-7. laervased os the Job fire training, a must is the pulp and paper industry iMotoer-. 21:3-lL Lethal weapons la materials handling (gsut*/. 14:37-44. Xew horisoas la supervisory tralaing ta a. ddeot prevention atunties iJfacJiss, 94:7-14. Pardon me- to your slip (attitude) show tag? t trues. 90:5-13 Psychological approach ta Job training i.vnnunai. ia,14-15. The nrlatloastUv between safety and tro-LInf rHildebrwadA *9:7-10. Some educational activities sponsored by the Gulf region for stevedoring sad marine Industries (Moder). 14:93-47. Sound films at bargain basement prices rThatcherA 3:35-XL Southern California supervisory safety train ing program (GngUkas. tsihse Indus tries) 14:41-4*. Stores training at TWA: rigid pnrpoee. flexible method (Lmary. 9:31-34. Supervisory safety tralaing programs for the mining industry (More). 14:31-54. Thirty years of mine rescue training In On tario VjjfcPJiad.'. ta:3-1L Training drivarg to meet eaoergencles ilfoectry). Oadadcs item* oo other type of emergencies. under the water, In the air. etc). 9s:33-ft30-30 hindsight; a shipyard's radUtlon safety program (Lotaletu). 14:33-32. Tou can't train supervisors (Boettcher). 23: TRANSIT Problem operator clinic (some cases with comments). ir:52-S3. A straight line on safe driver awards and inc.einativmes t* aUngerlandi. 1T:7*-74; same. What operators think about accidents (Franklin). iV.bS-Vt. When should the medical department blow the whistle? (Irtmn). 17:17-59. Index TRANSIT SECTION Officer* and committees. 1931-63. 17;105Sessions. it:52-61, V. S, DEPT, or LABOR Management, labor, and government in an TRANSPORTATION, see MOTOR TRANSPORTATION; SCHOOL TRANSPORTATION 1'. 3- MARITIME ADMINISTRATION TRUCKS .Vofse abatement sC mines and quarries .AoUford). 14:53-61. Safe practices in strip mining (Ouenom. t-. V. S. MILITARY SEA TRANSPORTATION SERVICE Report or MSTS snfety activities /Gshoi. aome developments In the use of a high expansion foam fire truck for municipal (W fighting (Jamison). 7:31-40. Tubifh. George g, Eagir.nng control of plastic materials. 12 17-33, TrXNEL* Safety oo the vm( Delaware tunnel# (Atpre^itcv/. 14:17-22. Turgrou. J. t,, Logxini^saXet^skidding. loading and truck- t'ffcr, Lloud D. Presentation of labor safety awards. i: The gear's progress tn labor safely. t: V VALVES Fundamentals of pressure-relieving devices tor^iinfired pressure vessels (Hodnieki. Twomee. John S Tra-tia* th plant defense corps i9jTO.ll. Veil Santee. James F. Acphaineyvinrugleasn.dami :a3iSn-1taSi.ning respect for com Vender Clute. Cart Died June 1, lie 14:92, Ta army ovUias career program: safety fa at and iu implications for coT aw* UAivrrriCics 'Utmlhl. *aJ57-40. fatroduruce to guided missile and rocket gJgy-^.uuon Peter). 2;12-tS: same. fhtyeiaai n^awfication of individuals In the miirtary --r*tc* .Opaghij. 14:35-11. 3ai*-ty ;n rocket propellant manufacture rk.rocfc g t?-tt: same, 4:51-53. safety is : >rage. transportation and han- diisg guided missiles and rockets gyres. * 54-16; same. 4:48-50. t. *. ai REAt' 41' 9LNTS Appradxa R. rapioeli-as accidenu at mines uatag ammonium nitrate field-mixed blastagve-.r Sfofi;. 14:45-46. Bureau of Hines Information Circular 7963 Tentative safety recommendations for Held-mixed ammonium nitrate blasting agent*, cited Ulaff;, i:4L Experience In fighting mine fires with foam &iy*?,5.llu.n-JlPP*r>tu* rJamiaon) (USBS. HI 5*43 Practical aspects of controlling on underground fire on a mining ma chine. referred to), r.33-40. U. S. Bureau of Mines conducting rock dnlMtoire reductions program (Bottfortt). t\ 3. COAST CL'ARD The mobile boarding 1 rnent r***4 - 42-46. Review of marine casualties fffoieleut. f. S. DEPT. Or ACBtCl'LTCRK. rOKEST 1LBVICE Forest fir* fighting safety (Lotr.dcn), **: Vaughn. J. C. Water utility safety panelist. 99:44. VENTILATION AND EXHACST Methods of using auxiliary fans for (are ventilation with continuous mining #. tern* <Lin.se/, T.g-W. VISION five "seeing habits for expert driving" IC loan zo:23. Human fnctore in light plane safety iBrnwn), 4:47-51. 3ome tables of vision facts about three school bus driver groups (Kelt), 1T:73: same. 94:133. The wide angle view (driver Improvement thrbugh^ proper visual habits fSmitAj, Volfs. Leslie s, Beit convenor Inwards, 4-.13-17. VOLENTARY SERVICES Voluntary agencies in Satks'chewan Can ada (Smith). 9:lClS.109. Vorhet, C. P. Participant in data processing of accident records symposium. 14:23, w Wade. Preafon A. Surgeons and safety, the Joint action pro- ptra. 4-.lJ.tS. K WALKWAYS AND BAIUNC Safety, built-in on towboats and barges t SfrCormick). 14:15-16. 1961 National Safety Congress Wallace, 8. *. The ASA {American standard* Association* disabling Injury frequency rat* Is a good measure of safety performance. i*:t5-4V WattA, D. 8. Non-destructive testing oC metals. 1S:3-4. Wmeserburger. Letter L. Employee safety (panel) a:l*-17. WATER Fire rtrhtlns near Hr* electrical apparatus; electrical resistance of water (Mtsgeratdt. *0:13-17. WATER SAFETY Mow to use local publicity In promoting water safety tLastgi. :5*-4Q. Organising for safe water skiing fLatison). :SS-6*. Uniform markers for recreational watenrays , Wilson). :4<M3. Water survival course* fuett#yf. :0#-*3. WATER UTILITIES Water utility safety (a panel discussion). 30:4-1 WEATHER Safe^ractices In strip mining tQuenon). Weather forecasting for boating safety rRuttchenreuterl. a:33-37 Working from linemen's platform fHsffield) 80:33. Weaver. D. A, Preparing the safety engineer and upgrad ing performance. i*:79-*S. Weaver. Hobart A. Safety In printed circuit manufacturing. ;S-J Webb, Henry 8., Jr. When industry hss a serious emergency, what fs the public's job? *;Z7-3L U>ber, Herbert J. The foundry buffoon, an Industrial mensee. 14:3-7. Weber Jr,hit P,, see Browne. Howard C. U'ebster, Daniel P. Organisational statu* and duties of safety personnel. 39:S7-5C. Writer, Lovell C., see Browne. Howard c. tt'eudei, Herbert <4Preview of slide-script on underground haulage safety- *;ti-l7. HVil, Sen What officials trout from citizens support groups. 34 u-l. Wick, Harold St. Report of program committee of Marine section. 14:0-39. Wilber, Charles L. Periodic physical examination for drivers. : 137-134; same. *4:91-9*. UMrv. Hichard R. Safety rule enforcement, a key to accident prevention. ZS:*3-M. Wilkins, Richer* Safety in the mach numbers or els*. f.Ml. tl'iHUmion. Bdteard Implications for TV in driver education, effectiveness of total program. (Sym posium!. sa:10t-l(C. Witten, Keith Uniform markers for rocrastlonal water ways :40-42. Witten, ft. r. Do inlury statistics Have to be dull? is; IVIm, Harold 8. Pardon met te your slip {attitude) show ing? 10:5-13. Wolf. Robert A. The effectiveness and use of the United States. a*: 28-0. belts la WoIf*. Joke R Report of tanker safety discussion group 14:. Wolfe, William . Around the school bus route. 17:73-11; same. **:144-14T. WetasAyn, Eugene The proper method of selection and us* of hand tool*. biU-t*. WOMEN'S ACTIVITIES Civic leadership, representing the volunteer iRlersonl. #:*-9. Representing civic organization viewpoint /Soetling/. ;S-7 Safety and the physically handicapped homemaker toilbretk). a:lli Women s conference, officer* and members. NSC. lM1-*2 :IW-H5*. WOOD PKODCCTS rNDtJIT*Y Forest Arc fighting safety ILoxedtn), 98: safety tJones). si:35-3T; sane, 34:2 Winsampuel.p*wo:ol*d-3l3o.gging (Wright), si: You can't train supervisors rMoalscheri. 9*4-4. WOOD PBODCl TS SECTION Joint session with Pulp snd Paper session. X U-3S; same. 3i:*0-J7, Officers and committees, 34:0*40. Sessions. 9* ;t-25. WORKMEN'S COMPENSATION Dust study program. Pennsylvania depart ment ol mints and mineral industries iCNentnffAam/. 7:15. Management, labor, and government in an aggressive evident prevention program JVottev). (maritime Industries). 14:19*90. Workmens c-ooipensatlon la agriculture 'rose). 4:70-71 It'dght. Charles T. 5Sa^t>'^tyulpwoo4 logging, ai -30-35; same, H'yman, Prank L. tf,(Fl9-fi safety in organized youth groups. Index V,'^7-l5*rlC# officer* lKl-2. See also FARM SAFETY z r YOb'TK AttCituudttee*r),es*seMnttbiatll. to the safety movement Safety-tor what? fSrotonell). **:T-IJ, Sentinel* of safety (Ladersr). 4:#*-*. Teect-ag* accident* fOunconi. Youth 1a community safety programs (panel) 4:19-90 uiiiiiiij program in schools. SS: 109-1H Zeiss*, P. jL New dimension* in school bus fleet safety17:77-7*; same, *;142-14*. Sellers. D. B. De44v-e4l1opments tn methane monitoring. T: PLAN NOW-- TO ATTEND THE 1962 NATIONAL SAFETY CONGRESS Celebrating the 50th Anniversary of the NATIONAL SAFETY COUNCIL WHEN: October 29 through November 2. 1942 WHERE: Conrad Hilton Hotel, Chicago The National Safety Congress brings together safety people from all over the country--10,000 of them! By attending the Congress you become part of the largest and most important safety meeting of the year. You meet safety men with the same safety problems and respon sibilities you yourself have. You exchange views and ideas on accident prevention, health, hygiene and fire prevention--on safety in industry, in traffic, at school, at home and on the farm. From a program of more than 400 meetings, discussions and demonstrations you select the activities that interest you most and that most closely relate to your safety work. This week-long educational program--planned and pre sented by the National Safety Council--can be your most inspiring, most thought-provoking safety experience of 1962. Sea the Latest In Safety Equipment At the Greatly Expanded Congress Exhibit Hall See nearly 300 exhibits! This alone--the largest of all safety equip ment exhibitions--will make your trip to the Safety Congress worth while. The industry's leading suppliers will display their newest and best safety products for your inspection. See . . . compare . . , ask questions. There is no finer opportunity to reach well-informed buying decisions for your company. CONTENTS AEROSPACE SESSIONS Competence, Confidence end Cooperation-- the Safety Director's Challenge.......... .................. t. G. Bonner 5 integrating Safety Into a Modern Weapons System Theodore R, Hiktl 8 Safety in the Mach Numbers or Else. , .......................Richard Wilkint 9 Introduction to Guided Missile and Rocket Safety Presentation . . Co/. Richard H. Peter (2 Safety in Storage Transportation and Handling of Guided Missiles and Rockets Safety in Rocket Propellant Manufacture . Ray L Myeti 14 Robert J, Shirock 17 Safety Before the Flight Forming Practices with High Explosives . ... William F. Mahoney 18 ............ John J. Douglast 23 AIR TRANSPORT SESSIONS Sound Rims at Bargain Basement Prices tra Thatcher 29 Stores Training--Rigid Purpose, Flexible Method. . D. B. Lane 31 Officers of the Aerospace Section, 1961*62. 35 Officers of the Air Transport Section, 1961*62 37 Other Volumes in 1961 National Safety Congress Transactions Back Cover 3 AEROSPACE SESSIONS COMPETENCE, CONFIDENCE AND COOPERATION --THE SAFETY DIRECTOR'S CHALLENGE By B, G. BONNER Safety Engineer, General Dynamics Corporation, General Atomic Division San Diego, Calif. In thii age of modern scientific technology, the problems of a safety engineer and the hazards to workers are as different from those encountered in the 1940's at the mod em jet bomber is from the piston-driven bomber of World War II, The nature of wmk being undertaken by modem industry is such that a good safety engineer cannot devote much of his time to routine matters of machinery guarding, scaring of personal protective clothing, and housekeeping problems. Genera] Atomic Dividnit, General Dy namics Corporation, i an example of the type of industry which will become more prevalent in the '60's ahltottgh there are few comparable industries m operation to day. Its primary- activities arc research and development in the nuclear field. Here are -cime of its projects: An advanced high-temperature gas-cooled graphite-modenited reactor for genera tion of electric power Nuclear reactors for research, training, iwjtope production, mid medical and in dustrial tries I'.xpcrimemation with atomic trams Research in controlled ilurm<mut lear re action* A gas-cooled reactor and ehisecl-cycle gas turbine plant for marine propulsion Nuclear energy fur space travel Chemical and metallurgical research mi metallic hydride characteristics Thermoelectric research and other basic and applied research projects Competence, confidence and cooperation are synonymous with an effective safety program. Competence and confidence must be developed by the safety engineer, and if properly developed, cooperation will lake care of itself, N'cme of m is totally compe tent to cope with today's safety problems, for to do so would require each of us to be graduates or to have studied extensively in chemistry, physics, metallurgy, electronics, nuclear energy and associated fields. Most of us have prepared ourselves in one nr 'perhaps two of these fields. It is cur chal lenge to develop ourselvc* in those fields in which wc are deficient. Tile academic, background of t'xlav's in dustrial Workers is higher than ever. Ap proximately 1350 people are employed at General Atomic, More than 60 per cent arc college graduate*, including approximately JO per cent who have Ph.D. degrees. A large number of those who do not have de grees have completed a part of their college education and continue to pursue their de grees in night school. Many of the senior scientists and engineers have been drawn from the professional stalls of leading uni versities in this country and abroad. Once the safety engineer la- proved rea sonable competency, developing confidence ri no real problem. Mutual confidence mtisf exist ttween the safely engineer and other l-entounel whether he he a senior scientist, technician or maintenance man. It is - to see that a chemist, physicist, or metal lurgist will have much more knowledge of the hazards peculiar to his work than will the safety engineer. It is extremely advanta geous for the safety engineer to avail him self of this knowledge, but in most cases, it is not available until the safety engineer has indicated reasonable competency and has gained the confidence of the scientist. It is, of course, necessary for the safety engineer to have confidence in the people with whom he is dealing. This normally come* only through experience, ft doesn't take long to find out whether a person ha* 1961 Sratinnal Safety Congress a sincere interest in safety or merely giveit tip service. Management at General Atomic has the philosophy that iu members should pursue their scientific research with a maximum of freedom and a minimum of regimentation and rules. This is conducive to academic freedom which in turn stimulates creative research, but it docs introduce some prob lems which brings us to the matter of co operation. Our management requires safety department appraisal and approval of cer tain aspects of work such as pressure \e-- cels, use of liquid hydrogen, high voltage and similar hazardous operations, but pre fers not to exert regimentation in other areas of research. For this reason it is ex tremely unlikely that ! would ask a senior research person to stop an operation be cause of the safety hazards, although this could be done if conditions were severe enough to warrant such action. Through personal contact with supervisory personnel, a fairly successful program of celling safety has been developed. This has been done almost entirely through coopera tion rather than through rigid rules ami regulations. Bear in mind that good scien tific personnel are not always easy to ob tain, so every reasonable means is exerted to retain the good ones. Well educated people are not difficult to convince that there are other important aspects of a safety program besides the safety record and Workmen's Compensation insurance pre miums. Having a minimum of safety rules requires a maximum of cooperation to oh* tain the derired result*. Pcrliap- >>,u would be interested in hear ing about wimr of the safety problems which have !en encountered in certain types of work being undertaken at the Laboratory, Time will permit only a brief discussion f some of them. One of our laboratories has been specially equipped to manufacture liquid hydrogen in small quantities which is used by some of our staff in research projects. Liquid hy drogen is used rather than liquid helium principally because it is less expensive. In one particular experiment, liquid hydrogen <-erves the purpose of stowing down the neutrons and reducing their temperature, in this instance. 20* Kelvin or --423* Fahren heit. The liquid hydrogen laboratory is approxi mately 14 by 20 feet and contains in addi tion to the usual laboratory apparatus, ;> cryostat for liquefying hydrogen. Within this laboratory' is a storage room approxi mately 6 by 8 feet in which the hydrogen gas manifolds are installed and in which is located a storage dewar for the liquid hy drogen. Both areas are equipped with an alarm system set at 20 per cent LEL which is connected to our Gamewel! system )<> cated in the main security guard station. Each room has a sending element near the ceiling. A small diameter copper tube e\- tends from each sensing element to the out side of the laboratory where a gas tester is kept in stand-by condition to determine, during an emergency, if hydrogen actually exists inside the laboratory' without unnec essarily exposing personnel. The ventilation system provides one air change every two minutes in the main lab oratory and two and one-half changes per minute in, the storage room. The storage room has smooth walls and high pitch plexi* gias ceiling to prevent any accumulation of hydrogen, contains no electrical switches, fixtures or motors, has conductive flooring and is equipped with spark-proof tools. Op erating personnel, which is limited to two well-trained people, wear protective clothing when entering the storage room during hy. drogen liquefaction. Adequate warning signs and lights are displayed during liquefaction operations and special emergency procedurehave been adopted. A safety check-off Ii*t is rigidly followed prior to start of lique faction. Moisture and oxygen entering a storage dewar could cause an ice formation which, when broken, could set off electrical sparkwith disastrous results, Wc avoid the pos-ibility of this by connecting a dual column oil bubbler to each storage dewar when it is outside the laboratory. Each storage dewar is equipped with a special adapter for venting >nd transfer. This adapter, when inserted into the neck of the dewar, pro vides a vent to carry* off the vaporized gas and is designed so that the transfer tube may be inserted into the dewar through an opening at the top without removing the adapter. The adapter has a slight over pressure of helium or hydrogen gas when the transfer tube is being inserted which further minimizes the possibility of ice blockage in the neck of the dewar. sitnatiun Industries Dr. Earl Long, one of the nation's out standing authorities on liquid hydrogen, is assistant director of the General Atomic Laboratory and has contributed invaluable assistance in helping resolve oar liquid hy drogen safety problems. At the time the liquid hydrogen operation was bring con sidered, Dr. Long was director of the in stitute for study* of metal, low-temperature iab, University of Chicago and was a conmltam for General Atomic. One of our groups is conducting a classi fied study* involving the use of controlled nuclear pulses for propulsion of space ve hicles. This is a unique application of nu clear energy. Many safety hazards have been encountered for which safety precau tions nave been developed. Another interesting study is research in controlled thermonuclear reactions called the Fusion Project, which is bring co-spon sored by the Texas Atomic Energy Research Foundation, a group of 11 Texas utility* companies, and General Atomic As you know, fusion is concerned with the fusing or joining of atoms whereas fission is the splitting of atoms. Tn effect, the Fusion Project seeks to harness the power of the hydrogen bomb. The basic equipment in this experiment the torus, a doughnut-shaped device made of copper which employs a magnetic field around iu circumference and a bank of con densers on the lower level of the building to supply power. These condensers are ca pable of generating for a microsecond. 75,000.000 kw., equal to about one half Uie total generating capacity or the United States. The torus contains heavy hydrogen, also known as deuterium gas, to which L applied approximately 90,000 v. of current for experiments. Experimental work i.- focused on the basic problems of raising the temperature of the particles in ionized gas to temperatures ranging from one million to one billion de grees and keeping them suspended so they will not touch the walls of the material container. The ultimate goal of controlled fusion research is to develop a source of inexpensive power which uses a virtually inexhaustible source of fuel, heavy hydrogen which exists la the sea In great quantities. It is estimated that' the potential energy of on* gallon tea water is equal to about 550 gallons of gasoline. Many safety precautions have been taken for personnel protection. Interlocks have been installed on all doors, both outside and inside, to preclude unintentional firing, and a hashing light is in operation at the main entrance during firing. Personnel at the control panel arc protected against possible flying objects from the toms by a lami nated blase shield which is constructed of alternating layers ot 54-inch steel and Hinch plywood. Personnel wear ear muffs during high power experiment*. All person* assigned to the project have been trained in basic first aid, A building coordinator keep- the keys for the control panel and all door*. Before any work can be done on the con densers, each one must be shorted manually using a shorting bar. At least two persons must be present nt all times and they ,.uM be in sight of each other. Many other safety problem*, both indus trial and radiological, are encountered around a facility such as General Atomic. Many specially designed pressure vessels arc in use which have required particular atten tion. Some of these vessel* oj>crate in both the vertical or horizontal position o it is not practical to provide underground con tainment We have constructed large aboveground, double-walled steel barrier* which are used in conjunction with blasting malto contain flying objects that may be pro pelled from the vessel. N'uclcar materials, beryltia, highly toxic materials and pyro phoric metals are handled accruing to meth ods prescribed by the Atomic Energy Com mission, federal, state, and l-cal agencies. So, it seems to me, tiiat tf:e challenge* facing a safety engineer in ?! frontier ot science are twofold-first, `' iwiung and ob taining the support of the sn-bviduals who are directing the research and development is absolutely basic and essential. The other challenge is to continually strive to team some of the basics of highly refined scien tific disciplines---and this isn't easy for a guy like me who only had college freshman physics. 7 INTEGRATING SAFETY INTO A MODERN WEAPON SYSTEM BT THEODORE R. HIKED Supervisor. Safety Engineering Group Aerospace Div,, Boeing Airplane Co., Seattle, Wash. From man's early existence, he has been concerned with safety and has attempted to make himself safe, not only from a hostile environment and enemy attack, but also from the implements and devices that he lias conceived to extend hi$ capabilities As man's implements have become more complex, so have their hazards, ICBM and IRBM Missiles are examples of modem nuclear-armed weapon systems that reach a new level Wh in complexity and in po tential hazard to 1>oth operating personnel and the populace in general. This complexity in modem weapons has forced the Armed Services to evolve the weapon svstem concept, and that concept tn tum has placed the responsibility for system safety directly on a weapon sys tem manager. Before describing some of the problems and factors of safety en countered during modem missile develop ments. we should consider an approach to weapon s> stem safety. For any military weapon system, it is the Armed Services that must have the ultimate responsibility for safety, but while the responsibility for safety as welt as all other aspects of the weapon system must lie with the Services, that responsi bility cannot be fulfilled without the en thusiastic and wholehearted support of the aircraft and missile industry. It is to industry that the military must delegate the major responsibility for de fining safety requirements, designing and developing a sate system, and establishing safe operating procedures. In accepting re sponsibility for weapon system management, industry also must accept the responsibility for providing a sate system. Ia modem weapons it is not practical to save the consideration of safety until after the system has been built and put into operation, nor is it sufficient to leave safety to the individual designers. In manned <ystems, efforts directed to safety of the i.rew are well known. Fire warning sys tems. ejection xau. communication and emergency system* all contribute to safety of man in a machine. In unmanned sys tems safety has takm <i a much broader meaning and it h** ler-vne increasingly apparent that system analysis is required to define clearly the safety problons prior to preliminary design, and a constant moni toring effort is required through detail design, production, and operational use. It is very much the responsibility of the military service and industry to sec that, for a given weapon system or proj ect, a safety program is designed to en compass .all safety aspects from system studies, preliminary design, integration of system, manufacturing, system test and dem onstration through lo c;*rtioful use. .All of these phases must include protection of both operations personnel and the genera) populace from equipment failure or human error. It will always be a goal to achieve as near 100 per cent safety in a system as practical. This is a noble stand. How ever, no one will disagree that safety has its price, both m dollars and in degree of mission success. In the design of today's nuclear weapon system, capable of mas* destruction, we cannot afford to leave the decision concerning the degree of nfet> to chance or that which is practical. The decision as to the degree of accept able risk must be made with the bc*t possible knowledge of probable results. While the degree of acceptable exposure is a responsibility of the military, it is at*o the responsibility of industry to conduct system analysis to determine reasonable safety parameters. The problem does oot end with the establishment of safety cri teria, however. The success in avoiding inadvertent launch or detonation of a nuclear device must be determined before a weapon goes into op erational service. Therefore, industry must develop the ability to predict quantitatively, S .Uiulitt itufuitru'j accuracy and confidence, the degree of safety that can be expected from a given system design. Industry has undertaken this task, and thus far experience las shown the safety measures have bees adequate. New systems, however, require greatly im proved safety controls. A review of the Minuteman system will illustrate how a safety program was de veloped and is managed at Boeing. Initially, general system requiremats and specifications were developed by the Air Force. These were evaluated by space tech nology laboratories and transmitted to Boeing as general design criteria Boeing formed a Xfinuteman Safety Committee to *tudy the technical design criteria and to more fulJy define and detail safety requiremenu for the design engineers. This com mittee had representation from alt company organizations concerned with the program. Included were representatives from medi cine, fire, security, human factors, safety engineering, industrial hygiene, training, manufacturing operations, systems test, ord nance, and design engineering. These groups spelled out specific safety requirements which were considered feasi ble from a design standpoint. A consci entious effort was made to avoid dictating design but to establish safety limits and parameters within which the designer would have freedom of selection. Within these safety limits, the designer produced opti mum items consistent with the state of the art, performance, weight, configuration -ind environment. In those areas where rec ommended safety* considerations could not be incorporated In the design, the Com mittee recommended alternate safety criteria -usd procedures lo achieve safety objectives established for the system. Since several contractors arc associated with this program, Boeing recognized the need for an integrated approach to the safety problem and presented x proposal for a system safety management program at the Air Force-Industry Missile Safety Conference in Los Angeles in September, 1939. The Air Force concurred tn the pro posal and negotiated a contract with Boe ing to provide centralized administration and direction for an integrated weapon sv. cm safety program tinder the policy di rection of ballistic systems division* ami -pace technology- laboratnnc*. Boeing then established a weapon system *afety manage ment office. A Weapon System Saicty Group na< established for the purpose of providing the affected Atr Force commands and cmitractors, participating in the Minuteman program, with a uniform method of de fining, controlling, and managing the weapon system safety program. In summary, we may conclude that sys tem safety can be integrated into the dcign and development of a weapon svstem l.v: ), centralized direction and management, 2. determining ri*k factors, J. establishing design parameters, 4. providing technical skills, 3. documenting procedures, and ft. operator/hardware integration The Minuteman safety program to date lias been very successful. We believe that this success add* validity to the stent approach to safety. SAFETY IN THE MACH NUMBERS OR ELSE By RICHARD WILKINS Administrator, Industrial Hygiene & Safety North Americas Aviation, Inc., Lot Angeles, Calif. A tremendous explosion presents a graphic picture of the accident potential which we are now facing, imagine that no injuries occurred to personnel during such a holo caust ; this was no accident. Many months of .study, planning, and action paid oil in the saving of death or serious injury to operating personnel. Bunkers and block ttouses afforded barrier-type protection. Breathing protection was provided by vents- S'Hil .Sah'tx ( lahng systems, well a* self-contained breathing equipment. Protective clothing was used to prevent chemical and thermal bums. Last, but certainly not least, proce dures assured that personnel were not ex posed during critical periods of the test run. Our profession has jumped from a status where speed could be measured in miles per hour to a position where it must be meas ured in maeh numbers- Many seemingly insurmountable problems were faced at the -tart. An example of this was the selling >i eye protective equipment to management. We were constantly faced with objections to the use of safety glasses or goggles by supervision and workers alike. By the same token we suffered many serious eye injuries because of a lack of this type of equipment. The requirements tor putting over a pro gram of this nature were tenacity and sales manship. I believe all of you will agree that eje protection i* not one of our greater problems of today. Another example of one of our trying problems was the selling of supervision on safety. Our reception by supervision ran the gamut, from halfhearted acceptance of safety responsibilities, all the way up to a threat of physiol removal of the safety representa tive from the area. Here again, it was necessary to employ a lot of stamina, grit, and follow-through to overcome (his prob lem. The technical requirements were not great, and here again I feel that we, as a group, have done a tremendous job in ob taining the cooperation and help of our supervision. f can recall when the formation and functioning of a safety committee was al most impossible to attain. In one instance, the chairman of a supervisory safety com mittee had extreme difficulties in attending these meetings. It so happened that this general superintendent was provided with a company car. and some special trip in this car was almost always necessary when the meeting was scheduled. This had a very bad effect on other members of this com mittee, and soon a condition existed wherein no one attended the meetings. Two signs were made up with the wording "Supervisory Safety Committee Today at 2:00 P.M." One of these signs was placed n the Chairman's office desk, and the other wax hung on the controls of his company car. S\ hen it came time for the meeting, our chairman was seated at the head of the table grinning sheepishly and saying, "I get the message." From this time on, this com mittee became very effective, with good attendance and participation by ail members. t believe all of us can appreciate by now. through review of these examples, that it would not require a brilliant person to make great headway when we could gage our progress in miles per hour. We have suddenly had to face sweeping challenges in our profession. Two major fields have appeared which arc forcing us to change front a sub-sonic approach to our safety problems to a super-sonic necessity. The hydrostatic testing of pressure vesselsused to be our salvation when we were battling to obtain safe operations, as well as a limited budget. Should failure occur in the vessel being hydrostatically tested at 100 psi, no more hazard was presented than a stream of water, should the vessel fail. Now that we arc testing in the area of 10,000 psi and above, we no longer have a safe, simple technique for pressure testing. Let us look briefly at the change in magni tude of our responsibilities, \Vc can all remember the problem presented with sand blasting operations in our beginning. The siBcrn sand generally used presented a de finite, known, hazard. We were blessed, however, with instrumentation which could be used to monitor the hazard and assure u$ that we were working within safe limits. In addition, we could engage in fisticuffs with our purchasing department and sell a substitute material which fell into the nuisance category at a higher price than the silica sand. Compare this to some os the exotic mate rials which we are now using. In many rases, the allowable limits are so low that :t is almost impossible to obtain instrumenta tion capable of adequate measurements. In addition, nine times out of ten, there is no reference literature to guide us. The mate rial itself must be used with no possibility of a non-toxic substitute. Another example of changing exposures in which we must deal is radiography. Many years ago our radiographic equipment was used in a well protected booth. Our indus trial work which had to be subjected to this type of inspection could be easily trans 10 Aviation Industries ported to the booth, which was equipped with interlocks, shielding, and other protec tive measures. Now we are faced with the problem of using either X-ray equipment or radioactive sources on the floor, without the luxury of being able to transport the product to m enclosed area. We are also faced with the dilemma of not being able to require ,vn entire production force to leave the area while these operations are taking place. We can easily see that if we failed in our job during the first stages of our safety development, we probably would Itave af fected one person. Now*, however, we must have performance in the mach numbers, or there is every' likelihood that our failure will result in a catastrophe; We must qualify ourselves to measure up to our current responsibilities. If we fail to provide intelligent practical services, we itu) rest assured that other groups will of necessity take over and offer safety service*. During the early years of aircraft development, an engineering de partment's concept of saicty was a factor which had to be built into the aircraft be cause of specifications. This safety factor was in no sense comparable to the safety factor which we had been accustomed to. As a matter of fact, it was a tremendous bugaboo to the engineering profession, be cause it represented additional weight. Now, through the use of exotic fuels \nd materials, elevated temperatures, ex treme pressures, etc., the engineering people /jv* had to become cognizant of safety rcquircncits through necessity. As a matter *; fact, specialized group*, such as human ; actors ^nd research team*, have beat perincaliy developed, in order to cope with the current safety and industrial hygiene problems. Quality control groups, who seemed to liave one assignment in the early years, that <i slowing down production, are presently engaged in extensive non-destructive testing operations. As an example of this type of testing, we have the radiographic work. There is a constant desire on the part of this profession to handle its own monitoring and safety requirements, in order to expedite the job. Our production departments, who once felt safety was a necessary evil, recognize the fact that it is next to impossible to clear complete building*, in order to conduct safety or structural integrity tests. They also know that, due to the size of many of nur products, it is not possible to pick them up and transport them to a protected area for these tests. They, therefore, are ex tremely interested in controlling safety pre cautions, in order to eliminate production slowdowns as much a* possible. Let's face it, safety is now recognized as a necessity, in the present state of the art We must either accept this challenge and keep up with the times, or another group will do it for u*. For years and years we have all been exposed to harangues and a desire to up grade our profession. Many attempts to bring about this upgrading, through ac ceptance of additional job responsibilities and improvement in the personnel who have entered the field, have been tried. We do not have to try to upgrade the safety pro fession any more. The upgrading has been thrust upon us and the question now is whether c can live up to this upgrading *<r not I seriously question management's current interest in hidden costs, or any of the other old hackneyed approaches that we used during the early 40`s. Even rising com pensation costs have difficulty in competing tor interest with situations which could result in a catastrophe, should something go wrong. Wc know* that wc mu-t still cover our routine safety responsibilities, involving such things as strained backs, hernias, and falls We must add to these responsibilities and change our thinking from a miles per hour concept to a mach number concept, or face cither a catastrophe through inability tn provide proper safety coverage, or the assumption of safety responsibilities by other groups. If either of these two situations come to pass, we wilt undoubtedly stagnate with the routine safety job as we have known it for many years. Our opportunity ha* arrived. Let us attain the "same fine results that we have in the past. II jOAt Xatiannt SVi/V/.v 0<,'>`?rrcr INTRODUCTION TO GUIDED MISSILE AND ROCKET SAFETY PRESENTATION By COLONEL RICHARD H. PETER Commanding Officer, U. S. Army Ordnance Field Safety Office We would like io make Army Ordnance safety facilities available lo personnel of the Chemical and Aerospace Sections of the Na tional Safely Council as well as to the Armed Services. This is in consonance with the desire of the chief of ordnance to carry out the safety policy of the President of the United States which is to have all federal agencies cooperate with management, labor, state and local governments and safety or ganizations in developing and applying mod ern safely standards. You can't very well make use o! our facilities and activities unless you know what they* are, so I am going to devote a few minutes to telling you about them, with the help of slides. 1 St 2. Our office is located at Charles town, Indiana, which is near Louisville, Kentucky. 3, One of our principal activities is the operation of the U S Army Ordnance Safety School. 4, This slide v.iows the courses which are available lo your personnel during the balance of the 1961 >63 school year. We have courses in guided missile, rocket and nuclear weapons safety scheduled for November and February which you may he interested in attending. Copies of a brochure which contains com plete information on our safely courses l waitable. The brochure contains description* c.f these courses and how to apply for at tendance at them. Your personnel may at tend the missile courses or any of the others on n space available basis. We are already close to caparitv for all courses, so I would like to suggest that your people get their applications in soon. Their applications will tie processed on a fir*t come, first served basis. Applications should be forwarded through the ordnance district in which your com pany is located. 5, This is a photo of our nir-ccmditioncd classroom, which is completely equipped with the latest training aids. 6. This is a photo taken during the In dustrial safety course which we conducted during the past two weeks. Courses are taught by safety engineers who are assigned to our inspection and investigation divisions. These engineers conduct safety inspections and investigate accidents at 92 ordnance activities and 120 privately-owned plants. 7. This photo shows the chief of our in spection division and three of his safety engineers planning inspection schedules for 1962. By inspecting Ordnance Corps In stallations and privately-owned plants, we try to prevent accidents through the elimi nation of unsafe equipment, facilities and practices. I would like to show you four of the latest color slides which are typical of the training aids used in our school. 8. This photograph shows what was left of the inside of a mixer room after an explosion at an Army Ordnance plant last July. Damages were estimated at $700,000 but only II minor injuries resulted. If this Itad not been a remote control operation, alt personnel in the mixer room would have been kilted. Preliminary Investigation indi cated that the probable cause of the explo sion was friction between metal parts and propellant in the packing gland areas of n Baker-Perkins mixer. Adjacent building*, separated by the required quantity distances, received extensive blast damage. 9. The walls surrounding the mixing bay were constructed of 12-inch reinforced con crete--three feet apart. The space between the walls was filled with earth. This photograph shows the damage to the walls surrounding the mixer. Notice the complete severance of the concrete walls in the center of the photo. 10. This photograph shows tom and twisted structural members and complete cracking the concrete wall. 12 .iviaitott Industrie .11, This cutback budding was located ap proximately 210 feet from the explosion. Transit* siding and Corlox panels on this building were destroyed. Two persons work ing in the building at the time of the ex plosion received minor injuries. 12. The U.S. Army Ordnance safety equipment exhibit, which was established recently, is a valuable source of training *id* for the school. Leading manufacturers of safety equipment who are genuinely in terested ut promoting safety have furnished over 300 items for this exhibit. 13. Students at Ordnance Safety School courses are given a complete conducted lour of the exhibit and selected items tire used ior instructional purposes in the classroom. A conducted tour of the exhibit is a safety education in itself. You do not have to at tend die safety school in order to visit the exhibit. We will be happy to have you dmp in to see this exhibit whenever you are in the Louisville area. It is the largest perma nent display of safety equipment in the world and it has been completely air-con ditioned for the comfort of our students and visitors. Safety personnel and operating personnel should be thoroughly familiar with the latest safety equipment in order to pre vent accidents and fatalities 14. For example, this ti a photograph of a routine Jupiter missile operation which resulted in a fatality. The crane operator was lowering the spreader bar which was attached to the crane hook. The spreader bar caught on one of the small nose cone projections and slipped off the hook. A workman standing below was struck on the head by the spreader bar and killed. He wasn't wearing a hard hat and he had no business standing under the crane. 15. However, a safety latch like this on the crane hook would have saved his life. It costs only $2.75. 16. We have several different types of safety latches and hooks in our exhibit. Three of than are shown on this slide. None of these cost more than a few dollars. The use of any one of them would have saved a man's life. Safety items such as these safety latches and hooks are demonstrated to students in our courses and shown to exhibit visitors. We also have the latest resuscitation equip ment, fire fighting equipment, deluge sys- tints maclime gtiMixIs non--parking tools warning devices, safety hats, safety shoes and protective clothing. 17. This slide shows one of our safety engineers demonstrating the latest protective clothing far missile fuel handlers. He t* nearing a rubber suit and a rubber mask with a plastic window. The rubber gloves have a slip joint fit which seals them to the *uit- 18 This slide shows seven hands belong ing tu seven men employed at one Ordnance installation. Th' * hands were involved in accident* which could have been prevented by the use of guards like these. 19, Students attending our tourscs are <hown how to use these guards and--what t more important--how i gel others to asc them. . 20. Army Ordnance publishes three monthly jaiety periodicals. The Safety In formation Letter specializes in short article* and the latest safety news. The Safety Digest contains longer tech nical articles on all type* of safety, includ ing the manufacture, transportation and stor age of chemiml* and high mercy solid propellants. Statistical information on accidents, fire*, explosions, injuries and fatalities is pub lished in the Statist t Summary. This information is ana* in an effort to spot Occident trends which may be developing at our installations. Corrective action can then be taken before too many accident- occur, 21. These publications are distribute ! monthly to Ordnance installations and com panies having Ordnance contracts. Tl. With the world situation as it is, we must do everything in our power lo prevent accidents, injuries, fatalities and properly tosses. We can't afford to lose trained per sonnel or essential production facilities as a result of scctdats. The objective of our presentation is to pass on to you as much practical safety in formation as possible on the manufacture, storage, transportation and handling of guided missiles and rockets. We* are fortunate to have personnel on our staff who have a combined total of 300 years of ammunition, missile, rocket and explosives safety experience. 13 ivoi Niitwnui Safely Conyrets SAFETT IN STORAGE, TRANSPORTATION AND HANDLING OF GUIDED MISSILES AND ROCKETS By RAY U MYERS Deputy Chief, Inspection Division TJ. S. Army Ordnance Field Safety Office Charlestown, Ind. The safety of a plant must be a constant consideration of those in charge of it from the conception of the original idea around which it is designed, and throughout the entire period of its construction and opera* :ion. Safety must begin on the drawing iioard, as otherwise Us necessary considera tion later becomes a matter of increasing difficulty and cost, and the latter all too often becomes prohibitive. Safety in the storage, transportation and handling or guided missile* involves several important factors; i.e., (a) the determina tion of the hazards inherent in the opera tions, equipment, buddings and areas; (b) the development and adoption of a proper protective procedure to eliminate these haz ards, if possible; lc) to reduce thetr effect in the event of an accident, if they cannot be eliminated; and. <d> the establishment and continued application of methods ot in spection to insure the maintenance of these protective measures. The safety engineering approach to the general problems of guided missile and rocket safety has been a large factor in the remarkable record of the U, S. Army Ord nance Corps establishments that store, trans port and handle guided missiles and rockets. As an example, during World War I, 2-10 persons were killed for every billion pounds if propellant and explosives processed; whereas in World War II, this figure was reduced to five persons. These statistics interpreted simply mean that the live* ot mere than 10.000 persons engaged in these operations during World War II were saved by safety measures that were put into effect. Without these safety precautions, a billion dollars' worth of plant facilities might have been lost and, what is more important, our combat troop? would not have received the kind and amount of ammunition that Uiev needed when they needed it I The storage, shipment and handling of packaged missiles, rockets or their com ponents, at present, poses no serious prob lem. However, the advent of ever-larger missiles and heavy rocket* will create cor respondingly greater challenges in storing, packaging, transporting and handling. The type of storage facility provided guided missiles and heavy rockets or their components, is controlled by the hazard, or potential hazard, of the component itself. Explosive components, such as war heads, rocket motors, igniters, etc., require igloo storage. Liquid propellants, including both fuels and oxidizers, may be stored, properly segregated, in liquid propellant storage areas, in properly designed and constructed build ings. The storage of present and future mis siles containing solid propellant rocket mo tors However, takes us into an additional problem area---that of explosive safety. The presence of these explosives--loaded rocket motors--demands that the safety of person nel handling, storing and shipping this ma terial, the protection of government prop erty and the safety and protection of the lives and property of surrounding commu nities will have been carefully pre-planned and is rigidly enforced. How is this done? Fust, safe distances must be provided be tween locations containing explosive materi als. This includes operating buildings, stor age magazines, loading docks and any other explosive facility. Inhabited building dis tance must be maintained between explosives locations and inhabited buildings, intraline distance is the minimum distance permitted between any two buddings within an op erating line Magazine distance is the mini 14 i tt'ialioH Industries mum distance {Hfiniilcd between any two storage magazines. Guided missiles and rockets are classified according to the expected damage if they explode or ignite. The maximum amount of explosives permitted in any location is speci fied in the quantity-distance tables, Section 17, ORD M 7-224. It < mandatory that kca! limits be established in amounts no greater than those consistent with safe, effi cient operations. Keep in mind that ihe cardinal principle to be observed in any location or operation involving guided missiles and rockets is to limit the exposure of a minimum number of people, for a minimum time to a minimum amount of hazardous material consistent with safe and efficient operations. All op erations should be scrutinized to devise ways and means of reducing the number of people exposed, the time of exposure or the quan tity of material subject to a single accident. Guided missiles, rockets and their com ponents are stored in accordance with ap plicable Ordnance Corps storage drawings. War heads, motor*, igniters and other explosive components require igloo storage. An igloo magazine means an arch-type, earth-covered magazine which may be con- structed of concrete, metal or wood. A "standard Igloo magazine" means an earthcovered, reinforced concrete, arch-t>pe mag azine, with or without a separate iloor barri cade, constructed according to approved standard service drawings. Liquid propellants (fuels and oxidizers) must be stored in an area separate from all other activities. The facilities must com ply with the requirements and standards for various propellant*. All buildings, tool* and equipment must he compatible with the vari ous chemical*. The propellant* will probably either b* stored in approved shipping con tainers or bulk storage tanks meeting all the safety requirements. Among some of the liquid propellants used today are hy drazine, hydrogen peroxide. unsymr.ietricU dimethylbydrazine, nitrogen tetroxide, liquid oxygen and nitric acid. At present, the shipment of Urge guided missiles and rockets, regardless of their haz ard classification, is offering no particular problem. Future missiles may reach IS to 20 feet in diameter and 75 to 100 feet in length and weigh as much as 100 tons or more. Such dimensions offer not only new problems in packaging and handling but also in shipment irrespective of the mode oi transportation. The size and weight of thee future components will necessitate further revision of the loading and blocking con cepts. The advent of these over-larger explosivesloaded items will probably cause revision of the ICC Regulations to permit thetr move ment by common carrier. The ICC Regu lations are published in the 19^9 edition of the Code of Federal Regulation*, Title 49. parts 71-90, Tranjportation. Those regula tion* are also published in various freight tariffs. Our present public highways have a maxi mum height clearance of 13 feet, six inches; yet, as has been pointed out, components of 'the new large missile* may be as large a15 to 20 feet in diameter. Xot only are our highways as presently constructed inadequate far the transportation of items of this size hut the railroads will also have difficulty tit handling any Item whose loading height, plus the car height, exceed 15 feet, one inch. Such items usually require special handling and special routing, Present guided missiles, heavy rockets and their associated components are loaded, blocked and braced in accordance with De partment of the Army Ordnance Corps drawings. Truck and rail loading drawing* have been developed after many tests tn insure the best possible protection during shipment of the guided missile* and rockets. All of the Ordnance Corps drawings arc approved by ihe- Bureau of Exptoives, As sociation of American Railroads, and are binding upon all shippers of guided missiles :ind rockcl* by, for and tn the Ordnance Corps. Shipments of guided missiles, rockets amt liquid propellants must comply with the fol lowing regulations: 1. Interstate Commerce Commission Tar iff Books; 2. Army Regulation 55-555; 3. U. S. Coast Guard Regulations and In, (tractions; 4. State and Municipal Laws and; 5. Ordnance Safety Manual, ORD M 7-224. 15 1961 National Stiff!y Congress The hawliin? ol guidrd missiles, rockets usd liquid propellants involves much more than the mere off-loading and out-loading ot these items as packaged. In many cases, special handling equipment must be designed and fabricated for these operations. The handling of any item depends on the hazards involved. The handling of the unpackaged guided missile body, rocket motors and other .isvociatcd components and/or hazardous ma terial present spcf'iai problems. In this conneciion, the sire and weight of the com ponent of the new missile, which the future may bring us may exceed the safety limits nj (he maten.it handling equipment now be ing used. Tt is of utmost importance that the stature and characteristics of the various items be iully understood by all who are required to handle them Established rules have been developed as needed to fit actual cases. In general, all operating personnel must be i.iuuht the nature of the hazards involved in the handling of the guided mi-viles, rocket* -ind liquid propellant* The three tw-.e Iluo/T* 10 hr Oral* ' n peration* irv.'vmg *w iirww ** 1 Fire; 2 Expkmuc oa, j Tuaicitv )muumc( a iaeukacAt linn Any or a corrttneAtnw -.> hmk lw*cOt aw* t* present * * Fir* leutev^r.O )'i Hiw * wMtat at all twwcv Va* wwatf im *iH 1t-- u: Cutnbovtii**r WMimim /-',* inazf U kept >tsc frgrtsug most usd eatmgmibwqi msp--** omm be SMU able to tl* type .*! far* wtocfi ** uocur with a particular l* and --nk--r WW--w ilaramabk vkpue* at < pri--n, jtoeuwal .-.juipmefit tutsst k at sm W'. i nd mglo iua-proof type, tad tqujmtm *ad omcm*- ers must be grwufcrt. Sa swHfsag wots, shoes, and wow-****: cewrauac a*rri hould be provided where required. The principle* guiding the elimination and control of fire hazards are generally appli cable to explosion hazards as weiL Shocksensitive materials must be handled carefully and protected from vibration, friction and impact. The protection of personnel from poison ing and chemical burns involves: 1. Engineering prevention to minimize spills and teaks and insure adequate ventila tion; 2. Use of appropriate personal protective clothing and equipment and; 3. Conducting of periodical health sur veys; 4. Periodic physical examinations; 5. Constant education of supervisors and employees regarding safe procedures and practices. lo summation, the storage, transportation and handling of guided missiles and rockets involves, in general, highly hazardous n* 'crisis. Consequently, in order to do the ob safely the hazardous properties of each >teei amst be fully known, recognized and understood. Specific and detailed safety 'taadardi to be followed in all operation* mvotvmg these materials have been estab- iihrif These safety standards are outlined is various publications in a manner adapted o the needs of the safety engineer, plant 'Uperuftosdcse and operations supervisor, Saprrrisors must devise and enforce a <icb of inspection to ascertain that all crmZioQS are bring conducted in aceordMM* wMi tfc* fir--critud safety requir--neat*Cnkw successful control for the hazards in volved in the operations is maintained, sooner >* laser a fire, explosion, poisoning or chemcal bwa will occur at the plant. Therefore, duri^ dw storage, transportation and han- b--g of guided missiles and rockets ciose adIweewe to iD safety requirements is a must, md constant alertness to every new i-- of a need for a change in the safety standards through actual experience. If. ludustru's SAFETY IN ROCKET PROPELLANT MANUFACTURE By ROBERT J. SHIROCK Deputy Chief, Evaluation & Investigation Division U, S. Army Ordnance Field Safety Office Charlestown, Ind. The cardinal principle ti hazardous op erations; Le^ "In any location or operation involving explosives, ammunition, severe fire liazards or toxic materials, exposure must be limited to the minimum number ot people for a minimum time to a minimum amount of hazardous material consistent with safe and efficient operations," must be the bask premise for all propellant manufacturing op erations. The introduction of rockets and guided missiles into the notice's weapons system lor defense of our country has rui-ed a question--what charge* liive resulted in the safety requirement* for manufacture, han dling, storage, and use. The assumption that the term rocket propellant coarwtcs the un usual; there:*, re. :`.x lizard* roue: also l* unusual, ts wrong m =v^: eaw* Mo>t often, careful and objective *.!% cf rh* material- discloses the hazar-iu/UN vrvpcrtir'.. Thu*, there haw bees few major change*. to the basic safety reqmronwnts `^prciSi vhamcr* due to ehessieuresulted Each r ;otfxmcsta have research at or-kv Sr -w*.*ar -afety rrraraanii. Rocket propcitan-.* are j, irr-M-ra,. u*hi\ .`enettve sswe-irwipwd tea JeUw large \urt*wm-X% t>l ewrr a> -Jwirr --nude at !mr Fuels and emidtacrv end tSr prod ucts possess hazarduun prupr ex which mart be faQy be ah wt, h^xite lies a aav --> Mimile propeHam* ore grouped wt-oniuiy to the phyweal axe in which they exist. A: present, amlv rwo tipn are in general t*e-- liquid and vubd The hazard* t tiquid prcpclLiiits arc fire, explosion and tuaicit> la the ca-e of fire and ^ explosion, the principles guiding the elimination and control of each are generally the same. A# io toxicity, prevention of poisoning and chemical burns of tissues of die^ body require (t) proper engineering design of operations, (2) personal protective equipment, periodic health surveillance pro cedures and (J) trained supervision. The hazardous properties of liquid fucU4 o utilizers and starting mixtures enn be easily determined. The manufaeture of solid propellant mo tors for guided missiles and rockets lus in troduced many potential hazards. The safety requirements for the manufacture of single, double, triple bases and east and composite propellant have been developed over many jear*. N`ow, however, the ingredients of each are being 'combined. This has created new safety requirements. - Safety In manufacturing operations imi.-l -tart during the research and development -taqe* m a particular item. Many of the explosions which have < urred in the manufacture of rocket propelUrns are a direct result of the lack of com plete and adequate research and development, Solid propellants are basically high-energy mixtures of a fuel and oxidizer which, after certain process steps, are a solid mats pot-cszing properties ccn-istcnt with the manner js which they will be used Because of their xenpoution, combustion progresses in the absence of air or other externally supplied j>*iizers. The fuel and oxidizer are either 'dwemodly bound or tn solution a* in single double base propellants, or ar* cltenu`alty Separate entitle* consisting of a gen erally eiastometnc fuel and crystalline marxacse salts. Other ingredients are normally added to impart and control desired physical and ballistic characteristics to the propellant. The particular chemical, and physical dif ferences of the propellants being developed md manufactured require a wide variety of process methods. These methods can be cat alogued into major functional processes; i t, raw material preparation, mixing, casting, curing and motor finishing. The physical conditions such as increased size, sensitivity of ingredients and ability to detonate are important. This has meant redesign of present equip ment and development of new, unique type* of equipment. 17 W6I S'alionnl Safety i'oiirjrcti So single factor exerts n*rc effect upon .1 solid projwllaiit operation than the safety procedures under which the work is per formed. The objective* of safety are well understood, but the impact of safety meas ures themselves tends to be underestimated by persons unfamiliar with explosives and industrial operations. The Ordnance safety manuals are the reg ulatory explosives safety publications used at Ordnance Corps plants and private plants operating under Ordnance Corps contracts. The rapidly changing nature of solid pro pellant formulations results in areas for which the safety requirements have not been developed. The safety manuals in the explosives and chemical held have been written in "blood.' This wav after the fact safety. Sow we must, of necessity, build safety into our propellant operations before the fact. The custom of designing and installing equipment and facilities and then examining it for hazards is obsolete. Consideration of safety after development becomes a matter of increasing difficulty and cost. The cost factor all too often becomes prohibitive. The mechanization and automation of processing and loading techniques have gone forward. Many things have been accom plished in the field, but the most important insofar as safety is concerned is the re duction in the amount of explosive materials which might be subjected to a single acci dent. Advances in the art have been so rapid in the propellant and explosives field that there are many instances of equipment and processes becoming obsolete before they are actually put into production. The explosioits which have occurred dur ing mixing, curing, finishing and testing of solid propellant motors have been the result of make-shift equipment and lack of com plete knowledge. Technical advances have increased the efficiency of our propellants; however, this increase can result in disas trous results became of improper procedures. Safety involves the determination of the hazards inherent in the processes, equip ment, buildings and areas--the development and adoption of proper protective procedure, either to eliminate these hazards or, if they cannot be eliminated to reduce their effect in the event of accidents and to minimize the frequency of such accidents, and last-- the establishment and continued application of methods of inspection to insure the main tenance of these protective measures. I SAFETY BEFORE THE FLIGHT By WILLIAM F. MAHONEY Manager, Development Jet Engine Test, General Electric Co., Lynn, Mass. 10O people die in plane disaster! This is the t>^e of headline that we are trying to avoid. But if we are to be successful in the quest for air safety, wc must spend several years developing and perfecting our jet engines. When you read in the newspapers that a new aircraft has been unveiled, it means that years of effort have paid off, that trial and error, success and failure, have been climaxed by completion of a project. From the very inception of an engine program reliability and safety are very important factors. Before the engine is al lowed to fly it must pass a pre-flight rat ing which is generally of 50 hours dura- lion. The next official milestone is the completion of a 150 hour model test which, if completed successfully, allows engine ship ment However, in the time span between these tests the engine model is run for several thousands of hours. All of these test hours are accumulated for the pur pose of insuring the best performance and engine reliability. The most valid test certainly the tough est '* long-term endurance. Most engines run about 200 hours each tune they are installed is a test celL.Tbc major por tion of this being 150 hours of endurance testing to military specifications. In a view of one of our propeller en IR .iviation Indtutrirs gines just prior to the start of '.;h a test you note that the engine is nr-rated in the same manner as it will be the aircraft Also, this same model engirt ill be run ior 1000 hours. Wc use a iy- al aircraft propeller so lliat the engine '! be subjected to the same vibrations it . receive on an aircraft The orifice or bar behind the plane of the prop is used solely for the purpose of preventing recirculation of air is the test cell, as this would raise the prop stres* level Such a problem is not encountered in flight A second view shows another 1000 hour engine on test. Actually the view shows the test man running the engine. The face of the clock in the foreground i painted to coincide with the tct schedule to help prevent human error in the running of the test This test call# ior running 2000 half-hour cycles that typify ;t helicopter flight such a might be flown by Chicago Airways, which employ gas turbine heli copters. The engine is shut down for five minutes between each cycle, thereby al lowing it to cool down before restart, which, of course, subjects it to the worst possible conditions. Mthough endurance tc-tme i the most meaningful and time consuming part of any program, there are many aspects to the testing business which insure flight safely. For example, many of ihe components that make up an engine are tested sepa rately and are given very extensive tests, especially to make sure that there is i more than adequate safety factor in the design. A good example of such a test is that given engine rotating parts such as turbine wheels and compressors. A high speed pit it used to run rotating parts at well over iheir design speeds to prove their integrity. A small engine compressor is lowered into a pit where it will be run at 3000 rpm above the maximum top en gine speed. A step ^ further toward proving turbine integrity is a power turbine destruction test In this case, an engine shaft was in tentionally blown up by an explosive charge, so that the turbine could be purposely overspeeded to determine at what speed engine parts would fait, and to make sure that the engine turbine casings would contain the failed parts. This action was recorded by high speed cameras and other very ac curate measuring devices. The people run ning the test were protected by sand bags and wooden beams. A very important factor in component testing is that concerning the combustion system. There is a combustion facility which has the capability of testing combustion icrs at both sea level and altitude can ons, This enables us to develop a liner and And out if there ' problems at al titude ietorc the engine is flown. On a main fuel control stand facility, the fuel control, one of the most complex parts of the engine, is developed. This particular engine pan not only schedules fuel to the engine hut varies the geometry of the engine compressor, tfiu controlling ihe flow of air through it. Because the main fuel control is the heart of the en gine, it must he subjected to more exten sive testing than other parts. In our new power control facility we must prove lhat the control is capable of going through rigid requirements set by the Government. A panel homes the con trols of the test equipment. The stand has other features such as automatic cycling provisions, and a fuel system capable of delivering fuel from --65 to 15Q*F. The chamber that the control is tested in, running at a speed of up to 3000 rpm, will maintain an ambient temperature any where from --63 to 2/5*F. It has a spe cial safety feature of a blow-off roof to protect the operator. This specific control test consists of some 000 hours of running which includes: 500 hours of cyclic testing', accelerated aging to dry out "O" rings, room temperature running for 250 hours, 150 hours of con taminated fuel running, introduction of a salt solution into the control, a hot soak of the control at 200*F; also the control must be soaked at --65*F for 72 hours and then run for 20 hours at the same tem perature, including 10 starts and shutdowns. Many other jet engine accessories are also put through various acceptance tests; for example, an ignition system is checked out Items such as cables, spark plugs, gen erators and alternators are tested They are checked out at both sea level and at titude conditions, and the ambient tempera- 19 iVoi National daftly t oti`jr,.<s lure m the chamber of this stand can be ,onlrolled from --100*F to 200*F. Oil rumps arc also tested. I could go on and on, as there is a test facility for each engine accessory. All components are tested for thousands of hours so that all of the faults can be detected and cor rected. Just another step in insuring flight safety. Of course, in proving the value of a product, the final answer lies tn test ing tiie entire engine. As I pointed out earlier, most cell test ing is of nn endurance nature whereby various engine models are put on test stands and run until they break. In fact, in the early days of a program we run units to break them so that we can find out where the faults arc. However, we must go a step beyond this smd run engines under extreme conditions; ever}' conceivable prob lem that can take place in flight must be paralleled in a test cell. For example, an vtifhnc mutt be run for ?0 hours on con taminated fuel. A tank truck is located beside the en gine test cell. The contaminate, consisting of such Items as acid, iron oxide and lint, is put into the fuel, which is thoroughly mixed by a circulating system so that the contaminate will not settle; and the engine continually receives the bad fuel. You will note tiiat the truck is parked a safe distance from the cell and the sys tem is property grounded. By conducting such a test we not only accumulate data about the engine's per formance. but also what advene effects these contaminates might have on engine parts. Another sea level test we conduct is to rprar salt water into the inlet of a jet engine compressor to see what amount of deterioration is caused by salt spray. A simple type of spray rig is used to inject ocean water into the engine. In conjunc tion with this test, we are experimenting with various methods of cleaning com pressors after they become contaminated. Also, different type* of coated blades are being used in an effort to minimize the buildup of deposits on blades. One of our latest test sites is an out door facility which houses an ice ball gun. The proper name for this test is hailstone ingestion. The gun is used to propet an ice ball at a i aiming engine. The gun consists of a 20 foot length of 2-inch di ameter bras* pipe. The pipe is attached to a frame which can be adjusted by two jades to give elevation and traverse. The propulsion force is compressed air, which is stored in a coded pressure vessel and released by a quick-operating air valve. Air travels from the receiver, through the fast acting valve and Into the breach of the gun behind the shell and projectile. In our particular test, the projectile is an iceball or hailstone which varies in diameter from $4 to 2 in. The gis is lined up on a track in the cell, located directly in front of the engine. Prior to such a test target practice is actually taken v) that a predetermined area is hit and also that the proper velocity is attained. (By regulating air pressure in the air re ceiver, it is possible to achieve a wide variety of velocities.) To record the test results, high speed motion pictures are taken of the firing shot. (A 16 mra camera is used operating at 8,000 frames per see.) The gun's muzzle has two photo-electric high speed traps located directly under it which give an electrical impulse that is used to determine velocity measurement Also, an engine might be seen in the stand with visible damage from as ice ball. From this test facility we hope to gain important data concerning compressor in gestion. This, ( course, will have to in clude bird inge tion, if we are to cope with the problem of wild life flying into jet engines. Stiff another teat just recently completed is illustrated in the T64 engine, equipped with uUet doct and cowl, 6360 propitiler and spinner, and. the aircraft oil system, which ii located , m the exact position it will be in the aircraft in relationship to the engmt The 'purpose of this test was two-fold:; CO to get engine running time in the teat cell with the actual components that will be. flown in the aircraft, and (2; to run investigative tests on the oil system before the flight laridestly, one such sys tem did fly up in Canada. To further improve jet engine credi bility before the flight, many other ap proaches are made. Climatic tests are run in such place* at 1ft Washington and the Navy's aircraft engine laboratory' in Phila- 20 .ItHaiion liulmtriis ielphia. This allows us to tuveiUgatc further established. This is done experimentally by problems which could occur at altitude simulating the mounting conditions of Ihe or during adverse weather conditions. For specimen and exciting it to vibrate in vari example, testing an engine in an altitude ous normal mode frequencies by an ex chamber to check starting characteristics ternal driving force. The amplitude of the is very important to an engine program. specimen is increased until failure In this 9 In fact such a program has borne out manner, the endurance of each hlade or tlve need for using cth>(cne oxide for mak bucket configuration is established for the iii ing altitude starts. One of our engines in principal normal mode frequencies. a missile is launched from a B52 at high To determine the areas of maximum altitude and needs help to start. E.O. will stress for these normal modes of Vibra ignite easily and act as a pilot light tv tion, strain gages are applied to the blade start the engine. An example of such a and/or buckets. 'The specimens arc then need is the fact that our t`-2 plane, shot ribrated in their normal mode frequencies down over Russia, had u> Iom altitude after and stress distribution curves are obtained. vngtne flame-out in order to re-start u engine. Low atnwpheric pressure and ternl*ratiirc make high altitude relight difficult. Having eliminated or minimized the po-ibility of mechanical excitation of the speci mens from known engine generated exci While on the subject of ethylene oxide. tation, studies are made of she blades and I would like to point out the fact that buckets during actual engine operation n> it not only assists jet engines but also, determine if they will be exposed to anv of course, it creates a handling problem excessive aerodynamic excitation. Strain for u* in the test business. gages are applied !n the optimum loca We use a cage to house a 50-gaL drum ut E.O. The cage is sand bagged and of course is equipped with a water spray and ia emergency CO, system. Double check- tion to give maximum information. Strain data from the rotating members is trans mitted through a slip ring and displayed on suitable electronic equipment. valves are used to prevent reverse flow, I might mention that to measure thec also we use nitrogen to pump the E.O. and other engine parameters, requires that Safety steps are also taken at our remote we maintain approximately one million dol storage site, namely, a continuous water lars worth of instrumentation, It is only *pray in warm weather and a 40 pti ni through instrumented tests that you can trogen pump on the tank. determine if theoretical calculations arc One of the most important phases of sound. testing is the subject of vibration; there The entire operating range of the en fore, I would like to discuss some of the gine is explored, and the vibration stress aspects concerning this problem. Many vi behavior of the blades and buckets is in bration investigations arc undertaken by the vestigated. Once a satisfactory configura engine maker for the purpose of establish tion has been established, the above investi ing the mechanical integrity of the engine gations are undertaken in altitude lest such that the users can be assured that facilities for final approval. they has* maximum quality*, safety and Next, the natural frequency character comfort in the end product istics of each compressor and turbine wheel t First, engine components are studied sep are calculated and experimentally measured, arately, strm as compressor blading and to determine If any critical frequencies fall turbine buckets. Normal mode frequency in the operating range of the proposed en characteristics are calculated and experi gine. mentally determined to ascertain their re liability. These studies arc undertaken on model blades, and design changes can be made compatible with the aerodynamic and mechanical configuration* required. Having satisfied this requirement, the in dividual wheels are high speeded separate^ to check out their mechanical integrity. Accessories such as fuel controls, igni tion- boxes, actuating systems, etc., must Having established a final design on the perform their function in the vibration en blade* aad buckets and the material to be vironment of the engine. To insure that 'iscri, the endurance characteristics are then these components will perform xatisfac- 21 19<>l S'atwnnt Safety (. i>ngress tardy, they sue subjected to vibratory sur veys. Each component is mounted ms a shaker table and a frequency survey is made over the operating range of the en gine. The component is then vibrated at twice the amplitude anticipated in serv ice, over the entire speed range in each' or three mutually perpendicular axes. Having eliminated or minimized resonant frequencies in the various engine compo nents that could cause troublesome vibra tion problems, we then become concerned with the vibration behavior of the system .is a whole. The engine is mounted in the lest dolly in the cell mid a series of vibra tion shake tests arc undertakes. As a re volt of these tests, an optimum vibration pickup location is selected, and a maxi mum allowable vibration limit is established. After a period of time in which we are able to obtain the vibration history of a particular engine design, the vibration lim its are reviewed and adjusted, if neces sary, to be compatible with safe operation of the engine, to further illustrate the importance of the subject of vibration. Endurance tests are conducted on pro peller engines to find out just how much propeller imbalance an engine will with stand- This type of running is called an abusive test. It is accomplished by placing known amounts of tape on various posi tions an each prop blade thus inducing specific amounts of imbalance. Concurrently, engine vibration is measured resulting in the establishment of limits for varying amounts of prop imbalance. .Another form of testing is that area covering inlet distortion. It is extremely important to determine how an engine will react when the inlet is obstructed. It is not only necessary to find out aerodynamic characteristics but also how the blades in the compressor will react to this different type of loading. A screen is mounted to the bellmouth at the forward end of the engine (com pressor entrance). To properly conduct a distortion survey, small segments of vari ous screen meshs are attached to the bellmouth screen. Several static and total pres sure probes are located aft of this screen so as to establish a pressure profile at the compressor inlet. Also, during such a test, strain gages are attached to the compressor blades to determine what effect distortion has on the blades mechanically, and also establish a stress limit, or what the maximum allowable stresses will be. There is still another very basic and important step that is taken to insure maxi mum safety. This comes under the heading of quality control requirements for ma terial. The raw material supplier must give results of tests on all properties. Tests such as ultrasonic, radiographic, magnetic particle and fluorescent penetrant inspec tions are just a few of the many tests that have to be performed to demonstrate material quality. Furthermore, the processes involved in these tests have to be approved. Heat treating and welding techniques are dearly spelled out in a specification; in facL alt work performed on engine material must be done so. in accordance with very strict rules. Finally, the vendor of the material must issue a statement of conformity certifying that alt specifications have been met. If any parts do not meet requirements such s dimensional discrepancies they must be submitted to a material review board for disposition, it is only through this medium that a pan that is only -lightly inferior could possibly be accepted. In line with checking materials, we is test run endurance tests on various metals, rotatirg them at high speeds and tempera tures. This is accomplished by running these materials, shaped in the farm of * disc, in a vacuum vessel. This vessel in cludes a steel rupture guard and a refrac tors* lining. Heating is accomplished by radiation from calrod elements with a total input of 6650 watts, resulting in a maxi mum temperature of 1200*F. Also this facility it equipped with a drive turbine capable ot 60.000 rpm. Safety is even emphasized in still an other manner and that is the orientation of perscone! who are to work on these engines. It qualified, well trained people are not employed in the maintenance vf engines then air safety is in jeopardy. To prevent such a problem, several classes are conducted. Also, literature pertaining to the engine and its operation" is published. While oa the subject of orientation, we make it a practice to brief test personnel Ai-iation Indiutri? - the -ubjevt ui safety: consequently, we have experienced a good safety record m the factory. Of course one of the final steps that has to be taken before commercial fly ing is the flight ten phase. For this parpose several flight test centers throughout the catanry are used, two of the most popular being G.E. Flight Test Center *n Schenectady, S'. Yn and Edwards .Air Force Base m California, to fact, at both of the locales. G.E. has its own aircraft. A heli copter is ucd qtme extensively m New York to further Lmpiute the m-ffigbc re liability ot the Navy's TSB turbo shaft engine; and in California a T3# Air Force trance ts putting the turbo jet engine through its paces. Flight testing i very necessary, av fac tory testing cannot simulate gyroscopic nor help predict the effects that altitude has on the lube system. There fore. many thousands of flight test hour- are logged annually. The subject of flight safety is very impuma* to us in the jet engine manufactunme busincM. It is indeed a tremendous .'hallesge. vcw that must be successfully met if we arc to >u> in business. I have tried so give you a brief description of -anise of the steps that we take to help insure toggle reliability, and in turn make aircraft safe to fly in. I am sure that you will agree that flight safety will become uoe of the most important aspects of this general subject of safety. And lltat it is of greater importance for us to guarantee safety before the flight. FORMING PRACTICES WITH HIGH EXPLOSIVES By JOHN J. DOUGLASS Technical Representative, B, I. du Pont de Nemours & Co., Xnc., Gibbstown, N. J. The object of this paper is to discus* current practices in the use of high ex plosives for shaping a variety of metal Paris. The comments are derived from the Ou Pont Company's four years experience in this field, and illustrations arc presented which show same of the actual farming jobs that we liave done. A variety of com mercial explosive devices are available to those desiring to do explosive forming, and me typical pieces that can be formed irom each of these explosives are illus trated. .Although the state of the art is infancy, relying quite heavily on trial and error methods, a start is made towards (1) an engineering approach to the charge require ments for producing a given piece, and (2) the die design requirements to with stand the required explosive forces. It should be emphasized at the very beginning that we J*ve not found any radi cal departure in the metallurgical or me chanical properties of explosively formed metal pieces that woutd not be expected from mechanimtly formed pieces. For ex ample. we found that the rated static elonga tion properties of a metal are still the confining limits as to how much a piece may be farmed before requiring annealing. It should be emphasized that in our opinion explosive forming should be used only after a complete investigation of cur rently available facilities show that conventional forming techniques cannot be used to fabricate the desired shape. In general, explosive forming cannot compete economi cally with conventional forming technique* on a high production basis. There arc, however, definite advantage* to the explosive forming process that give it a role in industry today and give the design engineer a new degree of freedom .Among the disadvantages are (1) Reduced die cost, since only a single female die is used rather than a complete punch and die set (this is not to implj that in all rases low-cost die material] ran be used). (2) Large capital inve-tmeut for presses can be eliminated. W6I Xatiimal Sifely Congress (3) ^pringback of metal Wins formed i minimired although hi| completely elimi nated. (4) Some shapes that are difficult or im possible to form mechanically can be formed explosively. (5) An assembly can frequently be formed in one piece to replace a number of small pieces welded together. (6? Improved surface finish can be ob tained, since a punch (which may scratch the piece) is not used. (7) Intermediate anneals required in me chanical forming can often be reduced by increased utilization of the available metal elongation properties. (6) Explosive pressure ran be distributed uniformly over the entire area of a surface, thus eliminating localized stress concentra tions that may be encountered when using mechanical systems. All comment* in this paper are directed to the use of high explosives rather than low explosives, such as black powder and smokeless powder. We have used high ex plosives exclusively in our forming develop ment work because the die arrangement is simple High explosive* can do their work independent of confinement because of their high rate of pressure development, whereas a gas tight arrangement is needed when using low- explosives. Hence, the size of the piece that can be formed with lowexplosives is somewhat limited--while with high explosives forming there seems to be none The typical high explosives forming sys tem consists of an explosive charge, a die, and a metal preform. Fir-l, there is the explosive itself which is inunersed in a medium, usually water, io transmit the pressure generated by the explosive to the work piece. The explosive charge can be in many forms and many sizes. They may range from a small blasting cap to several pounds of high explosives in the form of tube, rod, or ball. The shape of the explosive used caa largely determine its effect on the piece to be produced. For example a point or spheri cal charge can be used, or a linear charge, or perhaps :i disc of EL-506 sheet explosive, depending on the shape of the piece lo be formed. The ellect of standoff, or the distance between the explosive charge and the piece to be formed, is of great importance. Ac tually, we have found it a more critical factor than the weight of the explosive charge itself. The pressure acting on a metal surface is approximately inversely proportional to the standoff >nnny between the surface, and the explosive charge while pressure-generated varies with the weight of the explosive charge to the onethird power. An interesting phenomenon was noted during one of our basic studies on the cupping of various metals; it developed that when using a disc charge of sheet ex plosive (EL-506), the closer the standoff, the better the cupping results. Actually, with a greater standoff distance, fractures occur. Yet by bringing the disc charge closer, hemispherical cups were obtained. It is hy pothesized that the closer the explosive disc is to the .plate to be formed, the flatter is the shock front, thus ellmlziating the possible high pressure peak in the center. .Another variable in the explosive form ing system is the transfer medium itself. In general, water is used since it is the most readily available and cheapest of the liquids. Air can be used, but it is much less efficient than water, and the noise of a shot made in air can be objectionable When a water medium is used in explosive forming, the noise is reduced to a great degree. Very slight improvement was ob tained when soeh liquids as glycerin, kero sene. etc were used. Some typicil case histories drawn from our experience are detailed below to illus trate the wide range of explosive charges that arc available and their typical appli cations. Blasting Caps as Farming Charges The smallest charge used is an initiator or the blasting cap. There arc a great variety of commercial blasting caps avail able with varying charge loads ranging from one to twenty grains of high ex plosive. Generally, for explosive forming use, electric blasting caps are preferred over fuse type--primarily for. safety reasons. With electrle blasting ape the operator has control over the exact instant 'of charge initiation. .Itialian Industries In htgure I. wc we a diagrammatic.*! -ketch ot a typical setup using a blasting cap in explosively forming a cylindrical piece. la this case, the cap containing ap proximately 20 grains of high explosive was immersed in the center of a 3" di ameter tube ot .010* thick wall of AM-350 stainless steel. The simple die arrangement was used (as shown); sealing was ac complished by setting the die on a rubber pad with a grease seal on the bottom I-Imnui,. |v>.. im-lu,- iwav jt*'**i lilt' piet-c pfo- laced the configuration. Tliv piece, naifi from .005-inch (hick 302 stainless steel, is used as a fuel filter for a jet engine- The detail and sliarpncss of the explosively formed piece were greater than that ob tained when conventinnal pressing techniques >.i ore used. Mild Detonatin'} Fuse iMDFJ The next step up the ladder of explosive force is obtained with Du Pom mild deto nating fuse (MDF). This is a high cx- plainc core eneiscd m metal lulling, uitd on be obtained in strengths ranging from I to 20 grains per foot. A typical *ystem where this type explosive charge can be used to advantage is formation of a cor rugated cylinder six inches in diameter from 010-inch thick A-286 stainless steel .The mild detonating fuse was suspended along the axis of the piece, and initiated by an electric b1.a-t.mg The die con formity obtained iu> excellent and toler ances obtained for this piece were - ,002- inrit on diameter. Forming a small flat object can be ac complished by using a blasting esp as in Figure 2. Here an expendable container, such as a cardboard cylinder, is mounted above the flat object to be formed. .Alter natively, the entire die and charge system can be immersed in a shooting tank or pond. Again, approximately 20 grains of ex- " Primaeordu Again, stepping up our explosive ladder we come to the uie of "Printacord" (manu factured by the Ensign-Bickford Company, Simsbury, Conn.), which is a string or cord-like explosive available in carious explosive loadings from 30 to 400 grain* per foot. Typical applications for such an explosive charge are in the farming cm medium-sized cylindrical pieces. One ex ample, is the sizing of a missile motor case In this operation, a welded missile lank, slightly undersize, was placed within a die. Normal welding techniques could not meet the tolerances required I v the missile manufacturer so it was dc-dred to expand the tank ami produce good dtmen- -inu.nl tolerances loth diametrically ami axi ally. The piece was ,010* thick AMS-64J4 steel and a tolerance of .005* was met. Dh Pont EL-506 Flexible Sheet Explosive The most versatile explosive we have used for forming is--Du Pont EL-506 Flex ible Sheet Explosive. This material resem bles vinyl tile in form, texture, anti flexi bility. A great variety of explosive shapes can be fabricated from this novel material -licit as dies, rings, tubes, etc. Pellets or cylindrical shapes can be made by simply 196! Xalionat Safely Congress cmcnting together several cut discs of sheet explosives. Oil Pont EL-506 Flexible Sheet .Explosive is relatively insensitive and, there* fore, safer to handle than many other ex* plosives used in forming work. A single bladcd culling instrument, such at a linoleum knife should be used to cut .licet explosives to insure against metal rubbing against metal and creating a spark. Do not use scissors. All of the following examples have Uti lized EL-506. One way of utilizing this explosive is in the forming oi heavy cylindrical parts. A seven-inch diameter by three-eighths-inch thick wall tube of 8740 steel was expanded to a maximum diameter of nine and threequarters inches on an eccentric axis. This is an example oi an operation where it would be extremely difficult and probably impossible to form this piece in one op eration by mechanical means, (The pre vious method of manufacturing this piece consisted of welding two forged ends to \ -:ast cytindricit mid-section.) A centra! loading of a cylinder of sheet explosive was used. The sealing was ob tained by welding a metal bottom on the piece to produce a watertight "can." The tolerances obtained here on the main cy lindrical portion were 005-inch. Inter mediate annealing was required in form ing this piece. In forming Hat corrugated sections, a pellet-shaped charge was obtained by cement ing together several layers of EL-306, One of the versatile features of the sheet ex explosive U that during the experimental stages, when endeavoring to obtain the proper charge weight, it is a simple mat ter to add or subtract discs from the pellet configuration. The same general system was used to form another shaped piece. The six-inch diameter dished head was formed from a fiat sheet of 090-inch thick "Vaseo-Jet" 1000, For this job it was found that by using several stacked two-inch diameter discs of sheet explosive, satisfactory form ing results were obtained. In the forming of large diameter dished heads, we have found that it is an ad vantage to use a ring shaped charge of EL-506. This system minimized the metal wrinkling obtained whvn central point charges were used This piece was difficult to form mechanically because of the high ratio of diameter to thfkness, and normal pressing or spinning operation* tended t* wrinkle the metal Another operation utilizing EL-506 wa* the sizing of mechanically formed dished heads. In this case, the heads were pre formed to nearly the dimensions required but were purposely left undersized by ajn proximaiely one per cent. Again, tilts was a missile application where dimensional tol erances were rigid and could not be met by mechanical pressing alone. The preformed head was placed in a die and sealed. Water was pumped into it and by detonating a ring charge of sheet ex plosive (average weight ooe-tfiird to erahalf pound) near the flange area of the head, the required dimensional tolerances of ~ .010-inch were obtained. After trim ming, the tolerances were .003-inch on pieces up \o four and o-half feet in di ameter and .110, -250 and JSO-ioch thick. To give an insight into what is involved in designing a charge and a die necessitates a discussion of the static and dynamic pressures involved m the high explosive forming system. We know that at the in stant of detonation pressures as high as 15 million psi are generated within the explosive. We know also that as we move away from the central core this pressure diminishes. Although the pressure is still very high, it acts only for a matter of microseconds. Experiments were designed to obtain data so dial we could better estimate our charge weight and design dies to withstand ex plosive forming pressures. Using tnbtng of known mechanical properties and detonating linear explosive charges axially located w ithin it, the explosive charge was gradually increased until the tube just yielded plasti cally. This point was indicated by strain gages mounted oo the tube. Thus, the ex plosive load in grams, which just yielded the tube, was assumed to be generating a dynamic pressure equivalent to static yield pressure of the tube Numerous experiment* were run until a curve was obtained. L'tiltzing this curve one can determine what explosive load will just yield the tube. These data have been 2ii Aviatton ituiustrin checked out quite well with tube diameters up to 24*. The die for explosive forming applica tions is perhaps the most important single element We have heard much about low cost die materials and have used them, but we find that these relatively low strength dies can be used only for short runs and for pieces where tolerances are not critical. Our experience with cast materials for dies has, in general, been poor, usually because <>i casting defects. U possible, wrought materials should be used. These do not have u be toot steels but, if possible, should 1* designed with higher yield strength than the piece being formed. The surface finish if the die i* extremely important and con trols the finish of the finally formed piece tn many cases, the configuration $1 the piece wiN necessitate a split die construc tion, \\c have successfully used standard high strength socket head screws for fasten ing such split dies. Quick opening devices such as channel designs may be desirable tor production runs. !tt general, no allowance lor springback is made, although some may occur. In the head sizing example, we found that the cast die was actually growing after repeated shooting. .Although the die had expanded diametrically ,095 inch, with the proper ad justments of explosive load, the tolerances of ~ ,003-inch could stilt be obtained. General considerations tor forming ap plications include among other things the evacuation of the air from the die cavity. In the forming of deep drawn shapes, for example, it was necessary to evacuate the air from the die cavity to prevent deform ing the piece. A vacuum of 26 inches to 28 inches of mercury was usually neces sary for deep drawing of pieces with a .ringtc shot. Lubrication definitely assists in the amount of forming tiuxt may be ob tained. One word of caution, however, is that the fubricant must be confined to an area where trimming is done so any en trapment of the lubricant between the piece and the die will not mar the finished sur face. In the forming of deep drawn objects, such as dished heads, a hold-down ring vras required to control the wrinkling and thin ning of the piece. Prevention of water leak age between the die and the forming piece wws an absolute necessity because leakage results in a deformed piece. Numerous meth- <nU have been used successfully for seal ing such as "O" rings or rubber pads, gas kets, tape, or putty. The general trend of those interested in explosive forming has been a desire to set up their own facility. Many companies have established either experimental or produc tion explosive forming facilities at their own plant sites. One of the initial considerations before tarting explosive forming should be that legal and insurance matters. Local or dinances usually regulate the use and storage of high explosives in populated areas w> responsible officials should be contacted and their advice followed, The insurance com panies should also be contacted to determine how explosive facilities can be built and op erated within their regulations. The extent of the facilities deiwnds itt a large degree upon the size and number of pieces that are to be produced. Some of the smaller pieces, which can be formed with small explosive charges, can be pro duced inside existing plant buildings. Larger explosive charges may sometimes be used indoors if sufficient barricading is provided and remote location* selected. Outside forming facilities, the usual selec tion, may range from a simple sand bag barricaded shooting table to extensive un derwater tank facilities with elaborate ma terials handling equipment. Again, the extent and complexity of the facilities in stalled depends upon live size of the piece* to be formed and the scope of the program. The storage requirements for commercial high explosives are usually determined by local and state regulations. The Institute nf Makers of Explosives has compiled and published die "American Table ot Distance* for Storage of Commercial Explosives" which has become a part of many state codes. The distances * between the storage magazine and various installations such as other magazines, inhabited buildings, high ways. and railroads are well defined. Sepa rate storage magazines for the initiators and explosive stocks are required. As previously mentioned, water is usually used as the pressure transfer medium in outside locations. Detonating explosives un derwater tends to minimize the noise prob lem considerably. The general procedure in forming medium to large size pieces con- 27 JVoi Ntiliunut Safety Congress ,-ists of immersing the die and preform, with the explosive charge properly located, into a tank or pond of water. In ; some oses, however, a separate shooting pood Use striking of tools will be well away from explosive charges. The bench where explosive charges are prepared should have a'-,szaooth soft surface. Clean rubber belt is not required. An example wouldbe.in' ing with no cracks or crevices is satisfac- the forming of cylindrical ooicozucakshapcd- .fe*7Vl81astmff caps should be kept separated pieces where the die itself>,alqiig.j^^^'; *raa,ithe main explosive charges until the preform can act as its own - ncrrpii*vfgrj but possible moment. A check for stray the water. For applicafa'onj ek&r^ca^ currents should always be made plosive charge must be pfaSfe**lbjWre. the before using electric caps. blank, ns in dished head foraunfc a prac Personnel should be chosen for explosive ticable solution is the us^S^^tpendable handling with emphasis on maturity, intel containers such as open-endeafiberboard ligence, and common sense. Explosives have iinims mounted above the blank. been used in industry fur scars and the Of course, equipment suitable for han dling the dies as well as the pieces to t* formed is essential. This equipment may !>c in the form of a monorail or crane record for safety is an admirable one, but it is only through constant surveillance and supervision that this record is main tained. -ydein or portable lift truck*. In summary, wc wish to point out that Safety for operators and near-by workers should be the main consideration when set ting up explosive facilities. We cannot em phasize too strongly that unless properly handled, explosive charges can be extremely dangerous. It is essential, therefore, to have a person in the forming crew who is trained in the safe handling and use of explosives. In some states licensed blasters may also be required. 'flie distance from the shooting area to the blaster's station will vary somewhat de pending upon the amount of explosives shot and setup used. A barricade of some sort is recommended for the blaster. The prepa ration building for the makeup of explosives charges should be separate from tool storage area so that any impact and friction from in our opinion there is a definite place for explosive forming in industry. There are a great variety of explosive charges that can be used and selection should be made after careful analysis of the forming problem. Properly applied, explosive forming can sup plement present commercial forming proc esses and give the designer a new design dimension, because of the intricate and ac curate shapes thr.t ran be formed with ex plosives. AC K.NOWLGDCUENTS Grwte/uJ acknowledgment is gives to tPe personnel at Eastern laboratory. Explosive* Department. E, L du Pont de Nemours aad Go., Inc.. Glbbstown. New Jersey, who con tributed to the data tor thin paper. Special credit l given to Dr. C, H. Winning tor his work in high speed photography and to Heaan. J, P. Swed and Bruno Cnudxik for their work m the cupping tests. 28 AIR TRANSPORT SESSIONS SOUND FILMS AT BARGAIN BASEMENT PRICES By IRA THATCHER Training Film Specialist United Airline*, Inc., San Francisco, Calif. Probably many of you have already made an excellent safety film. I have no doubt that any of you could make just as good a film as I can. I say this because I know that you, as safety engineers, have a great deal of creative skill, a large amount of initiative and unparalleled seal in your work. If you did not have these qualities, basement price. 1 think you wdl agree that this U accomplished only by knowing uhm you are looking for, where to took and quite a good deal about the item you want; that is, how it is made, what kind of ma terial it should have in it, and also, just as important, what you don't need in the item. you would not be safety engineers. Good, economical, sound films can be made by your in-plant film maker, or by a commercial film maker in jour area. The in-plant unit can be in your department wr some oilier department in your plant, t would like to set the record straight from the very beginning. I believe that a good film must be made by a film maker, no matter how small his operation may be, and not made by a suggestion man, a personnel man, engineer, even a safety engineer, if He intends to make more than a single film. I have heard it stated that nearly onc-Halt of the in-plant mo tion picture units have started in a safety* department. That certainly is the way our unit started. With some basic knowledge of what it lakes to make a film, you will be able to get the help you need to make the film and not pay for help you do not need You ran do much of the work yourself without special equipment and techniques. You can provide help for the professional, that will reduce time and effort which arc costly. Here is a list of twelve steps in film making that must be taken into considera tion by you to control costs: !) your specific problem; 2) research; 3) creative work (story script) ; 4) studio and set rental; 5) locations; 6) electrical needs (lights) ; 7) camera and crew--motion and still; 6) film stock; 9) actors and props, narrators; 10) retakes; It) laboratory proc I started out making training film* be* cause %ve needed them in safety work, and essing (cutting, editing, recording, music); 12) animations. all of a sudden i was making movie*-- With this basic list in uuud, acquire one not being a safely engineer. A safety en or two of the many books available from gineer has a full-tune job and so doe* photographic stores or public libraries fti the movie production man. If you go out movie production to help you determine ,utd buy some equipment and start to make just how to proceed with the parts of the your own sound films, you will be starting production you can do yourself. 4 a film unit in a small way. with a low investment, and as it gains acceptance, 1 am sure it will be expanded, but who, that, will do the basic sau*v work in your plant? (1) Looking at number one on the list, what is the specific problem for which you need a film. Find it, analyze it. de termine who your audience is to be and specifically, what is the purpose of the film. 1 still think safety engineering is a very Never forget this point ... is it to change rewarding work and you can continue an attitude, to teach, to get someone to in your profession a* safety engineer and take action? . . . determine your purpose. still have motion pictures at bargain base Get realism in the film. If this is clear ment prices. You will get them in exactly and wdl defined, it will greatly cut the the same way that you get any bargain cost of any film regardless of who makes it. nj i 196] S'nlit-iuii Stiffly Cougrtsf (2) The second ttan is rcaearcfa. Actu (7) Cum ami cm--motion aid still. ally, you are the only one who probably This i lhtu yon need professional skill lias already done all the research necessary, and Jiiroffirriil cqnipmrot, bet you can but you must know how to effectively pass give if yon txKSerstaad the prob the information on, or sum'it up. Win lems One tat the preifems yon wiS have U the best time to shoot? Where is the to deal snih is the people ia your plant best place? Where can the necessary props who arc absolutely sore that anyone can be acquired? Con you eliminate extra sets? take as ******camera, aim it, give a How should the sequence of events be shot count down, fire at all his eyes can see, and and how will they best show what yew all the (bought* he is thinking will come want of the operation in mind. oot of the cas ia perfect picture and con- (3) The third item, creative work, is rise, dear, sound. really important to cost. You, or someooe .Another problem is the fellow who knows in tour plant can do this. Find a story, all about taking moftkai picture. He has get a rough script, determine what aria a home movie camera. There is nothing to interest the audience, keep them interested, it He lot been taking pictures since Iasi and explain your purpose in the simplest Christmas, Don't thiak I am bitter--these terms. What will show the action in the are big problems a will take skill clearest way and what are some effective and diplomacy*, as well as knowledge, for comparisons. Costs are in direct propor you to convince these people, who may tion to the amount of creative work you control the purse strings, that here is one do and what you expect the producer to do. place to spend what 1ml* money you have (4) The fourth item is acquired studio for a film. rental, set design and construction. If you Shoot a bcene movie of ytmr vacation can't eliminate it, keep it to a minimum trip and the scenes, when projected, ran as it is an expensive item. Use your own bring bade to you the town you stayed plant work area and natural surrounding*. in. the delicious you had, the sua- (5) The fifth item is location expense. In the air transportation business we some times lose sight of what it costs to travel trom one location to another. But I am not talking about a film taken all over the United States. You can waste a lot of money in location expense if you have to move the camera and lights to several new <<t that day. the narise you saw to the east, the station where yua got gas at gaswar prices, and easy other memories, but only to yon and those w ho were with you. Any training film, safety or other wise cam show and tell, in complete de tail. its story. The viewer reties on the film to understand the story. locations right in your own plant. If possi Your eye is a marvelous thing--it sec* ble, eliminate as many locations as you wide angle, tdephota, close uf^-afl at the run. You will save expense and time. same time ia very good or very poor light (6) The sixth item is lighting. If the tilm can l>e made out of doors, you have completely eliminated a very big item. Light ing equipment is expensive to buy and use. I recently came across a list which some one composed which he maintained was the minimum lighting needed for an In ing conditions. Everything is in focus. Now try to take that picture with a camera. It would require many different lenses ami cameras, special lights and editing skill to present it. and would require about ten times as long to put the same image on the brain. dustrial film unit. It consisted of 23 lights (8) Item number eight is raw stock. This in tiie $100 to $300 per unit class, a total is the least expensive item in making a of 50,000 watts. I know you engineers film, regardless of whether you make the do not have to get out your slide rules film by shooting five times what you need to know that this would take better than or 300 times what you need. But. you 500 amperes, and where would you get can make terrific savings it you loiow what juice like that in your plant? So, find type of film is available and wilt be best out about lighting and you will make great for jour specific situation. There is very plans to eliminate as much of it as pos little difference in the cost of using black sible from your him. and white and color, and there are several 30 stualwii Ituluifru r color him* inr good light or jxior light. The type of film available m 8 mm is limited. (9) Actors, props and narration If the film has realism m it. the actors are the people who do the job, and the machines and shops arc theirs, an audience of them will be very interested. You also save the expense of hiring actor* and constructing dummy prop*. With a little practice on a tape recorder you, * r M.n-.cone in your plant, can probably do a better job of narraMon than the local new* commentator on the subject ut your film. (10) Item number ten--retakes. This i* where you can save money on a film. Be careful, when a scene is taken, that it it the way you want it. You will find that an in-plant film can tolerate some imperfec tions, So try to use a scene, or part oi it, rather than rushing out and retaking. (11) Item number eleven is laboratory processing of the film. This includes many things and nearly ever** one of them re quires expensive equipment and specialized personnel. There are hundreds of tiiese labs all over the country competing with one another to do this work, and l a**ure you that the prices in mo>t cases are very, very reasonable. These include developing, printing, trick photography, fades, dissolves, enlargements, reductions, recording, cutting, editing, dubbing and music. Many film pro- ducers specialize in this part of film mik ing, They will be very giad to help you with the phases you can do yourself. (12) Item twelve is animations. There arc many places where they can be effectively used, but are probably the most expensive item in making a film. Special equipment and art work arc required to make ani mations. I have not touched on $ mm sound movies as they have absolutely nothing to do with the subject wc are discussing, They arc a new and marvelous step forward for the home movie field and will some day move into many phases of industry. But, the basic principles of film making are the same, regardless of the film sue. Today, even the most ardent advocates and manu facturers of 8 mm ound equipment rec.ommend shooting industrial films in 16 mm and reducing it to 8 mm. In most cases, you can make sound mo tion pictures for your safety programs at bargain basement prices when you have a baste knowledge of the art of film mak ing and take into consideration the twelve items we have discussed--doing for your self those things you are capable of do ing. buying from experts the things you cannot do without special equipment or skills, and realizing what the frills or ac cessories are which you do not need in an industrial film. STORES TRAINING--RIGID PURPOSE. FLEXIBLE METHOD By D, B. LANE Supvr,--Store* Training it Packaging, Tran* World Airline*, Inc., Kansas City, Mo. This presentation uu Stores i mining systems, methods and faeilities, as applied by TIVA, uas described and demonstrated by the use of protection slides and tape recordings. The following is u rfrfwihm copy uf the narration. The requirement for technically educat ing and training personnel assigned to the meticulous task of maintaining and protect ing the physical inventory of the multi- million d<>Uar supply stores tr TWA, became apparent. When the company was young, the man power markets provided personnel with adequate qualifications. Training involved only the teaching of procedures, which were peculiar to the company along with a mini mum of technical information related to the physical handling of materials. As the industry' grew* and the transport aircraft became more complicated, the man- J1 t'fbt Aifti'uii.j/ Silfi-ty l .'H-jr. > power market thinned. Technically qualified personnel became increasingly difficult to litre. Supervisory workloads increased. -- Pro cedures became more involved with the advanced steps toward automation and machine accounting. --- Time available for adequate detailed on-the-job instruction be came less and less. When the new TWA overhaul base was activated early in 1956, the requirement for "wall-to-wall" training became a "must". New procedures, method* and equipment --placed in ue simultaneous with the new base activation required a change-over from (he eld systems i the new' systems within a relatively short period of time. To implement the changes and establish .in effective means of educating new em ployees as replacements for vacancies treated by promotion, etc.,--a specific sec tion of main stores was originated and en titled "stores training". The stores personnel are scheduled through training courses in three phases: Phase One is designed lo make a new employee with the stores department a productive employee in only five days. Tli* phase of the training program does not teach the exceptional procedures (which require experience with the de partment to permit understanding). It provides the baric routine, which covers the majority1 of production by any job assignment. Phase One is presented in four steps-- receiving, binning, order filling and Ship ping. Each step involves three hours of classroom training, followed immediately t*i approximately five hours, on-the-job indoctrination and practice, carefully audited by the instructor. Phase One is completed with a written examination which was carefully de veloped to assure that the passing grade \* a direct measurement of retention equivalent to knowledge gained by ap proximately five years with the depart ment, without formal training. Phase Two of the stores training pro gram is presented to the trainee no earlier than sixty days later and is more compre hensive. Given in the employee when his jh!> as-ignmrnt has stabilized, it is a course in which he receives the instruc tions on specific materials handling, ex ceptional procedures, and the "hints and kinks" of the specific job. The titles or some of the Phase Two courses are: metals and raw materials, hardware, radio & electrical, airframe, engine, instruments and hydraulics, R&R procedure, catalogue reading, unit of issue, packaging. There are many others, but these titles will give you some idea of the detail studies presented as Phase Two lectures. Phase Three is presented every six months and is comprized of the changes to published procedures and methods, which have taken place within the past six-months' period. Designed for updat ing the employee, it prorides refresher training in the areas necessary. Special courses, training classes and pres entations are being developed consistently as the requirement is recognized. Special courses are generally included in Phase Two training. To fully understand the systems and nietlnxls used in teaching, as applied by the stores training facility, we took first at the classroom training. For those persons who haie had teaching experience, this explanation is not new . . . A human being capable of mental ac ceptance and retention can be depended on to form opinions and make decisions which is guided by education. That! is the prime purpose of classroom training. It provides opportunity to stud> the details and background of the job, which is necessary if accuracy is to be gained with peak production. In the classroom, the trainee receives technical lectures and participates in dis cussions which etilunces his mental guidance and reasoning when applying his physical efforts on-the-job. Hence, the old saying when defining training as applied: "You educate a man--you train a horse." On-the-job training is given to the trainee after leaving the classroom. Based on re tention percentage- versus time, the trainee is placed on the job in a productive posi tion. On-the-job instruction is given to assist the trainee in adjusting physically to the 32 huJu*tri,\ iatgiinuit area and location of the tools used on the job. Physical motions involved on the job are demonstrated and the trainee's duplication of trained efforts are audited for efficiency. Reports of audits are furnished to the supervisor in charge. To repeat this m brief form , , . the trainee is given the why and how in die classroom and converted to habitual mo tions on the job. To teach in die most organized manner and provide the t-.dnec with the best oj>jmrfunity for self audit and understanding; all courses are developed in the order of material flow. For example: the Phase One basic course (or the new employee start* with receiving and is followed with binning. Therefore, when studying binning proce dures, the trainee reviews and notes the errors he made previously during the re ceiving operation. The same applies during the entire processing cycle. There arc twenty-six separate types of mechanized and powered material handling equipment in use by the TWA main Mores department. All employees haie been given an opera tor's check on each type- AH individual* assigned to operate specific pieces of equip ment, repetitively on a job, are given ex perience evaluation checks, and qualification records arc maintained perpetually. Sudi items as road check- for truck drivers, are given over frequently-traveled routes. Lift track and other equipment operators are checked over hazard routes. The "do*>" and "don'ts" described in the dassroom arc pointed out and demonstrated during this on-the-job check procedure. On die subject of training aids--Within Hie store training classroom, the comple ment of visual audio aids, and their operalion U of prime importance to the over-alt uores training operation and the following u a brief description of the faritity and aids. The rla,room will seat a maximum of seventeen trainees, although classes of one are sometimes necessary when scheduled presentations have taken place during a vacation or period of illness. Returning em ployees must be updated to he able to <fe> their jnb correnly. Exhibits of parts, materials and fumiarc classified, categorized, grouped and wall- mounted for convenience. Generally a new employee has had lililc. if any, experience or exposure to parts, materials, procedures or lutndlmg informa tion, as applied to the airline business. Recognition of metals by color, gram, measurement systems, etc,, arc taught from these exhibits and sample display. General hardware exhibit is categorized and displayed for ca*v recognition and basic guidance. Radio, electrical and electronic parts ate sampled and used for demonstration of proper handling, protection, recognition, etc., Textiles and fabrics arc exhibited for recognition. pccial handling and measure ment techniques described. * Material (low forms--their color codings --and informational farms--their applica tions, procedures and standard color codes --are exhibited and consistently studied for improvements in design and handling com patible to better training. The blackboard--to aid the instructor luring extemporaneous discussions and por trayals--instructor techniques in training aid use and development require extensile .uid continuous instructor training. In addition to wall-mounted charts ami <. vhtbit*. visual audio aid* n-cd during classroom presentations involve die use of 16MM sound motion pictures, primarily for showing commercially available films for supervisory technical training. Tlte ?MM motion picture equipment Is used for showing films produced by the stores training section. Correct or incorrect methods, involving job motions, are shown for study and discussion. The J5MM slide projection equipment is of the magazine load type which is syn chronized with tape-recorded narrations, and can be used for detail studies of pro cedures and associated forms, processing, etc, when discussion between scenes is necessary, but motion demonstrations are not necessary. (L'pdating the recordings after repetitive showing permits editing to include the answers to most questions be fore they are submitted.) Cameras of several types are used . . , the majority of them are available as by- ,i.,t !9f>l <\>3tiviuii ,'ta/ely Conyrcsx products of the business--obtained as un claimed articles from the lost and found department. The stores training permanent library in* eludes three I6MM films--45-8MM films and 110 slide tape packages. These films and packaged courses are continuously updated to include all changes to be ready for class presentations, as required. All recorded presentations are retained and filed when superseded by updated packages. This has been of considerable advantage when reviewing previous showings for referee use or debate purposes. The use of slide-tape packages for de villed study has become increasingly con venient to use by providing masters for duplication and assignment to field stations for their repetitive review of subjects too comprehensive for retention by one-time viewing, or extensive manual study. For example:--system training of the IBM 650 R&R material control procedure was duplicated twenty times and :he twenty packages have been assigned system-wide lor repetitive showing a* required. Proper development and editing of re corded presentations are found to be partic ularly advantageous because the normally monotonous monotone voice of the instruc tor, who is required to read prepared pas- is replaced with the advantages of recordings to include sound effects, etc* when desirable. In addition, all employees hear and see the instructions identically without exceptions and instructor variations. Classes can be held several months apart without forgotten points and factors. Classroom sessions are more accurately and efficiently timed by tape-time standards. More presentations can be given per in structor by reduction of fatigue factor. The stores training section of TWA main stores maintains an extensive set of records to provide supervisors with information relative to each employee's training and his capabilities. Studies are currently in progress toward development of a measuring system, which mil indicate an employee's production gains throughout successive steps of training, as compared to production levels without train ing. The purpose of the study is to provide proof of value received and the justification of training given. To summarize . . . This is: Why We Do It When We Do It How We Do It 54 OFFICERS OF THE AEROSPACE SECTION NATIONAL SAFETY COUNCIL 1961-62 Central Chairman--Kxssrrtt L. Stobiss, Dir, of .Safety, f-vor.mitic Div., AVCO Mfg. Corp., Stratford. Conn. l*iee Chairman--Jqhs D. Donohue, Supv.-Safety & Kmptoyce Services, Rohr Aircraft Corp,. Chula Vista. Calif. Secretary--W. H. 5tafi.es, Safety Supv., TEMCO Electronic* & Mi*iic$ Co., Dalian, Texas .Vni'itetttr Editor--Herbert S. N'Aih, Chief of Employee Service* A Saietv, General Dynamics Corp., Pomona, Calif. Associate SnetUtUr Editor--Joscpk A. Yohmax, Safety Engr., General Electric to.. Flight Propulsion Dt\\, Cincinnati, Ohio Senior Program Chairman (H'esO--CLAY W. liiVREV, Supv,-Health A Saietv, Space tech nology Laboratories, Inc., El Segundo, Calif. Program Chairman (Central)--C. D. Attawav, Chief Safety Engr., Thincol Chemical Corfu. Longhorn Div., Marshall, Texas Program Chairman (East)--Gordon C. N'eft. Safety Engr, Douglas Aircraft Co.. Inc.. Charlotte, X. C Education & Training Chairman-- H. /. Stone, Chief Safety Engr, I.ockhecd Missile* 1 5pace Co., Sunnyvale, Calif. Senior Engineering Ourjon (East)--B. J, Wilks, Jr, Chief Safety Engr., Grumman Aircraft Eng. Corp., Bethpage, Long Island, X. Y. Engineering Committeeman (Central)-Fheu Klienburg, Ground Safety Dir., Hrq-, N.m .Antonio Air Material Area, Ground Safety Div,, T.G., Kelly Air Force Base, Texa* Engineering Committeeman (tf'est)--H. V. Carte*, S*., Safety Engr.. Rohr Aircraft Corp.. Chula Vista, Calif.; DuncaX Jolicokur, Chief Safety Engr., Industrial Hygiene & Safety Dept., Rockctdyne--A Div, "i North American Aviation, Inc., CannCT Park, Calif. Industrial Hygiene Chairman--Thomas F, Momxisskv, Supv,-Safety Dent., Acrnntilronie Div., Ford Motor Co.. Newport Beach, Calif. Senior Membership Chairman (U`est)--)oHK W. Garrison, Chiet Safety Engr., General Dynamics Corp./Astronautics, San Diego, Calif. Membership Chairman (Central)--Georce Rumuel, Safety Engr., General Electric Co.. Small -Aircraft Engine Dept., West Lynn, Mass. Membership Chairman (East)--Alvin N*. Johnson, Corporate Saietv Dir., Twin Coach Ou. Aircraft-Missile Div,, Buffalo, X. Y. Off'tke-lob Safety Chairman--H, E. Rawlings, Sf. Safety Engr., Ryan Aeronautical Co., San Diego, Calif. Slofiflicr 6* Contest Chairman--J. Milton* Durham, Chief-Safety St Suggestion*, The Martin Co, Baltimore Div., Baltimore, M<t Rmfc Pta.mmj Chairman-'M. IS. Cuxcv, Dir,-Safety * Insurance, Ryan Aeronautical Co., San Diego, Calif. tfififary fCeprcsentative--*Cou W. L. Tubus, Laguna Beach, Calif. tdvisory Committee--*Jack F. HaTTOX, Chief Safety Esgr, Lockheed Aircraft Corp, Burbank, Calif.; *R- Wilkins, Adnu-Industrial Hygiene & Safety, North American Aviation. Inc, International Airport, Lot Angeles, Calif.; */. C. Sewell, Safety Adm, Curtiss-Wright Corp., Wright Aeronautical Div.. Wood-Ridge, N. f.; *Roam S. Moore, Safety Dir., Grumman Aircraft Eng. Corfu Bethpage. Long Island, N. Y.; Harold 1. Hemphill, Safety Adm, AiResearch Mfg. Co, A Div. of Garrett Corp, Los Angeles, Calif.; 'Filed R. Teuplx, Chief Safety Engr, General Dynamics Corp., Fort Worth Div, Fort Worth, Texaa; . P. Marconi, Mgr.-Safety Branch, ARO, Inc, Arnold Air Force Station, Tenn.; `Frank W. Starr, Safety Engr, Douglas Aircraft Co, Inc., Long Beach, Calif.; *Lylc A. Gates, Safety Engr, Douglas Air craft Co, Inc.. Tulsa, Okia. Staff Representative--Hugh J. McRae, National Safety Council. Chicago, 111. i'n! General Chairmen 36 OFFICERS OF THE AIR TRANSPORT SECTION NATIONAL SAFETY COUNCIL 1961-62 Cirarrcf Chairman--On. Gmjot E, Teal, Senior Scientist, Public Service Research, Inc., Stamford, Coon. First Vice Chairman--Howard H. Wakey K, Safety Engr, Trans World Airline*. Inc.. Mid-Continent International Airport, Kansas City, Mo. Second Vice Chairman--H. A. KuschManx, Staff Supt.-Safety, United Mr Line*. Inc, Maintenance Base, San Francisco National Airport, San Francisco, Calif. Secretary--William A. Beirxe. J*, Safety Coord. Alexander Si Alexander, Inc, Casually Engineering Dept, New York, N. Y. Newsletter Editor--Grant W, Seward, Safety Engr.. Tran* World Mriinei. Inc, Kansas City, Mo. Research & Engineering Division-- Leoxakd'Kowal-ki fChainnan), Safety Engr, Trans World Airlines, Inc., New York International Airport, Jamaica, X. Y.; C. F. Schaub, Chief-Plant Prot & Safety, United Air Lines, Inc, Washington National Airport. Washington. D. C,; Herrekt Kaui, Safety Supv, Casualty Inspection & Safety l)iv. The Port of New York Authority, New York, N. Y. Education & Training Division--Gmttcz Mac Donald (Chairman/, Vice Pres, & Gen. Mgr, Self Insurers Service, Inc., Chicago, III.; Sergio Sch.iman, Supi -Saiety & Se curity Dir, Philippine Air Line*, Inc., M.R.S. Building Plan Cervantes, Manilla, Philippines; G. T. Murray, Specialist, Ground Safety Dept, American Airline*. Inc., La Guardia Airport, Flushing, N. Y. Membership Division Chairman--Ral>h J. Dee, Ground Sately Knur, United Air Line*, Inc, Executive Office*, Chicago, 1IL Ua/ Sennce Lines Division Chairman--Johs J. O'Keefe. Staff Asst, Ind. Relations, North Centra] Airlines, Inc, Minneapolis, Minn. Statistic* L hainnan--*J. A. O'Doxnell, Mgr. Ground Safety, American Airlines. Inc, La Guardia Airport, Flushing, N. Y. industry Retalions Chairman--*R. L. Potto, Staff Mgr, Ind. Safety, American Air lines. Inc, Maintenance & Engineering Center, Municipal Airport, Tulsa, Okla. Qff'the'Job Safety Chairman--H. A. Kuschmaxx, Staff Supt-Safety, United Air Lines. Inc, Maintenance Base, San Francisco National Airport, San Francisco, Calif. Nominating Committee--'*R. L. Potto {Chairman), Staff Mgr, Ind. Safety, American Airlines. Inc, Maintenance & Engineering Center, Municipal Airport. Tulsa, Okla.; Joseph M. Chase, Dir.-Div. of Maintenance & Equipment, Flight Safety Founda tion, Inc, New York, N\ Y,; *Daix M. EUtxu, Safety Engr, Trans World Airlines, Inc, Los Angeles International Airport. Los Angeles, Calif, Program Committee--*Huch L, Butler (Chairman), Mgr.-lnd. Safety Maintenance, Maintenance Eng. Dept, Eastern Air Lines, Inc, Miami International Airport, Miami, Fla.; *t, Corbeil, Fire & Safety Supv, Trans-Canada Airlines. Montreal Airport. Dorval, Quebec, Canada; "Dale M. Estell, Safety Engr, Trans World Airlines, Inc, Las Angeles International Airport, Los Angeles, Calif. 37 Suf Pist General Chairmen 1. MclUi. NitW Safety Council, Cbicjjo, 111. PLAN NOW-- TO ATTEND THE 1962 NATIONAL SAFETY CONGRESS Celebrating the 50th Anniversary of the NATIONAL SAFETY COUNCIL WHEN: October 2t through November 2, 1962 WHERE: Conrad Hilton Hotel, Chicago The National Safety Congress brings together safety people from all over the country--10,000 of them! By attending the Congress you become part of the largest and most important safety meeting of the year. You meet safety men with the same safety problems and respon sibilities you yourself have. You exchange views and idea* on accident prevention, health, hygiene and fire prevention--on safety in industry, in traffic, at school, at home and on the farm. From a program of more than 400 meetings, discussions and demonstrations you select the activities that interest you most and that most closely relate to your safety work. This week-long educational program--planned and pre sented by the National Safety Council---can be your most inspiring, most thought-provoking safety experience of 1962. See the Latest in Safety Equipment At the Greatly Expanded Congress Exhibit Hall See nearly 300 exhibits! This alone--the largest of all safety equip ment exhibitions--will make your trip to the Safety Congress worth while. The industry's leading suppliers will display their newest and best safety products for your inspection. See . . , compare . . . ask questions. There is no finer opportunity to reach well-informed buying decisions for your company. CONTENTS AUTOMOTIVE AND MACHINE SHOP SESSIONS Femando's Hideaway ...................... .......................... Tradin' Port . ........................ .. Low Vottagc Shock Hazards ... tryce Fodiiout 3 a .. .T, W. MeCrumdiu 18 POWER PRESS AND FORGING SESSIONS How Power Press Operators Get Hurt . . D. Sail" 22 The New Power Press Safety Code . . , . . Arthur S. KoJty 32 () Purposes and Scope . . . Definitions . . References to Other Cocks.. 32 (b) Section IV--Press Construction, Installation................ Notmom Dmlap 35 (cj Section V--Safeguarding at Point of Operation TAeodora A Kratfpw 36 (d) Section VI--Power Press Auxiliary Equipment.......... George A. Stilus 38 (e) Section VII--Designing, Constructing, Setting Dies....L A Foulknut 38 (f) Section VIII--Inspection............................. ... Norman Dunlop 39 A Note on Section IX--Operation Questions and Answers .... 40 Press Forging With Safety Harold J. Allot 45 Officers of the Automotive and Machine Shop Section, 1961-62 47 Officers of the Power Press and Forging Section, 1961-62 49 Other Volumes In (961 National Safety Congress Transactions. . , Back Cover AUTOMOTIVE AND MACHINE SHOP SECTION FERNANDO'S HIDEAWAY By BRUCE PODZIOUS Safety Director. Detroit Diesel Engine Div.. General Motors Corp.. Detroit, Mich. i lie Fernando that 1 am going to <iiicu.*i -ntn-ri ixirj *iety meetings were regularly i' not a character in a *ong. Fernando is held, in pite of daily five-minute safety .i machine vixrator at Detroit Diesel. talks to employees, in spite of safety in- Fernando's Hideaway was the Inside cf a pections, safety procedures, safe tob in- machine and the ohjevt that he concealed <tructions, safety rules, signs, slogans, a tifacets ran c-ntammg six small bulletin*,--in spite of all this and more, it \Hvii w rcrwiitrs. Every morning at starting could not be denied that Fernando's unsafe time for i>.ur hundred eighteen (4U5) con- action climaxed an entire \,ear of several +Miti\e work days. Fernando would care- seriou* accidents at Detroit Diesel. Some- tolly remuse four screws and take off a .(here we were missing the brat. Four i..ver irons she side os his borematic machine. Xexi, he wosild reach inside and retrieve his tobacco can treasure chut which he lad hidden at quitting time the l-revious day .On the morning of November 18, 1952, Fernando'* luck ran out. As usual, he first prosed *he >tarung button tor the motor in *rder to cycle 2nd warm up the hydraulic system tor die machine wherein the tobacco can was hitWerv Next, lie removed the cover. As he reached inside, his left third finger was caught and amputated between n revolving "V** belt and a pulley. Fer nando's Hideaway had finally been dis covered ' It was almost incredible that a General Motors employee working in a safety* minded plant could perform a flagrantly conclusions were finally reached: First: All people perform unsafe act*. Second: If one employee with better than average intelligence and with a previous accident-free record nu able to perform a flagrant unsafe act twice a day for nineteen months, it would involve higher mathematics to determine the number of unsafe acts (hat three thousand empiovee* in the same plant would perform in the same time interval. Third: In many instance* a history of an enipolyee's unsafe practices was discovered lifter actual injury took place. We needed n plan of action to detect and correct unsafe practices an actual injury would result. Fourth: The safety department needed help--plenty of help. (incite act twice a day for four hundred Early in 195J. the Detroit Diesel "Unsafe eighteen (418 consecutive days without Practice Observation Plan" came into ex ever having bmi detected or corrected by istence. Management, traditionally safety Ini supervisor, his fellow employees or his minded, accepted the "Unsafe Practice --.tety department It makes you stop and Observation Plan" it* u supplement to the think, doesn't it ? -aiety program based on the General We in the safety deportment did plenty Motors "Six Basic Principles of Safety." thinking. At first wc consoled ourselves It was decided to try the plan in the hv saying. "It i> difficult to control the manufacturing division first. The energies human factor." .Vest, we reminded ourselves and talents of thirty men were made avail tliat the busines* of building Diesel engines able. Tlicsc men were thirty manufacturing is classified as heavy industry and serious division foremen. Overnight die safety de accidents are more likely to occur in heavy partment had been enlarged 750 per cent industry operations. These foremen were the first recruit* Then came the thought that in spile of the enlisted in an all-out war against the tact that our safety program provided an dangers of employee unsafe practices. hour and a luli safety induction talk to A letter from the works manager in each new hire, in spite of the fact that formed all manufacturing foremen that an 3 1961 National Softly Congreif "Unsafe Practice Observation Plan" was going into effect immediately. The purpose ind function of the plan was explained to the foremen by their general foremen. Each foreman was asked to observe, correct and describe in hit own words a minimum of three unsafe employee practices each month. Each foreman was supplied a form to aid him in this work. On the back of this form were listed 44 reminders which serve as a thought stimulant to the foreman. The foreman after listing his observations and corrective measures would submit them to his general foreman. After being reviewed by the general foreman, the unsafe practice observations, as described by the foreman, are compiled and sent to tlur printing department. Every foreman knows that his written safety egotnbutsun* are being read each month by all supervision in the manufacturing division from the foreman ait the way to the works manager. This supervisory ex change of corrected unsafe practices and unsafe conditions is actually a take-off on the corporation "Safety Idea Exchange" plan. By 1937. die "Unsafe Practice Observa tions'' program had undergone two major changes. First, the original group of thirty foremen had been reinforced by seventy additional foremen. Manufacturing, mate* rial handling, inspection, toolroom and maintenance foremen had joined the ranks to cxnbat the endless numbers of human errors. The second change for the better was brought about when the foremen streamlined the somewhat lengthy title of "Unsafe Practice Observations Ptan" by nicknaming it "U.P.O." l*he most astonishing aspect of "U.P.O." after >t> first five years of existence was the unabated enthusiasm that the foremen themselves Had in carrying out the threeway role of private eye, educator and author. 11114 was reflected in the ever in creasing numbers of items submitted by -uperviaion. In the minds of the participat ing foremen, this was not just another safety drive. They believed in "U.P.O." Fernando's tobacco can lad become a plantwide symbol for an employe unsafe practice. By I960 it had become a matter of record tiiat supervision at Detroit Diesel in seven years discovered over 13,000 unsafe prac tices. To keep the record straight, it must be 'vid that net everyone at Detroit Diesel welcomed "U.P.O." with open arms. A cer tain department head and his supervisor* felt that to describe on paper something that was a part of their daily work was wasteful from the time standpoint and, furthermore, had a boastful tone. Tradi tionally, this particular department had avenged three lost-time accidents every two years. There were limes when we in the safety department felt a need to solicit the persua sive ability of top management to alter thi.* department head's thinking, but we did not yield to this impulse because we subscribe to the belief that you cannot compel ur coerce safety consciousness--it must be won. The passage of time solved this particular problem, la September, 1937, the above de partment head retired. His successor readily accepted "U.P.O." The results were amaz ing. The new department head has >e: to experience the heartache that accompanica serious disabling injury to one of his people. Better than three years without a single disabling injur)* is truly a unique experience for this department. At this point. 1 would like to describe an example of "U.P.O." at work. On August J, I960, Foreman Jim McCook submitted : -U.P.O" Item wherein he stated. "While making a check for miscellaneous materialbeing stored inside electrical control panels, a panel was found with the "on" and "ofT` switch inoperative. The machine could not be locked out for maintenance employee safety during repairs. Condition was cor rectetL" The next day 1 asked Jim the reason for his safety inspection of electrical panel boxes. He replied that he read of foreman A1 Voege's experience in a "U.P.O." item written two months previously. 1 dug out the May 31 edition "U.P.O." and read Voege's report, "Made a safety survey of electrical panel boxes in department. Found towels, tools and grinding wheels stored inside. Explained to all my employees Ute danger of this unsafe practice/' Foreman McCook's reaction to foreman Voege's experience is the same reaction that you and 1 get when we read Ken Hedge's "Safety tdea Exchange" bulletins. ./u/rttiT.hiv ami Ihf. /imc It is the same reaction tiiat motivates you and me to took at our own plant operations so that we would not experience a repeti tion of the accident described in the corpo ration bulletin. "U.P.O." through the medium ot thought exchange build* haaard awarenes- ut the mimi' of foremen. 1 remember a few weeks ago, a visit Uiat iva made to uur plant by Ben Cieslik and Ralph Deeds. Ben is Ken Hedge's right arm and also his left arm. Ralph had just become a member of the corporation labor relations staff. Ben and Ralph listened to an explanation of how a typical General Motors safety program operates. "U.P.O." was bneli> mentioned. Later, while out in the plant, Ralph expressed a desire to meet .ind talk with a departmental foreman. Tlie first one we encountered was Ziggy Dombrowski. Ziggy is in charge of engine Mock machining. He was asked to explain ihe manner in which he operates his de partmental safety program. Ziggy took off with all the enthusiasm of a hungry Detroit Uion iooiball flayer chasing a Chicago Bear fumble Ziggy unloaded. He talked about his 100 j<r cent eye protection program. H* talked about safety shoes, .tfety rules, safety guards, and then lie said. "Qh, yes, I almost forgot umafe practices. I always carry my "U.i'.O." reminder sheet with me so that 1 can jot down observed items the moment 1 see them." ?.igo took his "U.P.O." sheet out of this pocket and handed it to Kalplt. Ralph pro ceeded to read out loud, "Jobsetter informed me that he had observed a machine operator place his finger* too close to a pinchpoim at an automatic indexing machine. A plant work order was issued to guard the liazard." Cooperation on the part of the foreman iv the very heart of "U.P.O.". This coopera tion is obtained by employing the teclinique of job recognition. The various department heads at Detroit Diesel take careful pains to publicly demonstrate their approval for the "U.P.O." efforts of their line super vision. ta addition, the safety department takes every opportunity to praise their "U.P.O." efforts through the medium of plant-wide bulletins. I have in my hand an example of how this is done. In the Safety idea Exchange Bulletin dated August 4, i960, the last grim sentence states, "This is the fourth fatality in G.M. in 1900 due to a tall and again emphasues the importance ot using every precaution when working overhead." Attached to this corporation bulletin i* a Detroit Diesel intra-plam bulletin ad dressed to all supervision, which reads To: All Supervision The attached Safely tdea Exchange dxertbes the fourth Ceoerai Motors fatality this year due to a tall. This type of tragic mishap has been singularly absent from Detroit Diesel. After reviewing recent "Unsafe Practice Observations" by Detroit Diesel supervision, the writer takes this opportunity to thank . fifteen supervisors. . . . These fifteen supervisors corrected conditions that touid have caused ratal fails similar to thus* that took place earlier this year la tour C.Sf. plants. Listed are three typical examples or excellent supervisory sa/y alertness: "Toreman R. Dillahx: `round it foot wood ladder with badly split side nut from the bottom to Am rune. Ladder was removed Condition was corrected.' Forman E. Verkerke: `Obserwd millwright working approximately 15 feet above ih floor. He eras standing on top of a three inch diameter pipe safety ruling which was pan or a work platform. I warned him of this xtremly dangerous practice He tame down and obtained another work platform *4 proper height/ Foreman R. Matchko: `Observed employee awi2-123 standing precariously on forks of lift truck while installing cable into a hoist atapinperodxiamalatdedlyer.1' 2 frt shove floor He ob This bulletin was concluded with "Plea*e be alert for similar unsafe practices and unsafe conditions in vour department. The life you save may be a co-worker's." All General Motors plants have made tremendous progress engineering safety into methods and machinery. The principal plant problem in safety, therefore, t* no longer methods or machinery. The principal prob lem is people In order to* reduce accidents, we must do a better job of engineering safely consciousness into the minds of people. We believe that "U.P.O." has made our foremen much more safety conscious. Many of our foremen have told me that they particularly enjoy* the correct-it-themselve> aspect of this program. This is understand able when you consider that any foreman in any plant would prefer to personally correct employee mistakes and unsafe con ditions in his department rather than to have some other member of management 1961 Motional Safety Congress lo the correcting. '`U.P.O.'' has helped make our foremen more responsible and more finable members of the management team. At this point it might be appropriate to look at the record. Seven years of ''U.P.O." will be compared with the seven years that preceded '`U.P.O.'' The comparison concerns itself with seventy anti frequency rates mid .iccident compensation. The average severity rate (number uf days lost for every million hours worked) in the seven ``U.P.O," years ha* been re duced 80 per cent. The average ircqucncy rate (number of lust-lime accidents tor every million hours worked in the seven '`U.P.O." years has been reduced 71 per cent. A> you know, accident compensation costs m recent years have risen enormously throughout industry. In our plant "U.P.O." has helped to reverse this national trend ol oaring costs. Accident compensation paid at Detroit Diesel in these past seven "U.P.O." years was 72 per cent lower than the seven preceding years. Tills redactton represents substantial savings, but -- more important -- it indicates a minimum of disabling injuries to our employees. This look at the record would not be complete without referring to the year 1937. For it was in 1937 that the men and wutnm of Detroit Diesel worked ten eonccuftve months without a disabling injury. This accomplishment of 6,000,000 man-hours worked without a disabling injury estab lished a national record in the field of engine m.uiufacturing. This record still stands. Do not interpret tliese references to tlie record as an indication of self-satisfaction nr complacency. In the first nine months >.t I960, Detroit IKeset supervision described more "Unsafe Practice Observations" than .my single year in "U.P.O." history. Tlic ober realization and reflection tint ac companies page after page of recorded unsafe action* received each month makes complacency impossible As you know, the first of (he seven General Motors "Basic Principles of Safety" emphasizes active top management support It might interest you, therefore, to hear the reaction of three members of top management at Detroit Diesel relative to -U.PXX" Mr. Eugene Kelly, works manager, has said: "Unsafe Practice Observations are the backbone of our safety program. One half of safety is awareness of unsafe actand unsafe conditions: the other half i* prevention and precaution. These two need* arc fully met by unsafe practice observa tions as we use them." Prior to the discovery ot Fernando's Hideaway, we at Detroit Diesel did not have this awareness of unsafe acts that Mr. Kelly mentions. We were forever locking the bam with corrective measures after the hone had been stolen, after the accident had liappencd. Today, we believe that "U.P.O." locks the bam before the accident takes place. Mr. John McKenna, production manager, stated: "Our safety record in the material <livision, wc .feel, has been exceptionally good inasmuch as we have had but one lost-lime accident in the past seven year*. We feel that tills is unquestionably due to our constant observation and correction of unsafe practices." Mr. Stanford Varblow, chief inspector, declares: "The use of the plan has made every member of the Inspection Division a more active member of the `safety team*." ,V little over two years ago, 1 attended a meeting with George Humphrey, safely director, at the Cadillac Motor Car Div. During intermission I told George of our "U.P.O." success story on five years of experience. The question was raised: "Will `U.P.O.* work in another General Motors plant whose operations are vastly different than those at Detroit Diesel Engine Divi sion?" If this same question is in your mind, the answer U: "You will never know unless you try it." f'VFPif Motor Car Div. did try it. Cadil lac titled their program "Before The Acci dent." At the present time the energies and talents of over five-hundred supervisors arc being successfully employed is dis covering the unsafe actions of Cadillac's Fernando*. Do you recall our concern bade in 1932 as to the potential numbers of unsafe actions that three-thousand employee* might tutoMoHve and Machine Shop Section ia cuuiccn utvmii*; Do jou recall that Detroit Diesel supervision uncovered ever 15,000 unsafe practices in seven years? it therefore should not surprise you that supervision at Cadillac in six months un covered 9.466 unsafe practices. When I received those figures from George Hum phrey, ( phoned my thanks and asked him: `George, three >cari ago if someone would have had the nerve to make a statement to the effect that dose to 10,000 unsafe actions and unsafe conditions would be discovered iti your plant in a six-month period of lime in I960, what would you have said?" "1 would lave had serious doubts regardmq his sanity," was George's reply. Cadillac with thetr "Before The Acci dent." program is experiencing the same unexpected phenomena that we experienced it Detroit Diesel with "U.P.O." I am talk ing about the enthusiasm that all levels of supervision have for this "do it themselves" safety approach. Typical of several top management testimonials to their new safety concept are the wordj of Mr. R. L. Pratt, assistant superintendent, final assembly. Mr. Pratt said: `AVe at Cadillac for many year analyzed all accidents. Not just the major or serious accidents, but also the minor scratches and cut*. Every hospital pass wc investigated with reports, charts, records and statistics. We *ttll continue this after the accident activity. With the `Before The Accident' approach, we feel that we are preventing accidents before they happen instead of analyzing an accident after it happens." George Humphrey sums up the Cadillac adaptation of "U.P.O." in this manner; "Our `Before The Accident' program has greatly contributed to a gratifying Fre quency and Severity record this year at Cadillac. In addition, we went four months --March, I960 to June, I960, inclusive-- accumulating over 7,000,000 man-hours worked without a single lost-time accident" Incidentally, t might add that George has net up some spirited competition between participating divisions, wherein the total number of items submitted per division i >Ji\ ided into the number of man-hours worked within the division. Supervision m ihc material control division are currently submitting the amazing average of eighteen "Before The Accident" items a month per supervisor. This competition between divi sions must be working when you analyze the fact that almost 10,000 potential acci dents were prevented by Cadillac super vision in six month*. This i* forcmnnslnp motivation at its best. The Frigidairc foremen participation pmgram is titled "Job Observations." One oi Frigidairc's plant managers came up with the idea. Although Frigidairc had ncur heard of "U.P.O." or Fernando's Hideaway, they discovered that they had their shard oi Femandos also- Frigidairc reports over 1,000 "Job Observations'* per month. Ml plants have their share of Fernando Hideaways. Our concern should be to dis cover them. Frigidairc, Cadillac and Detroit DivO iipervition are aware oi the fact that people with -til their human dtorlcoming* will ;>crionn unsafe acts. This awnrenc`s, coupled with determined action, definitely prevents accidents. it would he ttio.-l plenum ii. conclude the story .i '`Fernando's Hidcawaj" with the wards: ":uvi a* a result of the `Unsafe Practice Observations Program' accident* ceased and they lived happily ever after at Detroit Diesel." Of course, this U not the true ending. All of us know that there will never come a time when anyone can say: ``Tins is it . . . now all accidents will cease." We do believe, however, that "Unsafe Practice Observations" have made Detroit Diesel a better and safer place to work tor our employees, I wish to thank you lor your attention, and I sincerely hope that you have been given an idea or two dmt might be of value to you. 7 1961 Xaltoihil .Vif/r/v i niujrt-s.< TRADIN' POST Presiding: LEWIS R. MORRISON, Corporate Mgr.-Safety, ACP Industries, Inc., New York City. I BOB REEVES. Mgr.. Safety Services Sect., Ind. and Comm. Relations Dept., AllisChalmers Manufacturing Co. Subject: Safety Modifications of Standard Push-Button Controls Here are two gimmicks on push-button Controls that vve have made standard at our West Alii* Wr.rk? ami which may be or interest. Overhead Doors -- Xurmal controls arc "Raise, 1-ovvcr, and Stop," momentary contact push button* permuting the door to he Stopped at any height. Tins i tough on doors, and possibly personnel, from dis lodged loads when clearance is misjudged and door i Mruck by a truck. We corrected this eaiure by eliminating the "Stop" button and requiring the "Raise" control to be automatic. (The latter is standard on many units.) U'nder this ar rangement. a single actuation sends the door to its top height with no way of over-riding or stopping it. The "Lower" button requires continuous pressure so the operator rmi-t *tay at the control where he can make sure no one is caught under the lowering door. Removal of pressure on the "Lower" bu*on stops tire door at any point Or course, it's possible to bring the door hack down to less than maximum open height on cold days, but we have found no tendency to do so. Electric Elevating Platform--These arc normally equipped with both a flooroperated set of controls and a platform set. If the operator leaves the platform while in up position, it is possible for a person n the floor to bring the ptatform back to the floor, (caving the upper man stranded. Also, the platform could be moved while in ue. We require a selector switch on the platform control by which the operator can lock out the set of floor controls so the platform cannot be taken away without hi? knowledge. These are both simple wiring operations that are easily accomplished. We And that several hazards have been eliminated by requiring them as standard hookups. 8 Automotive and Machine Shop Section II CLARENCE E, JOHNS, Safety Supvr., Canton Works, International Harvester Company, Inc. Here arc two ideas that we have liv'd with sitcees* for the past year. 1. Captive wrench tor acetylene c> tinder.*. The assembled unit is attached to the acetylene cylinder under die regulator mounting nut The wrench has the distinct advantage in that it is always in place when it is needed. 2. Replacement ior oil cans. Oil cans may caa*c trouble due to puncture wounds The can may he damaged easily. We have replaced our od cans with plastic containers, such as liquid detergent bottles. To make them into an oiling unit, we merely drilled a hole in the cap. The bottles are economi cal, easy to replace, remove an injury twitemial. Even more important, our em ployees like them and they become quite proficient with them. Ill E. SKINNER, Safety Administrator, St Louis Assembly Plant, Chrysler Corp. Subject: Trailer Safety jacks at Shipping and Receiving Do '<* This is one -olution to a problem that I think we have all had in the past. You've noticed the different methods that are used for Menriac the trailer* when they come m to they won't jump up in from when the fork lift goes in. We've made a *et of jack? that we secured to the face of our loading d vk r receiving dock. These i.tcks swing out when the tractor or the trailer come* into place, They can be raised ir any elevation. One problem--aluminum trailers When we first used these, we were bending the structure underneath some of ihe aluminum trailer*. Tn eliminate this, we put on a tvv*d adapter which covers more ftf the trailer surface. iv H. L. KIRK, Mgr.. Personnel and Safety, ACF Industries, Inc., Berwick Plant. Subject: Air-activated Safety Gate The walkway leading from one mi ihe doorways of one uf our buildings (Freight Erection) is located beneath the truckcarrying crane which travels past this door way tu supply trucks to the track. Due to the usual amount of noise in this building, and the fact tha - crane is overhead, workers stepped uirough the doorway 9 IVfiJ Xaliimot Safety LKnijrcsi tin-city Lrncmii tl<c pas*me crane, hi order io eliminate tilt.* hazard, wc installed an ..\crltead air-activated drop gate. This gate consists chiefly nt' a round bar tram which is suspended strap* ot abe*to*. When tin crane near* the doorway, contact is made with a third rail, which energizes (he nir-activated piston, which in turn cause* the drop-gate tu lower, The asbestos straps on the gate arc approximately 2/ feet long and swing Ireely on the bar from which they arc suspended, so flat if a worker should be immediately tinder the fate as it drop*, he would not sustain any injury. V E, JAMES, Safety Dir., Sunstrand Corp.. Rockford, til. Subject: Relocation of Cooling Fans Our ;ur circulating t':m* mounted cm pedestals were being placed in hazardous location* such a* aisles and other areas having heavy traffic. Our hydraulic division's plant engineering department picked up this problem, studied it, and solved it this way. They removed the fans from their pedestals. They then placed the fan* on permanent mounts which had been attached lo selected building columns. The building columns used were hose e!ected on the basis of air movement needed during the hot summer months. This change not only removed a serious injury potential, it also eliminated a lot of controversy over who was going to u*e or [lace the fan. VI J. K. SKJPTOtf, Safety Supvr.. WfCM Div.. ACF Industries. Subject: Shaving Shield on an Engine Lathe A shaving shield on an engine lathe pro tect* the operator from flying shaving* thrown off by the chuck jaws or the re volving work. The principle used here U a curved horizontal 12-tnehes-widc shield on roller Waring* tlut can be pushed left or right on a H inch by 2 inch angle iron track the length of the lathe carriage. It can be pushed over the engine housing to the operator's left when he needs to chuck his work or to his right clear of tool post. The operator uses the shield as work dic tate* and at whatever point needed depend ing on location of the cutting toot. It ha* a removable plexiglas window to have work and tool visible. Where a coolant is used, it contains it within the machine. The skirt on back of shield under the A inch angle track protects adjacent operations and help* balance the front overhang. The roller bearings make it very easy i,,r the operator, with a fingertip touch, to move the shield freely wijhnut interference UU production. The shield lias been successful in pre venting bunts and other injuries from the dying chips. 10 .iulomotiv* and Machine Shop Section VII ARRON COX, SupVT.-Safety A Fire Prevention, ACF Industries, Inc., Albuquerque Div. A. Magnesium Extinguishing Powder Cart This piece of fire protection equipment is basically a gardr. and lawn cart with an attached lid and leg tray. The Ud is attached C. Magnesium Scrap Cans The magnesium scrap ran tv a safe means of controlling tuugue-ium *cr,p and in providing a system of control for the fire potential Involved in m.aqneriuni scrap within a plant area. The can is made of J-a-inch steel plate. It is J6 inches deep and JO inches in to disallow rnntaminalkm of the extinguish ing powder with metal chip* and other debris. The teg tray is added tu the cart tu support a 2X shovel blade white the shovel handle rests on the cart handle. This magnesium fire extinguisher has proved to be a very useful piece of equip ment. It is very portable, holds 50 to 60 l>ounds til extinguishing powder: the wide opoing of the lid makes the powder very accessible, and the 2X shovel provide an Timple amount of powder plus being a use ful tool to remove burning particles and for clean-up operations. The Cart and shovel are both painted red and marked "FOR MAO FIRF.S ONLY" in white letters. It. Crane Hot Line Lights Two red lights extending frutn a 440 volt to 110 volt transformer which is tied directly in line from the crane power supply act as caution lights to crane operators and maintenance personnel. There are two hot line stations on each crane circuit mounted above the crane rails, and arc clearly visihte lo the crane operators and other personnel. 'Hie hot line light* are tint used to indi cate the crane power line hot or not hot, hut are used mainly as caution indicators and disconnect monitors. diameter. At 90 degree segments there are braced 2K"iuch pipes extending 5 inches irum tlie wall ol the can. With this con struction, should a fire exist in a magnesium wrap can, a lift truck or crane can easily ami rapidly remove (he ran to a safetyarea without danger of the burning magne sium being contained in a shop or spread ing it about while attempting to remove it from a shop area. While a magnesium scrap can Is In a -hup, it is provided with a lid nude of rutled one-inch angle iron and 1/lb-inch -beet steel with a large handle attached to the lid center. The lid-is basically used to disallow scrap contamination with other materials and tu hold back the fire potential from cigarettes and lighted matches. D Lever Drop Lock The machine lever drop lock was installed t.n an engine lathe housing between the high and tow range back gear lever posi tions to prevent accidental range speed change of the back gear. The drop lock is set on an angular plate with .-in offset pin in the drop lock arm base tu always cause it to be extended. In order to change range 11 lVr,f X-iU.'iuii Vn/'r/y ('.tnijrest pccd*. >t twnnif neee*ay to rate the ilmp li<k ;mn before repositioning or the b;uk gear Iwrr c.-in lie obtained. Thc drop lock nut only acts lu prevent .wcidental cliange of the lever but also i< t reminder to the lathe operator that he t* changing operating speeds. In the ease of tliis installation of n drop luck the ratio of speed cliange wa* about K to 1. K. Special Welder's Glove glove designed to meet a dual purposeTo allow operator* of automatic welding equipment touch control and positive feel of the equipment'* operating panel and to safeguard against ultra-violet ray* causing damage to tlte operator's hands. The glove hand is made of thin goat skin to which is attached a heavy- five inch leather gauntlet to provide protection be tween glove and sleeve. F. Welding Snood A welding snood, made of black wool, is used to prevent ultra-violet ray burns to tlic back of the head and neck of welders working inside of cylinders and bowls of bright metals where reflections are pre valent. The welding snood is made to be attachable lo live headband of the welding helmet easily. There are only two snap (took* involved in the attachment. Along with use of the welding stood, the welding helmet is equipped with a fresh air plenum to supply the welder with a i-iin-i.int upply of filtered fresh air removing p**ible heat, smoke, and fume problem*. ' > Fire S\*trm Indicator Board The piin<o*e of the fire system indicator (.ini i> it. mark attention lo any pan ot the plant `prinklcr and fire main system tliat may be reported non-operational With the marked attention to a noo-operational part of the fire system, the plant security force and the plant fire protection section can maintain a closer vigilance over the indicated section, and be prepared to operate under a secondary system ia advance sfaoetd it be necessary. The indicator board is a pboco copy *.t the drawing of the plant fire protection and sprinkler system. The purpose of the pfateu copy is to reduce the beard to a more tunable size. In this aw e w* reduced from a drawing 36 inches by L26 inches to 14 indies by 34 inches. The photo copy was marked with colored indicators to represent the varioas valves and equipment of the sy*n and nd 12 .-fu/ojunfttv and Machine Shop Section mdicittur wa numbered or lettered to t'trrcspond with its actual valve or equip ment. Hydrants arc indicated by a fluores cent green triangle; sectional valves on the main are indicated by a fluorescent orange quare, and budding sprinkler valves are indicated by a yellow circle. The fully indicated and marked photo copy i* mounted over a plyboard back and under it piece of clear plastic glass. Below each marked indicator a 1/16-inch hole i* Irilled through the mounted board so that :t non-operationa! indicator could be placed u needed. Tlte non-operational indicator, a round fluorescent red plastic tack with a 1/ 16-inch shaft, is placed in the mounting hole or the corresponding non-operalional equipment The easily noticed red indicator when placed on the board becomes a cautton notice that a part of the system is nrmjperational. A procedure requiring the reporting of any change in any operation of the fire protection system, either repairing, een-truction, testing, etc., to the plant security force and plant fire protection section i* tlie first step of functional \alue for the liable purjvise of the indicating board. VIII WILLIAM F. PITCHER, Safety Administrator, Kokomo Plant, Chrysler Carp. Subject: Limit Switch for Electric Carts We found that the employees using an electric cart had a tendency to ride with their foot out of the left hand side of the cart. This practice resulted in a four-day lost time injury earlier this year. To eliminate tliis source of injury', we substi tuted a limit (.witch lor the ignition switch. The limit switch is located on the left floor board. The employee must keep his left foot on the switch to maintain a closed circuit so that the cart witl run. This i- a simple change and cost us about $13.00, IX MILTON RATHERT, Personnel and Safety Dir., Hages Hinge Co., St. Louts, Mo. Subject: Metal Drum Check and Disposal Our metal drum* through liard use betome ragged or torn at the top; and. as a .onscqucnce, created quite an injury poten tial. We frequently had difficulty in remov- mg the ragged drums from our operation due tu the fact that as soon as they were empty, they would be re-ued. The proce dure we set up to eliminate the re-use of bad drums consisted of; 1. Having ottr >afety engineer mark a yellow X on the tom or ragged barrels he tauniL 2. The foreman sends all barrels marked with an X at soon as it is empty to the scrap bin. 3 An electric magnet is dropped on the drum, thus removing it from further use. A. CAVANAGH, Safety Dir., The Budd C., Inc., Detroit. Subject: "I'm a Bug" \\ * had a problem. We went through j period which many of you have gone hr ugh and many of us are starting to ba;k mu of--a process of changing ;* pie on j-h*. of nenutis individuals, win* ,**e unsure. In short, I'm saying we went through a period of a potential grave hazard, the changing around of people within a plant. We had tried quite a number of things, the same things that I know most of you fellows lave tried--posters, "Safety livery- 13 1961 National Safely Congress where . . . All the Time," "Knowing is \'ot Enough," etc. Wc had posters ai] over the plant; wc had safety committees: everything you ran think of, but we still hail a problem because these things had been used- They were no longer new. i had a brain storm, and this is my baby, lie did ,t terrific jnb for us to four of our Itudd plants: and, because he did a terrific job, we want to hand him to you. The program is entirely new, is attention getting, is talk-inspiring, is interest-arousing and includes everyone from the president to the newest sweeper if you want to make it do so. Our program follows four basic steps. Wc call this the "I'm a Rug' program. I called together my executive plant safety committee, and I proceeded t> mate them 'Tm-a-Bugs." This little character, `Tm a Bug." is symbolic. Here's the idea. I'm a hug on safety. That's all he is, and it is easy to guess, but you'll be amazed at the number of other answers that it generates as you unfold your purpose. I called this executive safety committee together, and ! proceeded to outline to them the four steps we would follow, and i made them "I'm a Bug" simply by putting on ihctr lapels an "I'm a Bug" pin. They became at that moment a bug on safety. Then, we hit the personal side by saying. "Fellows, as executive saieiy members, you are now bugs on safety and >ou are the stepping stone in our program that is going to take four weeks to cover. In that time you must, to make the program successful, follow implicitly the outline. By that, 1 mean for the next week you cannot tell anyone what that pin means. You have only une answer. The guy conies up to you and says, '"I'm a Bug." What's that about? What's it mean?' You say, `You'll find out"* You know, that came to be a watchword overnight "You'll find out" Pretty soon everyone was saying, "You'll find out" During the first week, our executive safety committee, comprised of our top management in the plant, including our plant manager, wore pins that nobody knew anything about The following week, wc conducted our monthly foremen's meeting, and at that meeting we decided to bounce this program to them. We made them `Tm a Bugs" simply by handing them the pin, telling them to put it on, wear it all the time you are in this plant Further, don't tell nn>body what this is about; just say. "You'll find out" At the end of our second week with all our foremen and alt our executive safety committee wearing this pin, there arts no one who knew what it was all about except the wearers- We had a lot of curiosity aroused in our plant At the beginning of this program, the first poster appeared on a Sunday afternoon throughout that plant anywhere there was a spare piece of blank wadi, poster board or anything else. That poster appeared on Sunday afternoon with nobody in the plant People coming in on Monday morning or Monday afternoon or Monday's third shift, every where they looked they saw as "I'a a Bug" staring at them. And it was **tk*d about. The second week, as far at the employees were concerned, foremen were wearing the *mc pins that were appearing ail over the plant on posters. During the third week, our instructions to our foremen were that they would receive as many pins as they tud employees working for them. We told them. "Wc want you to make your people Tm-a-Bugs.' This is how you can do it. Y<!U can make an "I'm a Bug" out of one of vour employees if you see him doing m meriting about which you have cautioned him and he is doing it right and he U doing it safe; or, he comes to you with an idea to prevent an accident in any way or form. We don't even care if it's a good idea or a lousy Idea. As tong as this mas ts think ing and has an idea that is acceptable or not, he is thinking safety. He is a bug on safety. Make him an `Tm a Bug." Tell him why. and tell Him don't divulge it but 14 ilutoinolivc and Machine Shop Section say, `You'll find out' to any employee that asks him who is oot wearing an Tm a Bug.'" Most important we had people talking, .usd we had them talking about something that, to them, was important. Those in the know thought they were pretty sharp. Those who Here not in the know, we double crossed; we rcslly double crossed them. At the end of that third week, I seat a 'etter to all employees in our 6,000-man plant and this ioduded our officers. The letter stated: "We suspect that the Budd employee in your family has already let jou know about the little fellow, Tra a Bug.' He has become well known to all our people as Tm a Bug1 bora at the Budd Company's Detroit plant less than a month ago. He gained immediate acceptance by ail who met him. In the campaigns he has been conducting, he gained scores of followers every day. "The only way in which we can describe him is to say he is an idea which has grown into an altitude and that is what an Tm a Bug* is. Tm a Bug* simply means I'm a Bug on safety. 1 am such a bug on safety that I am constantly alert lor those things that came accidents. Since most ac cidents occur because someone does some thing wrong. I'm always taking a look at the way 1 do things. I'm finding ways to do them better and more safely. I believe in bugging other people too if I find them taking chances, but such an idea is not confined to work out at the plant* "A fellow's wife bugs hint until he cleans up that fire hazard in the basement, gets rid of the tripping hazards on the basement stairs, puts a new bulb in the dark closet, and many more too numerous to mention; but wc cut retaliate by pointing > that matches should be placed ou: o: reach ot children, high heels should not be worn on highly waxed floors, the radio hould not be played in the bathtub and ycu know how it goes; but, when it comes to being a bug on safety, just think how we bug our children, teaching them to cross the street safely, teaching them to ride their bikes safely, and teaching them to live a full life safely. "The Budd employee in your family is probably wearing a bug pin already. It waa given to him by his foreman in recognition of a fact that the employee believes in and practices safety. (Here comes the double cross.) If he hasn't received his pin yet, maybe he hasn't earned it by using safe practices." I never heard such repercussions as wc leceived from that letter. We had women calling, "What's my husband trying to do. kill himself over there? Does he practice safety, docs he want to get hurt, can you control him? Make him do it." We had men coming into, my office, the plant manager's office, and the nerintendent's office sa>ing, "Look I want a doggone pin. I don't want to get hurt. What's this tiling all about?" That was the fourth week. These letters went out at the end of the third, so we told our foremen rite plan of operation for the fourth week. The last week you have about -40 per cent of your people who are not 'Tm-a-Bugs." As yet, they still don't know what it's all about until they read that letter. Sow, you take five minutes and talk to every man who doesn't have a pin n. Explain why. You watched him for weeks trying to find one thing right that lie was doing safely. One little extra thing or the fact that he didn't come to you with anything concerning a safety idea. Explain to him why `Tm a Bug" is important. Now you give him a pin, join the group. Become a bug on safety. We finished up those four weeks and very trustfully not bwan*e of my effort*, but because of the ettorts ot our iorrmen who ran this and the employees who loved it. We had a far better program, far mure results, far greater and far rcaclung results than we cwr would have anticipated. The Greater Detroit Council i> now handling this program. It i available to ,, /u, They ui turn arc going to make a isttle bit of money on tt. not much, and hey are going to use it for civic project*, i-hir-ng the week, our foremen received their pins. One foreman in our tool shop had at home a little six year old daughter, who .tsked,"Daddy, What's the pin about?" So, he told her, "This is an Tm a Bug* pin. The safety man gave it to me over at work n>day, and Tm supposed to bug people on being safe so they don't get hurt. That IS il I0t>t Katwmil Safely Coityrexi means I've got to watefi what they are doing. I've got to get them to work safely,** ;ttid with that lie closed the subject He came up to my office on the second d.y. He said, "Look, 1 gotta have another pin." 1 said, "Only one to a person. That's what ne agreed. Unless you can give me one whale of a good reason that you have to have another pin, that's the only one vmm get." He said, "Okay; my little daughter took that pin to school with her ;uul she wore it, and the teacher wanted to know what it was about. So she told him. 'My Daddy got this over at Budd Company and lliai means he is a bug on safety. He's sett* watch people and he's gotta bug them <mx safety.' The teacher took the pin and put the class to work, and she proceeded to copy that little guy up on the board as closely as she could and from that day on, she started teaching safety to those children for just a few minutes a day. They be* came Tm a Bugs.' 'Remember, when you go home tonight, I'm a Bug on crossing streets. Remember tonight, when you go home and you play. I'm a Bug when I'm riding my tricycle.'" There's a big wide open field. It's quick, short, inexpensive probably less than ten cents per employee, and t hope if you use them that you'll find the results even better that what we did. XI ROBERT H. CROSS. Supvr.*Safety. Ternstcdt Div., General Motors Corp,, Flint, Mich. Subject: Band-cutting Toot A* a result of an employee suggestion, a workable tool was developed for cutting Linds on carton materials and coil SteelI'resent method* of cutting band* i* to uve '"me object, usually a hinge, to support bund and to hammer band until it breaks. When cutting shears are furnished to the job, they disappear in a few days. The tool dcvc!o]>cd as a substitute is much safer, i not attracted to other uses, and remains on the job. A hardened drill rod is split, welded to a ?4*ineh pipe, and threaded for coupling to a handle. The tool is slid over the band, backward and forward motion being used until the band is sheared. XII HARRY A. HARRIS, Engineering Safety Coordinator, Farm Equipment and Re search Engineering Center, International Harvester Company, Inc. A. Test Engine Safety Gamp Tlie metal baud* used to fa-ten our engines to skids were replaced with safety damps to reduce the hazard of baud cutting. The safety clamps fit "it and become |<art >( the skid. It is fastened with a spring loading nut, which secures the engine tu the *kid. The clamp can be moved back and forth along the skid to give maximum use it. spring Loaded Drum*--Good For the Ust Drop fJrums on storage racks frequently have h. be tipped to empty the fluid. We put a spring loaded clamp on the rear of the drum. When the drum is full, the spring is down. As the drum empties, the spring raises the rear of the drum enough to allow tbc drum to empty as desired. 16 Automotive mi Machine Shop Section XIII K. ., LEWIS, Safety Engineer, Delco-Remy Div., General Motors Corp^ Anderson, Ind. Subject: Center Post for Tumbler Thi* idea it for the employee who get* hi* clothing caught on the outside of the tumbler. The idea involve* lidding a center post in the tumbler with a bolt attached. A nut L attached to the cover. Thi* allows lie ltd to be fastened at the center, thereby eliminating the protection* i.n the tide of the barrel. XIV R?LE,HT BEESON. S"PV- s*l'<r *"<< Tr,ini,,t. Perfect C.Veie Corp.. H,,ere,own Subject: Fluorescent Tube Disposal Our chief electrician *'.vn the need t*r a way to dt*po<e of used fluorescent tube*. We had been placing them in a dmm and hauling them n> the dump. \* tic began using longer tube*, tin* wa a real problem because of breakage and the tube* being difficult to handle. The machine i*. placed `-ver a steel drum for the broken glas* to drop in. Wc require the men to wear eye protec tion and glove* when operating thi* machine hut have had no trouble with it. It realty doe* the job. XV PAUL KRAMOS, Chief Safety Engineer. Butler Mfg. Corp., Kansas City, Mo. Subject: Safety Trip Bar for Plate Bending Rolls An emergency safety trip bar was tie* signed and installed on a Vi inch by 14 foot plate bending roll. This roll was originally equipped with an air cylinder operated end cap and interconnected top roil lifting mechanism. With flight modification*, thi* safety feature can be adapted to other makes and styles of rolls. The heart of the mcclianism is the limit switch installed above the trip bar at the center of the roll. The "up1', or normal, position of tiie lever on the limit switch ha* the upper contacts closed ami tlie lower contacts open, fn the "up'' position, the con tacts are in series with the "stop" button on the magnetic switch foe the motor. On the "down" position, the contact* are in parallel with the "down" button for the solenoid operated 4-way valve which op erate* the end cap. The safety trip bar lias spring plungers Mow and stop bars above to balance the weight of the bar and to prevent vibration 17 /W National Safety Congress Automotive and Machine Shop Section from tripping it. When a foot is placed on controlled by two push button stations, one I ferent contact conditions although the volt devices. You may be sure however that we the bar, anywhere along its length, the top -it each end of the roll After the satety age in the circuit is consistent throughout, carefully insulate both of his hands and both contact of the limit switch is broken which tnp has been operated, it is necessary to 90 volts. You notice that when T touch the of his feet from the contact in this demon breaks contact on the motor starter holding push the "op'' button at one of the two two contacts together the needle swings to stration. coil and stops the motor. As the bar goes nations to dose the end cap or the roll. -.bout 100. These wands tliat t hold arc now con on down, the bottom contact of the limit Then ihc "start" button can be pressed to switch is clo.*cd and the solenoid on the close the magnetic starter circuit and start Nowr as I gingerly hold these contacts nected into the circuit supplied by the light with the fingers of each hand you will no ing system of this building. The most com 4-way air valve is energized, allowing air the roll motor. tice that there i* a movement on the needle mon form of contact is hand to hand, aero** to flow to one side of the air cylinder. This file approximate c.i*t of this installation but it is not very high. As 1 contact more "nc arm cro>ng near the heart and down forces the end cap from tic roll, and in i4 $i2a material and 125 labor. f each hand onto the electrodes you will Ihc ether arm. Again, the current may en turn through a rod linkage also raises the If additional infnrnntiun is desired, con notice that (here is an increased amount of ter by the right arm, travel down the whole top roll tact Clifford Holt, llullcr Manufacturing flow and as I grip the electrodes tightly with torso and leave by the right leg. or could The solenoids for the 4-way valve, which Company, 7400 East iotlt Street, Kansas each hand I get rather closely to the direct cross over and leave by the left leg operates the end rap cylinder, arc normally Gty 26, Missouri. contact reading that we had initial!'*. .Now the Robot stands on two strips of What have T been doing? The voltage ha* metal, one foot on each and the wands are been constant, there has hern no change in touched to the strips. Now this goes up the interna! resistance in my body and this nr leg and into the torso and down the highly variable shock current h* been pro liter leg and out. This i* the type of shock LOW VOLTAGE SHOCK HAZARDS duced merely by changes in the contact re received by a man stepping from the run sistance. ning rad to the third or live rail of a rapid By T. W. McCREADIE Div. Staff, Liberty Mutual Insurance Co.. Chicago If I were to say that high-tension elec tricity deserves the utmost respect, there would be no disagreement with the state ment. Let's review some of the factors in volved in the injuries and fatalities from voltage less than 440 volts which is usually vailed low voltage and see if some of this respect cannot be extended from the high to the lower voltages. burns of land arm and neck through his leather jacket. He was thrown clear, he came tc drove his car 0 miles to a hospital and then spent 6 months in the hospital recover ing from his bunts. Why did Charles Brown live through an attack by 66.000 volts while the girl taking a bath and many others you have read about in the newspapers die with ordinary house We con now see why low voltage hv5 varies so much from a trifling tingle to . -mere jolt and sometimes to a lethal do.,* of electricity depending ujwn how poor or how good the contact resistance is that con nects us to the circuit. Take a situation in your own heme Un der what conditions are >ou likely to t making good connection to ground and at the same time a good contact to some de fective electrical device? Your basement i a somewhat dangcrou* place bccau*c base ments are damp, but of all places your bath transit system. Now the Robot has both feet on a mclat -'rip tliat represents a wet floor or ground -tdoors and his right hand grasps a wand *e other wand being moved down to the -ictal ttrip. Note this carefully as It is the common way in which people get etec-ie hnck*. Standing on the ground they ike hold of some electrical device that is letective and receive a charge in this man ner. A* yon see, the current comes in through the hand and the current flows down the torso and slips into two branches, one going down each leg to each foot to To illustrate my first point concerning the current of 120 volts? room is the most dangerous. ground. You will note that the lamps on the hazards of electric shock from low voltage The difference between the two incidents If you get into a tub of water you have arm bum more brightly than those on the electricity. I'd like to review two accidents is contact. By the law of electric circuits a very large area of wet contact with ground two legs. involving electricity which were written in called Ohm's Law, current equals voltage the daily paper a short time ago. over resistance. To rephrase this law as it through the water in the tub and piping 'Die question of how electricity kills is eventually leading to the earth. If you han one to be answered more properly by the The first case involves a girl who had might apply to a shock condition we can a habit of listening to the radio rather con write this law* as follows: Current through stantly and had even formed the habit of body varies directly with the voltage ap dle any portable electrical device whatever, medical profession, however, there seem to whether it be a defective curling iron or a be basically two causes paralysis of the res defective portable heater or a defective mo piratory center and fibrillation of the heart carrying the radio into the bathroom. The plied to body and the resistance of that body. tor-driven device or a radio that had fatlen muscles. The paralysis of the respiratory reconstruction of the accident estimated tliat Resistance in turn is dependent upon amount the radio was on the side of the bath tub and condition of body contact. into the tub you may touch a part that ha* center has probably been well proven by hecome charged and your resistance of the the many instances of successful artificial and accidentally fell in the tub and the girl grabbed hold of it to lift it out receiving Current through body body and Its contact will be extraordinarily resuscitation. Tlii* Is a situation in which low. You will get a correspondingly severe manual movement has overcome the paralysis a fatal shock from the standard house cur Voltage applied to body *hock to your body. of the respiratory center. rent Now to illustrate to you how accidental The situation in fibrillation is that when Let's move on to another newspaper item Resistance of body and contact I electric shocks may occur through use of the stimulus given heart muscles by the This concerns a Charles Brown, lineman for an eastern utility, who had been working on a de-cnergized 66,000 volt line, using By means of an illuminated meter and electrodes 1 will illustrate this prbdpfc. ' j common electrical devices we have what I electric current the heart is caused to flutter will cal! a Robot. This Robot is an associ and 'operates so rapidly that it cannot per ate in a uniform, on which are fastened form its normal function and death follows ground chain and all standard precautions. ff you will watch the movement ol the At end of job he removed the chain just as needle on the meter you will sec how modi the line w* energized and received severe current flows through my body aader efif- strings of small lamps. These lamps will show how the flow of electricity would pas* through hi* body when handling defective very shortly. There have been instances of laboratory control. I am told, when the ap plication of an equal and oppoitc electric IS 19 A'rtfumii/ Safety Congress shock lias .successfully stopped fibrillating action, but tlus is only under precisely con trolled laboratory conditions, fn most in stances a heart that goes into fibrillary con traction seldom comes out of it again. Before we go into the demonstration of the equipment which we have on this panel i probably should firs* cover the point that has been made by some people that their house circuit is protected with fuses of rather low capacity IS amps. In this equip ment wc have a 6 ampere fuse and f shall not depend on it for protection. Tn experi mental conditions 220 volts with A amp. lias kilted a cmv and 1 don't feel I am quite that sirone. Now l would like to show you the nor mal grounding circuit usually found in homes. The public utilities ground all their equipment, and the house equipment is usu ally grounded at the meter. I have displayed on this board a variety of lamp sockets very commonly used for different purposes, and all arc plugged into receptacles for operation on the supply line coming to this table. This demonstration is not a criticism of any manufacturer nor of any product. These metallic sockets, for example, arc perfectly safe to handle where the person using them is not grounded and where the live parts inside them lave the insulation in tite manner originally constructed, and have not become defective through moisture or damage. Also they must have been properly and carefully wired so that not even a single strand of wire is carelessly contacting the outside metal shell. To be certain, it is con sidered better judgment not to have brass shell sockets where it is possible to grasp the socket and be standing on ground of any kind. On this next brass shell socket we (save a pull chant. Vou wilt observe that the shock current continues whether the light is oo or off. Please observe that the shock current continues even though (lie robot leaves the shell itself and starts down tite pul! chain. Of course when he passes the insulating link he is in a protected area. We have seen a newspaper article con cerning an overhead lamp in a boiler room in which a wire had been used to lengthen the pull chain and there was no insulating link, Vlien an employee with wet slices attempted to light this lamp he received a fatal shock. The insulating link is not ex pensive but is very important. It is prefer able to have these installations operated from wall switches. The porcelain type socket should not l*c used where it would become subject .to physical damage. On tins next socket with a pull chain the porcelain is an excellent in stallation but any metal on the outside of that socket lends to make that socket po tentially dangerous None of the four sock et* demonstrated thus far should be used under moist conditions. This nest socket (rubber covered, with pigtail) U *>ne tliat should be used where moisture exists, such as in a laundry or basement and similar places. Even though this next and last socket is a safe one, it still requires proper maintenance and care to pre vent damage to it. J observe that the Robolas indicated a shock current. I see tha' die socket i\ damaged. Apparently it wa struck by something and the rubber got tom Now let's consider some industrial appli cations of electricity and the hazards f fixed and portable electric devices. Fir*i well wheel m our facsimile of a 50 lip motor. Any motor this large, of course, is securely bolted in place on a frame. Power is usually supplied in conduit. Installation u in accordance with the National Electric Code, and tlw frame is grounded. However, as m the case of the electric tamp sockets we would like to show you that this motor will operate whether it has a defect in ti or not The Robot will step forward, please, and hold this motor. The motor is operating satisfactorily. This mo tor has a defect in it. The infernal insula tion lias been damaged and has contact with die case of the motor. The Robot will now pul his foot on the grounded ptaic. Note that the motor docs not change speed but that the lights come on. indicating a shock current from the motor through the body to ground. The National Electric Code requires grounding of the metal frame of the motor other through eontmuous conduit connection to ground or separate metallic connections to ground. This is a standard practice. This required grounding protection should be checked at intervals to be certain that it has not deteriorated and become useless as protection. 20 Automotive and Machine Shop Section When we were talking about the contact through ground we frequently mentioned moisture. The Robot and I would tike to demonstrate how little water is necessary to create this current-conducting moist condi tion. Notice that I have now fixed (he ground plate w (hat there is a piece of blotting paper between tite ground connec tion! Out wc luve to the water faucet and she plate on which the Roltot is standing. I will now take about, oh, say a quarter icn-poon of water and place it in the holes on the top plate on which the Robot i* -landing, (At this point the lights on the Robot come on gradually.) You will notice that not much water was tt-ed and ' there is now a complete ground circuit in operation. At this point it might I* well to mention that several studies made at a munition plant during the last war proved to their satisfaction that concrete was a good conductor for relief of static charges, -o let u. for purposes of electrical installa tion*, not consider concrete automatically as insulation Wooii, rubber, leather arc con sistently better. I luve heard of instances where multiple deaths were due to electric shock because trie person or persons observing the initial accident rush to help without taking proper precaution of disconnecting power or in sulating themselves from the shock current. One incident (hat conies to mind is the one tliat occurred a short time ago in a coat yard where a coal loader which operated on 220 volts was being moved to a new lo cation in the yard by two men and in the mamtever the supply cord which had not lieen disconnected was twisted in such a manner that the frame of the loader be came charged. The two men were instantly killed and two others observing the accident ran over to lend assistance and also were killed. There also has been a recorded instance of an employee teaching another employee how to operate an electric drill, the drill was de fective and while the men had their four Itands on the drill their feet touched a grounding source arid both were killed. In talking about electric drills, let's see ur expensive half inch drill so that wc may demonstrate the addition of a ground wire and the benefit which can be derived from such protection. As I said on the sockets and as I have repeated, when man ufactured the equipment is in good order and is safe to use, but through abuse, mis use, moisture or some other contaminating influence the rase of the machine ran be electrically charged. Now you will notice when the Robot holds this drill it continues operating regardless of tlie fact that it i* defective and some current is passing through the Robot's body. Let's change the equipment so that we can demonstrate the benefit of a grounding 'levtce. Now we arc placing this ground wire on the frame of the drill and we will plug it in o that it will operate. You no tice that a fuse has blown and that the lights cm the Robot did not tight up. Through the u*e of thU ground wire wc provided a path tor the electricity which wa easier for the electricity m travel m than through the body of the user Check votir equipment to make certain that tlie additional wire which ihe manufac turers are supplying as standard equipment on portable toots is always used for a con tinuous circuit to ground and is not being considered as that "little pigtail that is in the way" and is snipped oil. It is a life saving feature that can only save a life when it is utilized, To summarize: control the situation of one hand on a faucet and one hand on a bare pull chain--gel an insulating link in those pull chains, jf you cannot put in a wall switch. Electrical device* used in the bathroom should not i* near the tub, that is tlie point of the maximum low resistance con tact. Portable tools should be grounded, ex tension cords .should have a third wire so that they can carry tlip ground back to the proper location when a portable tool is u.-*d at a distance from the socket, large portable machines should lave polarized plugs so tliat they cannot be used without bring grounded first--like this type of out let. (Hold up polarized plug). Electricity can continue to be your best servant if you do not let it get to be your master. Use the protective devices available, make sure that alt others do too. Spread the gospel tliat electricity should lave re spect whether it's high voltage or whether it's low voltage. 21 POWER PRESS AND FORGING SECTION HOW POWER PRESS OPERATORS GET HURT By E, D. SALLEE Mgr., Safety A Industrial Hygiene. American Can Co.f New York City F.vcn to a neophyte in the business of attempting to improve effectiveness ,f a lower press safety program, the title of this presentation may seem somewhat trite IHcryone vs ho has seen a power press in use undoubtedly has some definite ideas of die ivpes of personal injury hazards involved, lid how the pre operators might get hurt iiule<s effective preventive measures arc u-uniained it is probable that most such opinions are *..riect. W certainly isn't difficult to arrive at the conclusion that getting hands or lingers tinder a descending press punch can result in tragic, bloody injury. This is the picture, apparently, that commonly enters the mind luring everyone's first consideration of power press safety. But this is far from (lie lomplete story*. Keeping hands out of the area between a punch and die is of cardinal importance. However, it is only oik of a "real number of aspects that are essential in a good power press department accident prevention program. American Can Company has been both a manufacturer and a user of power presses for the past sixty years. We have learned a ;reat deal about power press safety during that time--and there is much more to be learned. A check with several other major vvers of power presses indicates that their accident facts, and development of prevenlive measure*. clo*ely parallel ours- Sharing I this experience may spark v<me ideas on Itow you may improve your accident pre vention effectiveness. The purpose of this presentation, therefore, is to review the facts about causes of accidents among press department workers m my company. From such analysis we get pertinent and helpful information on who gets hurt, where they get hurt and how badly; and most important, how and why they get hurt Facts on these salient points then lead to logical steps on how most ef fectively to about eliminating the causa tive factor* The study covers al! power press de partment accidents reported in our metal operations last year. Some 2310 of ih* presses are for punching out and forming the end* fur metal cans at rates up to 400 -trobes per minule, About one*tlurd of tlie*e are automatic, the operator's main task twing meretv to keep the feed hoppers filled with stock. About 2000 of the total number of operators work at either semi-automatic -ingle-action presses in which the plate is fed and positioned by hand and the press activated by a foot treadle. Plate fed into the presses ranges up to Z4 gauge, although (lie bulk of it is in the order of 0006 to 11.000-indi thickness. We consider cur presses well-guarded, Each of them is provided with a point-of- nperation barrier, the flywheel is totally en* closed and there are no exposed gear* Where th* point-of-operation guard >* the hinged type it is connected to an electrical interlock to shut off power when the guard is open. Die blocks and appropriate tools for cleaning scrap or "jams" from the dies are provided with each unit. Scrap and product ejection or stripping is automatic whenever th' * practical. A great deal of time, effort and money has gone into the attempt to make the presses free of significant hazard. We are convinced tlut this has paid off. Despite this, however, we are far from satisfied with our press department injury* rates. In view of the money and effort spent toward eliminating hazards, it is sometime* a little difficult to explain why accident cost* and frequency rates are not lower. The answers, of course, can he found by digging out the accident facts--the causes or reason* for the accidents that result in employee injuries. In this quest for accident causes it would sewn only natural to turn to the persons who are closest to the operations--the press department foremen and their long-service employees, One would think, certainly, that 22 Power Prest and Forging Section the individuals with many years of direct un-ihe-job experience would have some dear-cut opinions on who gets hurt, how and why. We find, however, that even among these experienced specialists there it divergent opinion. The operators and mechanics them selves are prone to attempt fixing the blame oa the machine, the materials and tools furnished or the working conditions, but rarely on the possibility that they made an error or committed an unsafe act. The fore man. on the other hand, has a tendency to over-emplustze employee shortcomings and generally play down any unsafe conditions, vtnee admitting to the latter would be largely self-criticism. On many occasions we've asked press de partment foremen for their opinions oa the greatest sources of employe* injuries in heir respective departments. Despite the fact that their departmental accident records were essentially the same and the equipment and work conditions practically equivalent, wc ii'iully get varied answer* to this question. The following opinions are typical: "Operators swing the guards away and stick their fingers between the dies to rl**n them oui, rather than using the picks or tongs." "Mechanics neglect to use the die blocks", "Operators now-a-days just aren't care ful". "Operators 'jimmy* the limit switch so they can open the guard with the press still under power. Get jimmy-proof switches and we won't have any more injuries". "Despite all the care taken to assure good clutch maintenance, brake motor maintenance, etc., once in a blue moon something goes wrong and we get a `re peat'. Eliminate repeats and you've solved the problem". "The mechanics get in too much of a hurry and put their fingers between the dies before the flywheel has stopped, even though the power is turned off. The press repeats and they get hurt". "The set-up men often wont to try out the machine before replacing the guard. Make sure the guard is always replaced before the power is on or the flywheel can be moved, and you'll have no accidents". Most of these are good observations. Even though they're varied, they have one thing in common--there is universal concern for prevention of the exceptionally severe in juries, the bloody and tragic amputations. The eases in which descending dies chop off hands or fingers are the more morbidty dramatic or spectacular type, and it is natural for these to stick in the supervisor's mind. But these are certainly not the complete problem. If press department supervision's preventive efforts are limited to forestalling 'ueh injuries, largely neglecting the myriad* f other potential sources of accident;, then trouble in large doses is bound to result Anv rrally successful preventive program must lie well-rounded, and it must be based on t-ict. The general impressions related by individuals, even those with direct work experience, can be misleading. Accordingly, we have made extensive ef fort to establish the facts about our accident prevention needs. We find that proper use >f past experience is a major aid in getting the needed facts. For that reason for the past several years we have been using a business machine system for correlation of information obtained in accident investiga tions, Each accident that result* in injury of such severity as to warrant a doctor's at tention is thorougly investigated, with parti cular emphasis on the accident causes and the preventive action taken to prevent re currence. The information is then coded and transferred to punch cards, from which correlations of company-wide experience can be obtained conveniently for any type of operation, type machine, type Injury, etc. It's a good tool far getting maximum use from accident investigation information. Use of such means of data correlation requires, of course, that the numbers, in volved be large enough to warrant business machine tabulation methods, and that the information fed into the machines is valid and representative. We find that correlation >f alt "doctor case" accidents satisfactorily meets these requirements. With respect to accident causes the information on the scquence-of events or circumstances culminat ing in a particular type accident does not necessarily vary with severity of injury. It's the severity of the injury that is frequently influenced by chance, not the prime causes of the accidents. U i 1961 Xaiional Safely Congress Far purposes of this particular study our 4262 press department employees were grouped in three categories according to their work duties: (a) 66 per cent are operators whose duties arc to feed the press or off-bear, (b) 22 per cent are mechanics whose duties include all die-setting and direct maintenance, repair and adjustment work, and (c) the remaining 12 per cent are other press department employees with various miscellaneous jobs such as operation of equipment auxiliary to the press opera* (tons, bringing stock to the press area, ..ekaging finished product, janitor work, quality control inspectors, electricians, etc. No employees in this third category work directly on or with the press machines, although all of them are engaged full time in the immediate vicinity of the presses. Last year our press department employees made a combined total of 40,000 individual visits to our plant first aid rooms for oc cupational reasons. These same employees suffered a total of 610 doctor-casc injuries, of which 42 were disabling. Detailed analysis was made of the accident investigation in formation on the 610 doctor cases and results of the correlation are summarized in the accompanying charts. FREQUENCY OF DOCTOR CASS ROURftS Figure I -how* the incidence of doctorcase injuries for the three categories of press department employees. For convenient comparison purposes, incidence of these cases has been converted to the familiar frequency rates--the number of injuries per million man-hour* worked. Bear in mind these are doctor-case frequency rates, not disabling injury frequency. Note that per unit of time worked operators get hurt significantly less often tlian mechanics. Other workers in the department also get hurt more frequently than operators and at practically the same rate as mechanics. The press machines themselves, however, are not involved in the accidents to the miscellaneous workers in the department. The relative magnitude of the overall pre ventive or corrective attention required is a function of the product of frequency rate times number of employees in each category --66 per cent are operators, 22 per cent are mechanics, and other workers in the depart ment comprise 12 per cent of the department population. frequency ar stMMmjHAmiS r.... 1 T T.TIT t -t--T geesssgMMmss i <rma asvLmcjfjmei Figure 2 shows who suffers the extremely severe or disabling injuries. For purposes of this discussion we have further classified thc*e m terms of frequency rates for (1) the *o-ea1led dramatic or spectacular injuries (permanent partial disabilities), and (2) all other disabling injuries. The latter involved no permanency of disability, just lost time only. Note that all the spectacular injuries were suffered by press mechanics and opera tors, none by other department workers. Four operators and two mechanics had fingers amputated--all during work directly at the presses. The remaining four spectacular in juries (permanent partial disabilities) were severe lacerations and fractures, all of which occurred during work at the presses. How ever. only 10 of the total of 42 disabling injuries, or 1.6 per cent of the total doctor case injuries, were of the spectacular type --the type that foremen and many others tend to" remember, and to base preventive action accordingly. Figure $ is summarized information on where the employees were working when they got injured, shown as doctor case fre quency rates, in which the power press 24 moutucr of doctor cau mjumis ' vsrsr s- Power Press and Forging Section n*.*- fr*M Hn 1Sf M Mrt PARTS Oi'ofMikOwTcMwOiSmTinFRirtMQUrCfwHW/ f MJURD MMQ *IM M MM* WM QTHEXStM DEPT. AUPR. DtPJ.PESS. itself was directly involved. This is compared to incidence of accidents when the press machines were not involved. Note that with alt categories of press department workers, far more accidents occur at activities away from their machine* than .it them While the spectacular injuries are mure likely to be suffered at the presses, flic large propor tion of other injuries incurred away from the machines warrant commensurate preven tive effort. The next four diarts. Figures 4-7, present more detailed basic information on the nature of accidents and injuries tn these same employees. Again, the data arc ex pressed in terms of doctor-case injury fre quency rates. Only the more important factor* are shown. The several additional miscellaneous stems involved in the accidents and resuttant injuries, while important individually, arc too few in number to in fluence general direction of a preventive program. For general comparison purposes, data on these same factors are given for alt plant employees, to give a better idea of how press department workers rank in our over all accident prevention program. Figure 4 gives relative incidence of the various Parts of the Body Injured. Fingers and thumbs are the most frequently injured members in all of our operation*, but note that incidence of such injuries is consider ably worse for press mechanics than for the average plant employee. Press mechanic* also give their hands a bad lime. As will be noted later, much of this is due to mishaps in their use of hand tools, which ts an obvious hazard in common with duties of mechanics in all departments. injuries to wrist*, arms and elbows among press department personnel arc only slightly nxrarOB i I higher than die general .-nonce, hut pres* mechanics again have the worse record. For other pre** department employees ftlm+c that handle the material skids, pallets am] other bulky item*), there is a prevalence of damage due to their dropping these material* on their feet and toes. Figure 5 is a tummarizatton of the nalUi or type of injury uffervd. As might be expected where the major material handled ft+S-rnM NtMMfHOTlMfMIW MOSTFREQUENT TTPtOfmJURr (tit wmoraMWirnoaMr) 23 1961 National Safety Congress U sharp-edged plate, c-uts are the most com* mon injury. As might be expected, incidence of these Jacterations among press operators is higher than the company average--pres* operators have higher than average exposure to tin plate, in feeding the presses, offhenring, piling and unpiling it, clearing jams and wrecks from the machines and con* %-cjors, etc. But incidence of cuts suffered by mechanics is surprisingly high despite the fact that, by comparison, they handle plate relatively infrequently. Indications arc that rince handling plate is not part of their regular routine, they- have not developed the knack of handling it safely. Miscellaneous press department employees are out of line with respect to incidence of bruises, strains and sprains. This too is in keeping with the fact that they handle the bulky and heavy materials. n. o^.MMnn.M>ni)Uiw MOST FXZQUEMT TYKOFACCJPEXT the accidents involving "sliding and falling objects'* are the most mmmon. This is plausible since these are the workers that are occupied prindpally at material handling and transporting jobs---work around stacks and piles of raw materials, skids, finished product, etc. The "caught in (on, or between)** cate gory* include*, obviously, oar few spectacular injury cases as well as the accidents result ing in te? severe injuries. Mechanics have the poorest experience, getting fingers caught under dies, nr lacerated or bruised tn plate feed or product discharge mechanism. Note, however, that incidence of such aeddents is comparatively low for operators, which speaks well for our guarding effectiveness. These arc the factors, of course, that make good guarding imperative, with particular emphasis on employees' effective use of the guards. Note, also, that even with the press mechanics the "caught in" type of accident is not the most common. They represent only one-fifth of all injuries suffered by mechan ic*. Obviously, it is a highly important pro portion of their mis-hap*. but it should not he over-emphasized at the expense^ of over looking more frequent type* of injury. Figure 7 is a recap of the item most closely associated with the accident. It -IS that agency or item which was used improperly Types of accidents in which these workers are involved are recapped in Figure 6. Ac cidents in which employees inadvertently "strike against" (objects, surfaces, machines, materials, etc.) are the most common type. Mechanics are again the bad offenders in this category. Mechanics seem to have a rough time in inadvertently banging their hands against machine parts, guards, etc., when their wrenches or other hand tools *iip. For other workers in the press department. 26 Power Press and Forging Section or could have been corrected. Note that both n%.(c^rmCMt IrtliH-UmW* Act* operators and mechanics get hurt more fre quently than the average employee due to UNSAFE ACTS IkimraRiuMi aranra mkr Klx) handling plate. Other employees in the de partment don't routinely handle plate--tlicir mis-haps with plate are primarily due to r inadvertent brushing against stacks of it or in handling the scrap. But these miscel laneous employees routinely handle or arc exposed to various materials other than plate, such as trucks, skids, cartons, pack ages, etc., and their accident experience is influenced almost proportionately. As mentioned previously, mechanics ha\c a comparatively high incidence of accidents in which hand fools are involved, the most common type being improper ue of wrenches in tightening or loosening a nut --the wrench slips off and they bang their hands on the machine or other objects. Also a* might be expected, the mechanics have relatively high incidence of accidents in which machines are involved. This "fieures" since most of their work is with machines. Up to this point in our discussion we've reviewed facts about which press depart ment employees get hurt, where they get Un-afe lifting and carrying results in a hurt and how. It's sometimes hard to dif rignificant number of aeddents but press ferentiate between how people get hurt and defarrmem workers are no worse than the why they get hurt. Let's now examine some average plant worker in this respect. Using of the reasons why press department equipment, tools, etc. unsafely is also a workers get hurt, as shown by analysis of significant causal error although, again, , information obtained on their accidents la*t department people are no worse than other*. vear. These are the unsafe acts, the unsafe Cleaning, adjusting or repairing equipment conditions and other factors which contribute while it is in motion results in comparatively to the sequence of events ami cirnumtanec* tew accidents but we arc particularly critical i resulting in accidents. of these since such accidents arc almost Starting with the unsafe acts. Figure 8a invariably the bad ones--the spectacular in lists the most common incorrect action* that juries mentioned previously. It is a cardinal led to the various injuries suffered by our rule to do this work only when the machine press department workers last year, faking is stopped and power turned off--but, an unsafe position, with respect to the work obviously, there is not always strict com being done or the particular activity in pliance. which the employee was engaged, was the There are, of course, several other specific most common error resulting in injury. Thi* includes a variety of unsafe acts, such as: climbing on, over or around machinery or other items; sticking hands and fingers too close to a recognized hazard; standing, walking or sitting in the way of department traffic, trucks or other workers doing their jobs, etc. In each instance such actions were type* of unsafe acts, not listed, accounting for a combined total of about onc-quartcr of the total unsafe acts committed by pres* department workers, but the numbers of these additional individual types of unsafe acts are too few to be statistically significant. As indicated, there are also a number of accidents in which no unsafe act was com entirely unnecessary to perform the work mitted. the mis-hap in such cases being due and are in violation of established safe entirely to an unsafe condition or other practices. They are not the type of hazard contributing factor other than an error by that can be controlled by further guarding the injured employee. 27 t'fat Xaliottol Safety Congress Wfflg jlfT5 - SPECIAL COMHEMT mmudumsAajeiWM usm nut*. 7peu.j7zm&aiy UNSAFE COHOrrtOHS MXtMMKM. > Figure fib gives further breakdown of H-nmiMii uit-ufc .hN oiminiilcil by press diiMfimiiit worker, N'ute ilwt ntwrators arc i<tier tlum ,.vcni):c in refraining frntn fiM-itioning them-clics or i*wrt* of their Ivxlie* in vulnerable position#. But mechan ic#, and particularly the other pres# depart ment workers, frequently get out of line in his respect. In unsafe use oi equipment and tool.-, nicritanici and miweJIaneous workers are tlif frequent offender*. Violation of the rules prohibiting work on machinery in motion i* most common among mechanics, but in view of the relative pro portion of time spent in direct work on machines, they are probably not worse than the average employee. This particular unsafe act gets our safety men hotter under the collar than any other rules violation, because of seventy - of injuries involved, but "machinery <n motion" accidents actually account for only 7 per cent of the total. The influence of unsafe conditions in our pre-* department accident# is sutnmarzied in Figure 9a. These data corroborate our justi fiable pride in our guarding program, and the success achieved in controlling unsafe conditions. Unsafe acts are involved in 88 per cent of our accidents in press depart ments; unsafe conditions ut 30 per cent. In lit per cent of the cases a combination of unsafe act and unsafe condition is involved. If wc could eliminate all unsafe acts our .iccideni toll would be reduced 88 per cent. This. ..h\inu*h, U where major preventive effort i in '-nStr, ^UNSAFE CONXrtOHS - SPECIAL COMMENTS wu Kmrmc uhs. com. Figure 91 give* further breakdown on the major unsafe conditions encountered by our pres* department employees. House keeping. congestion of equipment and mate rial*, or their hazardous arrangement, are the prime factors in this category. House keeping is critical with respect to mechanic's accidents--it is sometimes difficult to main tain good housekeeping when machines are tom down for repair or overhaul. Hazard ous arrangement of materials, of course, is 28 PviiTr PretS and Forging Section significant tn the safety of the miscellaneous department j*cr*nnnc! that handle bulky packages, skids, etc *.*m iww.CoSWn ftin OTHER COHTRtBUTtNCFACTORS t*i ait Mtyi rr hum nermt) In many instances there arc readily dis cernible rente,ns t-hy unsafe acts are com mitted or unsafe conditions develop. We rail these contributing factors and they are recapped in Figure 10. In any good investi gation of an accident, effort should be made to find these underlying reasons. Not all ac cidents, of course, have recognizable con tributing factors, but where they are known, such information can be decidedly helpful in programming preventive effort*. Known dis regard of instructions, for example, plays a significant role in the unsafe acts ami re sultant accidents occurring to mechanic* and miscel'.'-eaus press department workers, in dicating need for further enforcement, Lack nt knowledge or skill points up deficiencies in getting workers adequately trained. In our press department this training or *kdl de ficiency accounted for a total of 6 per cent of our accidents We were able lo rccofmizc definite contributing factors of one kind or another in only 40 per cent oi the press department doctor-case accidents. Others, nut detailed on the chart because of their rela tively small number, are physical deficiency of the injured person and unsafe actions of persons other than the injured person. Summarizing the highlight* of this entire study, our experience shows: A, Press operator* get hurt less fre quently than cither press mechanic* or the other miscellaneous workers in power press departments. B. Almost half the pres# department in juries are suffered by employees other than the machine operator*. C. In only otic-quarter of the total pres* department accident# was the pres# itself directly involved The remaining "5 per cent were suffered at activities other than press operation or main tenance. P- All of the cvtremcly severe injuries were suffered at the presses altliough these account for only one-quarter of the total number of disabling injuries in the pres* department, j`,, Cut* and bruises from liandhng stock and other materials are by far the most frequent type ut' pres* depart ment worker injuries. F, Unsafe condition* are the cause of relatively few pres* deportment acci dents. Unsafe conditions alone resulted in cmly 12 per cent of our press de partment injuries. Unsafe acts alone resulted in 70 per cent of the acci dents. In 18 per cent both an unsale condition and an unsafe act were involved. The foregoing is A*w power press depart ment employees get hurt. But there is little point in digging out the facts on how people get hurt unless litis is followed up by what's to be done to keep them from getting hurt. The only real purpose of getting accident facts, such as those jut examined, is to point out the most effective means of prevention. In our war against accident* one of the fundamental points requiring further em phasis is "Hr defense. tt'e are all familiar with the benefit* of ernpliasizitig defensive driving m street and highway traffic safety--the driver is c>peeled to be on the alert at all times for any dnmfool thing any- other driver might dr* to trigger an accident. And the driver is charged with a preventable accident if he fails to do everything he possibly can to avoid or prevent the accident. Certainly, in our war against accidents in our plants wc should do no less than to take the same defensive stand. We must be on the 29 iVfil National Safety Congress alert at all time* to any factor--unsafe act, unsafe condition, improper attitude, or what ever u is--that might lead to an accident. And knowing as we do that almost every . accident in one way or another is prevent able, we can't be satisfied with our effort* until we have done everything we possibly ran to forestall an accident. Keep in mind too, the old adage that in war (he best defense is a good offense--we base to be aggressive in going out looking i\>r those unsafe factors and attitudes to be successful in rooting out (he hazards and potential troubles before they cause acci dents. To <lo everything hc Possibly can to pre vent the wide variety of pressroom accidents means doing a lot more than merely putting guards on the presses and keeping them m good condition. Even though these factors are all-important, a lot more must be done. It means that in addition to controlling unsafe conditions we must work out safe operating methods, improve employee safety attitudes, effectively enforce safety rules, and a hast of other items--in short, a "complete" accident prevention program. Well then, what is a "complete'' program1 You've undoubtedly seen a great number of write-ups on this subject. I don't have any startling simple, new or magic formula, t don't believe it's possible for anyone to come up with one. ft still takes a lot of work to get optimum effectiveness in prevention of accidents. However, there are several fundamental* that 1 consider imperative for ,r program to b* adequately effective and I'd like to re-emphasue these. I Get the Fasts Every good program must be bayed on facts. What accidents are being experi enced, or are potential? Who is likely to have them? Where? When? How? Why? This calls for observation, study, investigation, analysis. II Use the Fasts -- Promote Safety Awareness There must be a purpose and aim of the fact-finding, and appropriate planning of how the facts are to be used. This rail* for dearly defining 30 the purpose or aims of the preven tive program and communication of the facts--the accident data, the causes, the ct ts. They must be com municated upward to top manage ment, and back down in appropriate form to the People charged with carrying out the detailed preventive action, the foremen and employees. The facts must be used as tools for building accident prevention aware ness and safety-oriented attitudes on the part of everyone--the top boss, foremen, employees. III Eliminate Unsafe Conditions Having gathered the facts and com municated them properly, specific ac tion must be taken---what we must do and get others to do--to prevent accidents. Such action includes tbe safety engineering -- improving or changing equipment and layout, guarding, improving job processes, minimizing potential hazard*, etc. IV Eliminate Unsafe Acte This phase of detailed action call* for general safety indertriaation, specific job instruction, and their ap propriate follow-up. The Utter in cludes enforcement of safe practices --all the time. V Get the Right Safety Organisation This is the all-important part that makes or breaks the entire program. Active acceptance and support of tbe safety program by top management is essential, since only management can make other parts of the program possible. The safety engineer does not by himself create a safe plant-- he must get other people to think and work safely. The "safety organiza tion'*, therefore, includes top manage ment with his insistence that accident prevention be an integral part ot every job, from manager on down through staff, supervisors and em ployees. Included in management's responsibility for seeing that there is proper organization to implement the program--management must ll) provide the safety specialists charged with the task of gathering and using the facts and coordination of acci- dent-prevention functions and (2) management must see that all supervisory personnel and employees have Power Press and Purging Section opportunity ami facilities for carrymg out their accident prevention responsibilities. SAFETY ORGANIZATION i-tirthering die simile dial our job is to war against accidents ,imj injuries, this fivejoint program can be shown graphically in (he geometric figure illustrated in Figure ti, It is the "Pentagon" from which our war i* directed. Several conclusions can be drawn from this graphic presentation of the program: I. The center or core is accident preven tion. This helps us keep our sense of proportion--there is no point in an elaborate safety "program", as such, unless it prevents accidents. And the most informal of programs can be the I best one, if it does the best job of preventing accident*. Z Thts geometric picture illustrates the theorem that, formal or informal, our safety efforts are incomplete unless all five parts are there. -Any single missing element weakens or destroys the whole structure. 3. And in common with all symmetrical figures, it looks the same irom say angle. It's possible to start from any angle and still wind up with a balanced, effective program as long as you make sure that all five parts are included. 31 /On) National Safety Congress I prefer to start with the facts of the safety problem, then use them to get the purpose of the preventive effort clearly understood From there I would proceed toward getting the detailed ac tion done--correcting unsafe conditions and unsafe nets. But no part of the program will proceed properly unless w* Iuive proper management interest and direction. One closing comment on points HI and IV, the action pliase*--in this entire discus sion f have attempted to emphasize the point that it is essential to Iwve a complete, well rounded program for prevention of accidents in the power press room. Persons who feel tfiat the only realty important factor is making the equipment or physical working conditions as safe as practical are most surely due for a rude awakening. Certainly, if your presses are unsafe, you can make a big dent in your accident record by correct ing the unsafe conditions. Rut if you do im/y this, you'll still wind up with far too many accidents and injuries. The best guard ing program in the .vorld won't stop ad accidents. Remember, by far the majority of them are caused by unsafe acts. Please understand clearly, however, that it is not my intent to de-emphaszie in the least the importance of guarding or main tenance of safe presses. This is of cardinal importance and tempo of such action must be increased, never reduced. My plea is that for optimum effectiveness include ali the important factor* in your program. Even though unsafe acts may cause more acci dents than unsafe conditions, don't expect employees to cooperate fully in correcting their errors unless it lias been demonstrated first tliat every reasonable effort is being made to control unsafe conditions--which i< the exceedingly important tlteme of the tuttel dtscuion to follow. THE NEW POWER PRESS SAFETY CODE (An interpretation and discussion of the 1960 revision of the American Standard Safety Code for Power Presses, BU.1-1960.) Moderator: ARTHUR S. KELLY, Asst. Mgr., Industrial Dept., National Safety Council. Chicago. (a) PURPOSE AND SCOPE OF THE CODE SECTION II -- DEFINITIONS SECTION III --REFERENCES TO OTHER CODES By ARTHUR S, KELLY This revision of the HI I Code was finally completed in December of 1959. It wa* approved a* an American Standard on January 19. I960 and was published the middle of this year. The American Standard Association is really a federation of national organizations brought together in the interest of stand ardization. it includes engineering societies, federal and state agencies, trade associations, representative* of employees through the A.KL.-C.I.O. organization and it is ad ministered by a staff of about 110 people, it is made up of a series of boards and com- minces that are responsible for the develop ment of these standards. The top group in the American Standard Association i tltc Standards Council. ASA is made up of wltai they term representative member bodies. Operating as an arm of the Standards Council are some 18 Standards Boards There is an Electrical Standards Board, a Mining Standards Board, a Nuclear Stand ards Board, a Safety Standards Board, etc. Each one of these Boards develops and ap proves the standards within its particular scope of interest. In some instances there is an overlapping of interest between two 32 Power Press and Forgtnn Meehan Standards Boards, in which rise they set up a coordinating committee to cover the particular problem. The need for further revision was realized several years ago. The large number of press amputation* which continued to occur Individual safety standards are controlled or sponsored by trade associations, engineer ing societies, government agencies and others. Please keep in mind that any and the past experience with press equip ment clearly showed the need to give serious thought to improving safety in pres* opera tions. standard i* a voluntary standard. The basic requirement for approval of a standard is ih.it (lie standard represent a favorable con-.emu* of the committee developing it. I will probably use the phrase "consensus" rejwatedly. Anyone who iia an inherent interest in the scope of a standard may have representa tion. Usually this representation is through an organization to which the particular person's company belong Nevertheless it i< entirely possible for an individual company to be represented if it cannot be represented otherwise. The press manufacturers have done much, particularly during the last ten year*, to improve the afet> of pres* operation. Such improvements have included better frames, improved clutch mechanism*, the develop ment of better pre;s control system* which made it pos*thle to apply tools and dies that t*efmittcd automatic. >cmi-atitomatic or even remote feeding. Power press doign feature'! <fevcio|>cd within this decade alo have facilitated the application of safety devices that insure operator safety on those operations which have to be fed "under the punch." The membership uf a committee Uevcto|>g * standard hy the sectional committee method include* ix |iaic gmup- (I) manu facturers of equipment, (2) users (pur chasers) of equipment. (J) government agencies, (4> representatives oi employee* (labor organizations). (5) independent spe cialists such as technical and professional societies and associations, and (6) insurance agencies, The interest of the members of a commit tee, as well as everyone concerned with the code, are further protected by the ASA re quirement that not more than one third of the total membership of a sectional commit tee may be made up of one of these particu lar classifications or groups. In other words, there is no way to load a particular sectional committee, a policy very carefully controlled by the Standards Council. White this improved technology is now available, it will be years before the total effect will be apparent in press operation*. The average age of tltc more than 250,000 presses in operation today, is about 20 year*, By converting clutches, air valves, limit -witches and control systems, many of the older presses can be brought up to date. To return to the American Standard As sociation for one reference. I want to tell you that the Review or Steering Committee, which developed the draft of ihc present revision was maintained in proper balance insofar as the six classifications of member ship were concerned. The Review Committee was divided into five subcommittees, and the chairmen of these subcommittees had tltc privilege of going outside the BU.l sectional committee for the members >f hi* sub committee. It i* true that standards can become the ha*is or background for safety regulations. In fact, some states adopt a standard almost verbatim and make it a matter of law* within their particular state; I should like to point out however that the Bil.I code was first published in 1922, and in the interven ing 39 year* only 9 states have adopted this code in it* entirety. Other states have adopted portions of it and have written laws concerning the safe operation of power pres* equipment which vary from the code. This code has been revised four time* -iwc 1922, the last time in 1948. Also f want to say a 'word about the Appendix. The Appendix is not a part of the code. The Apiwndix is intended to inlcrprct the code provision* and to explain and il lustrate how* the requirements of the code can be complied with by companies with pre* operations. It gives many examples and many hints that will help apply the standard. Now- [ should like to refer to the Fore word of this code, ft, also, is not a part of the code itself. For one thing, previous edi tions of this standard dealt with hand and foot presses a* well as power presses. It was felt by* tlie committee that a separate stand- 33 196! -Valletta! Safety Congress ,rd dealing whit hand and foot presses -Jmiild be developed and this project is under n-iderslton. Mr. L, A. Faulkner whom 1 have introduced to you has been selected as the general chairman of the Btl.l committee in ucrd Mr. Henrv B, Duffus. ^afcRuarding of power presses has never been considered an easy accomplishment, Safeguarding has been complicated by the wide variety of operations and operating conditions due to variations in sire, speed, and tvpe of presses; sire, thickness and kind of pieces to be worked: design and con- druction of dies; required accuracy of the finished work, skill of operator; and length of the run. Because of these carving factors a wide variety of feeding methods, pointnf-operation guards, and devices have hern covered in the standard. The revision has been developed on the premise that maximum safety can be ob tained by providing the means that make it unnecessary for the operator to place hi* hand nr any other part of his body in the point nf operation. Improvement of pres* design, performance and a wide range of -afety devices kept influencing the Review Committee on Revision against setting safety standards that would assure operator safety under most operating conditions. The committee felt that the objective nf this code could he accomplished by: (1) Automatic or semi-automatic loading .uid unloading of Ihc dies, with proper jMiiut-of-opcration enclosure guard; nr (2) Limiting any pnint-of-aperation open ing to one-quarter inch; or (3) If the methods outlined in (I) and (2) cannot be applied, auxiliary protective devices should he used to control access to tin point of operation In addition to the use of safety devices, full consideration also should be given to the use of hand toots for feeding and stockremoval methods which would make it un necessary for the operator to place his hands into the point of operation. The three most significant changes in the 1960 standard are- (1) The revised standard covers only power pressm, (2) There is now a clean-cut definition of a guard and of a safety device. A guard is defined as a physical barrier between the operator and the point of operation--either a permanent part of the press or die, or interlocked into the press control circuit so that the guard must be in place to make the press operative. A device is a machine control or an at tachment which allows the operator access o the point of operation for loading or un loading the die. It either prevents normal operation until the hands are removed, or automatically removes his hands from the point of operation as the press slide de fends. Or. it may be a barrier device which i|or rot meet the definition of a point-of* operntion guard, (3) A more complete definition of hand tools and hand-tool feeding is provided. It is recognized that the Bll.l standards ire the minimum requirement for safe op eration of power presses. As with all other \merican safety standards, this standard has been developed under the consensus principle, so that each party having a reason able interest in the standard has a voice in its acceptance. Again let me point out that the Appendix is not part of the standard; it is used to describe and illustrate other suggested means of protection for press operators and to define or describe any parts of the standard that might be misinterpreted. My first assignment in the discussion of the code itself i* to cover the scope and ipplication. The scope is as follows: These requirements apply to those powrred machines which shear, poach, form, or as semble metal nr any other malarial by means of tool* or dies attached to plunger* or slides, but do not apply to bulldozers, botmetat prrssen. forging hammers, or hot-bend ing presses. Thi* code applies to ail power prese*, all lie* and alt auxiliary equipment installed subsequent to the adoption of this Bil l e-Tde. Power presses, dies and auxiliary equipment installed prior to its adoption, January 19, 1960, need not be modified to conform to Its rule* unless the supervising authorities having jurisdiction consider that sufficient hazard exists to warrant such ac tion, or definite improvement is made in the enacting law. What t have just said consti tutes die "grandfather's clause.** Further provision is made for case* of practical difficulty and unnecessary hardship. In such cases, the enforcing officers or body may grant exception to the literal require ments of the standard or permit the use of other devices or methods, but only when 34 Fewer Press and Forging Section it is clearly evident that equivalent protec tion Is thereby secured. Section II of this standard covers defini tions. The committee spent considerable time in making this section of the code inclusive enough to satisfy everyone. Further, the committee consulted many authorities to urrive at reasonable and understandable defini tions. An example is the term "slide." The question arose, should we use the term ''slide" or the word "ram," Should we use ome of the other terms tliat go along with it and try to pick out words that would increase in usage and apply them. Then in determining what we were to use we looked pretty much to ihe trade associations and trade publications and the technical societies in give us a clue. \\V *pent considerable iim in differentiating between "hand feed ing" and "hand-tool feeding," again to show the difference between these two particular terms, and in the hope that it would be accepted. I have already given you the definition for a guard and a device. In this section you will also find definitions lor the specific types of devices, such as ihe adjustable press-barrier device, Ihe electronic-control device. We have also defined guard, point of operation, die-enclosure guards, fixed-barrier guards, and imerlocked-press barrier guards. Specific comment on the difference be tween guards and devices as applied to power press safety will be discussed in more detail by Mr. Kraklow when he covers Section V, safeguarding at the point < operation. Another section t want to comment on is Section III, references to other codes, I mentioned to you earlier that there are some 170 safety codes, standards, recommended practices, and specifications. Thw-e which apply to the operation ot pwwur pre<* equip ment are listed in Section III. Briefly, some of the other eerie* wtiii> have equal application to the operation of a power press include codes ivf industrial lighting, portable and fixed ladder*, mechani cal power transmission apparatus, com pressed air machinery and equipment, con veyors, pressure piping, loth the national electrical code and the national electrical safety code and others. Copies of these standards may be obtained from the Ameri can Standard Association. 10 East 40th St , New Vor!- 16, N. V, (b) SECTION IV -- PRESS CONSTRUCTION AND INSTALLATION Br NORMAN DUNLAP Tbs Minster Machine Co.. Minster, Ohio Mr. Kelly stated that there was no way nf loading the sectional committee develop ing an American Safety Standard t want it* verify this as a definite fact. I tell you Hiat I felt rather loneforne as a member of the review committee serving with the men on this panel and four or five other- When we started woridng on a rvti-ion of the 1948 code it was tooa obvious that everyone on this committee sot only had a tremendous amount of experience to draw from but was also dedicated to the job. It was a real education working with these fellows and I want to thank the National Safety Council, the National Machine Tod Builders Association, and our fellow press builders for the opportunity nf working on this committee. The N.M.T.B.A., which I represent on the committee, was very much interested in becoming a part of the revision of this code l<cause of the continuing and increasing number of accidents that, we see in our day --i day operation. When you dig into these accidents, the investigation almost always reveals that one or more simple, base rule* itad been violated, too often with a serious accident and injury resulting. The first approach to Section IV of the code was drafted on the basis of covering all ^phases of press con-tmction and the many approaches to each phase--such as the proper construction of clutches, counterloUace cylinders, frames, drives, etc, tt was immediately apparent that this ap- 3* r 1961 Xalinttal .Safely Congress Power Press and Purging Section pronch would be entirety too voluminous to j uwil as. code material. After many discussions the obvious solu tion appeared to be a pretty big lump (or press manufacturers to swallow, in that it was completely against human nature and the practices of any product manufacturer. We lad. in effect, to tell what emitd go wrong with our products, where and Iww they could wear out With this approach it soon became ap parent that m'Kh of our material was not code material, but material lliat would best *ervc the cause of power press safety in (tie Appendix. Actually, this material now appears in the code portion of the 1960 revision of till.I in few basic major points, the bulk of the material remaining m the Appendix. The major points in llie code itself that differ from the 1948 version concern the insertion of new coverage, such as air clutches and brakes, methods for disconnect ing power, and control circuits and current interruption. Without trying to read Section IV, I want to mention a couple of points. Power presses equipped with fly wheels, shafts, clutches, and gears not confined within the press frame are required to be arranged wills guards or brackets with such a design. construction and strength as to retain twice the weight of any broken gears, shafts, clutch parts, or fly wheels. In discussing the strength of a bracket, which is the determin ing factor more than the gauge of a metal used for the guard, it was determined that a bracket made of one-half inch by two and one-half inch steel, of whatever length was desirable, and secured to the frame with two or three three-quarter-inch cap screws would do the job. Usually with this setup, a fly wheel break ing from the shaft will spin harmlessly within the confines of the guard itself. It is only when the fly wheel falls clear to the floor and gets a purchase against llie floor and then with the terrific inertia and momentum rolls through the shop, that we have the destruction and injuries that are so feared from this particular mishap. One last point 1 want to mmtion concerns air-friction clutches and brake*. Pneu matically operated friction-ehrtch and brake units are required to be designed and con structed so that the brake is applied and the clutch disengaged in the event of an air or power failure. As I aid the bulk of the material de veloped by the subcommittee working on Section IV has been put into the Appendix. I am sure you will find it interesting and helpful. (c) section v -- SAFEGUARDING AT THE POINT OF OPERATION By THEODORE A. KRAKLOW Dir. of Safety, Deere & Co., Moline, III. N'ccdleu ti >-jy, tins 'ccumi of the c*Ic received a lot of reviewing, debating, chang ing and compromising before an agreement could be reached. Well informed, aggressive safety men and management people are all generally agreed that it is not enough to assign a worker to a power press and tell him he mast work safely and not put his hands under the die when the press is in motion. We have learned not to rely on this method. We have learned, in fact, that no human being is entirely reliable. Guards and devices designed to keep hands out of dies were developed for (his purpose. Devices are two-lund controls, '-weep*, pull-backs, electric-eyes, and gates. Some ot these have been mi the market and used on punch presses since 1920-21. Yet, punch press accidents and amputations continued in spite ot these eflorts. Why? Because of the simple fact that most people, buying and installing tliese devices do not follow* the manufacturer's instructions, pro vide no continuing maintcranor. mount them ntt presses for which they were not intended. nr allow operators to tamper with them or disconnect them, or just do not enforce their use. The manufacturers of this equipment fur nished data and booklets stressing the need tor providing inspection ami maintenance of these devices io assure (heir satisfactory jierformance. However, usually, this was more or less ignored and when the device tailed, iIk accident was blamed on malinaction of (he device or malfunction of (he press, forgetting that a press is capable of turning out 6,000 to 8.000 piece* per day, -ome two to iwo and one-half million strokes a year. It n`i hard to vistuiltcc what hap pens to equipment subjected to tins kind of use without any continuing adjustment, in spection or repair. With this as a background, I would like to give you the reasoning behind the ma terial written into Section V, safeguarding at the point of operation. If a man's hands are never required un der the slide or between the dies (in the point of operation) to place or remove stock, then he will not be injured if a malfunc tion of ihc press or device occurs. The opening statement in Section V is the key to the entire section, it says, "Each press shall be equipped with a point-ofperaiioii guard nr a point-of-operation pro tection device for every press operation performed except where titc pomt-of-oper*tioti opening is limited to \i" or less." This 'imply means that one of these methods mini be provided in order lo give protec tion at the point of operation. An attempt Itas been made in the Code to spell out performance requirements for guards and protection devices. A "guard" must be an enclosure attacfied to the press or the die with openings to permit slock feeding, but designed and ar ranged to prevent hand entry into the point if operation by reaching over, under or .'round the guard. Four examples of guards include: (1) point-of-operation opening limited to li inch or less; (2) a die enclosure guard; (3) a fixed press barrier guard; and (4) an in terlocked press barrier guard. A "device" cm the other hand, is a method, control or attachment to the press or die that permits entry into the point of opera tion for loading or unloading the die*. The device either prevents normal operation un til the hands are removed from the point <<f operation or automatically removes the hands from the die area as the press slide descends or it ma> be a barrier deuce which doe* not meet the requirements of a pointof-operation guard. Six examples of devices include: (I) ad justable barrier; (2) the gate or movable harrier; two-lund controls; the pull-back device; the sweep device; and the electronic ur "electric eye" control. Hand feeding tools arc not accepted as irtiard* ur dei ice* but are intended to be used a* accessories or auxiliaries on all point-of-operation device*. A review of the Code material wilt readily give >uu the performance requirements in tended to be followed in providing guards nr protection device* on power presses, dressing certain do's and don'ts in order to proride maximum and ultimate safety for press operators. However, I want to >lrcs* the Appendix. Do not overlook it when you run into a statement in the (.'ode that appears to be difficult to interpret. In the Appendix, which i* not Code material (that is, not enforce able), more detail is supplied and there is a wealth of information answering the ques tion* concerning why guards and devices must be installed in certain ways. wir. they must be inspected, maintained, and other wise kept in good operating condition. The Appendix material supplies the an'tr* to question* of why opening* in ad justable press barrier devices must be a certain size. Other questions that are answered include why gate or movable barrier devices must he in place before the press is tripped and how (his can be accomplished. The Ap pendix explains why two-hand controls must be located at least 21 inches apart and why they are not recommended on positive clutch presses unless certain precautions are takenThe reason for pull-back devices needing adjustment for each operator and each press setup are given as well as the importance of frequent inspection. The advantages and limitations of sweep devices are presented and you will learn why sweep devices are most effective when used on small dies and slow-acting presses, 36 3? I 790/ National Safety Congress and alto you will learn the reasons why control device* should not be used oa posi timing with the press stroke is important. tive dutch presses and other precautions The Appendix also explains why electronic (hot need to be taken. (d) SECTION VI -- POWER PRESS AUXILIARY EQUIPMENT By GEORGE A. STILES Engineering Dept., Aetna Casualty ft Surety Co.. Hartford, Conn. My discussion of Section VI wilt be brief. In ibis Section, we cover what is termed auxiliary equipment. Auxiliary equipment is .1 very important part of power press safety. So many times one goes through a plant where one sees, for expediency's sake or be cause somebody is convinced that nobody should do this or that, that press pedals are not covered with a guard. I think it safe to say that no responsible person ac quainted with the problems or preventing injuries on power presses will attempt to defend the fact that a pedal cover isn't ;i mandatory requirement. This Section also includes requirements for pedal-return springs, and 1 think you wilt recognize that there t< considerable i-hance that there might be a malfunction it a press because ot a broken pring. When you comider the milli-ti* ot strokes that occur on any press over a period of iime, you must recognize how rav it would l* for springs to break. The Code requires hat such springs shall !*? ; a repression type, operated on a rod or guided within a hole or tube. When operated on a rod the inside diameter of the spring shall be no greater than the diameter of the rod plus H inch. When guided within a hole or tube, the inside diameter of the hole or tube must be no greater than the out side diameter of the spring coil, plus A inch. Further, each spring, in its initial compressed position, must be wound so that the space between the coils of the spring is less than the diameter of the wire used in the spring. The single-stroke mechanism, covered in this Section, is important During the de velopment of this revision, committee mem* bers argued long and loud and there was considerable soul searching before we were able to say precisely what wc wanted to say and as it now appears in the code. This happened, because, for one thing, there is a misconception between a non-repeat de vice and a single-stroke mechanism and we liave tried t* spell out the difference so that there wifi n't b** any question. () SECTION VII -- DESIGNING, CONSTRUCTING AND SETTING OF DIES By L. A. FAULKNER Supvr,, Industrial Plant Sendee, Liberty Mutual Insurance Co.. Boston, Mass. Section VII was prepared primarily as the result of the cooperation of a group of people from the American Society of Tool and Manufacturing Engineers, who wilhin the last five or six years have given ttinsidcrable attention to safety in tool and J8 die design, and this attention is very much in evidence in their society's handbook. The A.S.T. & M.E. have scheduled a session on safety in too! and die design on the agenda fr>r their annual meeting for this year. Per sonally I think they should be congratulated Power Press and Forging Section for giving the thought they have to this problem, and I hope they will continue to do SO. This particular section was needed, we felt, because the initial step in the provision uf safe and efficient operation of a power press is in the planning of the method to produce a particular stamping. Obviously, there arc certain fundamental factors to safety of pressroom personnel which must he considered and incorporated into the de sign of a particular die. 1 am quoting at the moment from the introductory paragraph which will become part of the Appendix ot the Cod* Section. "This part of the Appendix is prepared with the general idea in mind that there ,ire certain elcmeits ot tool design neces sary if the overall objective of this par ticular Code is to be achieved.1' ft includes, as you will on reading it, only those items of lool design which are closely related to safety and discussed in other sections of the Code. There is no attempt to include m the Code or in the Appendix of the Code the fundamental principles of tool de sign as such It is only in relation to the safety factors involved in the design of a pecific tool. The Code recognizes semi-automatic and automatic feeding devices and therefore this section describes the various types of semi automatic and automatic feeding devices which are available and which should be gives consideration by the tool and die de signer at the time he is planning the process ing of a given piece: The Appendix includes diagramatic sketches and pictures of the various items in the code as a means of helping in the interpretation of the Code You will note this particular section also includes, in ad dition to the designing and construction of dies, the setting of dies. It was decided by the committee that this was the place in which to provide some basic information in relation to die setting, but only in rela tion to those hazards involving the die setter which couid be eliminated as much as pos sible by giving them consideration ut the lime the tool was being planned for process ing. As an example, die fastening and die handling problems, work measure and stroke designations, are being included as a part >< the responsibilities of the tool and die designed in rclaUon to minimizing the pos sibility of accidents and injury to the die setter, or the employee who is required to operate this particular machine if such in formation is not available to him. The sec tion includes other items such as the neces sity for tuntniver bars, inclined-press stops, jatetv blocks, and others. (f) SECTION VIII -- INSPECTION By NORMAN DUNLAP I want to gn back and add some further explanation to the remarks t made about Section IV, Press Construction and Installa tion. la Section IV we refer to the Ameri can Standard Safety Code for Mechanical Power Transmission Apparatus, B 15.1-1958, This Code covers the guarding of gear*, chains, levers, belts, arms. etc. But wc elaborate somewhat or deviate from that code in that, on the press construction phase, we wanted to tie in the necessity of mak ing guards cover twice the gravity weight of the rotating parts, such as shafts, fiy wheels and clutches. There was considerable discussion on this point among the com mittee present today as well as on the sub committee of which I was chairman, that developed this section. We didn't feel we had to cover the energies involved. In other words if you would try to make a guard that would handle the energy' of a 60-inch fiy wheel turning over at 200 rpm. you would have a tremendous guard. Actually, the experience in the field has been that fiy wheels seldom have a tendency to take off and go through the building unless they are dropped. So we felt that making a guard to take twice the gravity weight would prevent them from dropping far enough to get the traction required to propel them through a brick wall. This has happened--we know. But it isn't too 39 IPat National Safely Congress much of a job I checked on a 60-ton ma chine which has a 1200-pound fly wheel on u, a fly wheel type machine at 100 rpm. Two brackets at the bottom of the lly wheel guard that are IVi inches by Vs inch securely fastened to the frame with at ieaw three is inch op screws would All the t'odc requirement. On clutches, we have wentumed positive type clutches in con junction with springs. There again, the word ing is such that we are asking for a spring design so that tf the spring does break, the broken ends will not wind into the other part of (he spring and lose the effect < the spring entirely. We mentioned brakes (or positive clutches, primarily for the safety of the die setter. There is no need to go into the hazards which exist when the brake on a machine mil not hold the slide at mid-stroke. In discussing air-friction clutches or other types of drives we mentioned brakes again in conjunction with counter balance cylinders ;ind surge tanks so that you will not have a condition which will result m the slide falling. We felt that hydraulic presses could be covered very wet! if we followed the code for pressure piping, B3J,1-19.15, This Is an extremely important code in the safe Opera tion of power presses and we feel that every safety man or management representa tive having responsibility for power press safety should have a copy of this oode and should make certain that the piping setup complies with it. In a hydraulic press we have a plunger similar to the slide in a me chanical press. The speed* are different but basically the same amount of safety can be obtained by using the same safe practices as on a mechanical press. We discussed controls to some extent 1 think wc are all familiar with the hazards of low voltage under certain conditions and we tried to cover that. Now so far as Section VIII is concerned, the inspection and maintenance section of the Code, f would like to say that the Appendix is devoted almost entirety to rec ommended inspection sheets. We made quite a survey and alt the companies we con tacted were very free in giving us the in formation from their records of inspection and maintenance- We fee! tfiat if you have a record of your troubles you will do some thing about them. I think this covers Sec tion VIII. If you have any questions, please let u* have them. A NOTE ON SECTION IX --OPERATION Mr, Kelly. Section IX, Operation, is really quite simple. It has two provisions. One is that no one under Ifl years of age shall operate or assist in the operation of ma chinery covered by this Standard. The other lioint lias to do with instruction of opera tors and specifies that before starting work un machines covered by this Standard and before starting work on any operation with which he ts not completely familiar, the operator shall be carefully instructed in the particular operation and a safe method of work. QUESTIONS AND ANSWERS Question. Please captain what is meant l>y applications. How does this requirement affect my 30- or 40-year-old presses. Mr. Kelly. Any of us can answer that but as long as 1 am on my feet I shall. Basic ally, the code doesn't affect those presses inasmuch as the Code says specifically it is applicable after the date of adoption or ap proval, which was January 19, i960. As I mentioned earlier, this Code and all 40 other American Standard Safety Codes are developed for voluntary adoption by the people concerned with the subject of the Code. There is no legal status whatsoever so far as this Code is concerned until it has been adopted in part or completely by a state. The states have not been too quick to adopt this Code. There are some 20 or more states that do not liave any regulations at all ^rr frro amt Parting N*rfion for the sate operation or safeguarding of power presses. This goes hack clear to 1922, almost 39 years To answer your qtjetioo specifically, I would say the t'--V ,uld affect your older presses only tn-.iar a- new die*--built after January 10, JunO. jre oewvroed. Question i\m t pfe-- be purctiased that will comply with thi* Cmle * Will it be completely lail-cf>k Mr, Dunlap Well. ^rv-wer your first question, yes. a ytv*>* can be purchased that will comply with the Code. Fortunately, Minster i* not the only ei-mpon} that builds such a press. 1 thud, all press builders will oxnc up with a machine that docs a beauti ful job complying with tlie Code, and can even go further. Most *>f the press manu facturers are doing this now. and that is adapting centred circuit* to tiandlc point-ofoperation guarding and the many other items that arc covered in the code. So if you want to comply with the Code, one of the best ways of doing it is to suit out with a new machine. "Will it be completely fail-safe?" No, Unfortunately, these presses seem to run forever. It lias been my experience to run across a group of machines that are 35-40 years aid or alder, but as long as y'ou are subjecting a piece of metal or equipment to the shock that is involved in exerting anywhere from a 5-ton load to a 100-ton load or sometimes over, you will be in volved with stresses. When you get involved with stresses in a machine, you get in volved with flexure-life. The way you train your diesetter*. the way you design your dies, all control the amount of flexure life you will get out of 3 press. We would like to fee! that we design them so they* are fail-safe. But for us to make the claim would be foolish, because it scans tike the smarter our engineers get, the smarter the people become in getting around the safeguards that we design into the press in the first place. Question. What is meant by 'a "fail-safe" valve? Mr, Uuntap A fail-safe press valve is a multiple valve arrangement wherein a fail ure of any valve part, or a failure of the protecting arrangement, trill result in either immediate or normal top of stroke stopping of the machine, and aha yrwat faether op eration. The Mouter taacfaaa valve antk omr>current detector accoogliahm thin by ar ranging two three-way valves m eno with a valve powtice detecting a emvhly ----ill 1 in each valve ami a etmcroi fur these as semblies mounted aithae the prewv coacnd Botli position seniors must be m ti* off position to initiate a pres* cycle, and both must shift to operated mnditios to main tain a press cycle. Thus both valves and both sensing arrangement* must be work ing normally not only to initiate a cycle, but to maintain it. since both valves must operate to start a cycle, but either shutting off will stop the cycle. Question. Why should a device be used, when hand tools are used and the tool does not require the operator'* hands to be placed into the point of operation? And why aren't hand tools recognised a* de vices? Mr, Kmitcru-. Hand tools are not attached to the press in any way. They can be laid aside and just not used. As a result they do not comply with our definition of a device As far as the first part of your question is concerned. I refer you to the opening statement in Section V, safeguard ing at the point-of-operation, which I read to you. It say*. "Each press dial! be equipped and operated with a point-of-operation guard or a point-of-operation protection device for every pres* operation performed, except where the potm-of-operation is limited to 1* inch or less." Question. Does the Code recognize tiiat a point-of-operation guard can be effectively used to establish an "out of bounds'* area for hands when tl*e feed opening must be too large to be considered a* an effective barrier ? l/r. Krakl.ru', Ye*, the Code does take care of this. What you have described i< a barrier device and not a guard, because of the size of the opening that would per mit the lands to be placed between the dies. Tlie Code specifically says in Paragraph '. 3.1.2, "If it is necessary to feed manu ally within the potnt-of-operation, hand tools should be used as an accessory to all pointof-operation devices. Question. Although several powered ma chines similar to power presses, such as 41 1961 National Safety Congress bulldozers and forging hammers are specific ally excluded, neither power brakes or riv eters, both of which fit the definition as mentioned, are included. Mr. Kelly. Lest there be some misunder standing, there is an American Standard Safety Code for forging and hot-metal stamping, 1124.1. Tins would take care of the first part of yuur question. A power brake is not within the scope of this Code as outlined unless power press dies are fitted Into it. 1 know that some power brakes are now manufactured specifically for the utilization of power press dies. I would s.ty very definitely that in such eases it i* no longer a power brake but a power press and this code woutd apply to any metal stamping or forming operations per formed on it. Riveting machines do not comply with the scope of ihis Code. Question. What is the difference between applying two-hand control devices in re gard to positive and friction-type clutches? Mr. Kraklovj. As we have tried to point out m the Appendix, the difference be tween positive-type clutches and friction-type clutches U that, on the positive-type clutch, two hand controls are nothing more than operating mechanisms because, once the press starts the cycle, there is no way in which <.ciu can slop it until it has completed its vyeie. I might quote from the Appendix on that particular point. "On positive-clutch presses, hands are free the instant the slide starts down. Therefore, the tripping device must be located so the slide completes its down ward travel before the hands can reach into the point of operation, if maximum safety i* to be achieved. "On presses with friction-type clutches, uf any type of slide cycle which can be interrupted during its stroke, maximum safety can be obtained if the controls are adjusted to require constant pressure of the operator's hands until the slide has descended to a point where there is no longer a haa.trd." So we made that definite distinction, be cause a lot of people would purchase twoiuttid controls and stick them on a positive dutch press and then assume they had a safe press and give no consideration to the fact that a malfunction of the device or a malfunction of the press, as the nun 42 was reaching into the point-of-operation area, would1cause amputations. Question. How do we get our die de signers to give more thought to safety ? What reference material is available? Mr. Faulkner. I think this is An important question. I have heard it said that there would be a hell of a change in the type of die design if the die designer himself or his wife or his daughter had to run that particular job with the particular die he had designed. You see badly designed dies in practically every plant you go into. But more and more as time passes, we are get ting increasing interest on the part of the die designers; they are getting into tin* overall picture to a greater extent. Tininterest is not only in the production oi a giten part in a certain way. but also m the saicty of the employee. 1 could cue two or three plans recently adopted which have been fairly successful and which ! believe would be more or less the answer to this particular question--the general idea being that where the designer was brought into the picture some minor change of that particular die has resulted in a safe opera tion. In one plant, they have a committee which meets periodically to discuss the planning of a given die in relation (o the types of safety devices or safeguards that are to be incorporated into that job. As an example, the design of a special die for the use of a particular type of device involves certain considerations. If you are going to provide the operator with a pull-back device, fur example, there are certain things that should be taken into consideration in the designing of the particular die. If you are provid ing a two-hand trip and hand tools, ob viously there are certain other things tli.it should be taken into consideration. So, basic ally, it is a question of getting this over all interest in this particular subject ac cepted on the part of the various managemvm people who should assume the responsibility. It starts with creating some kind of man agement policy within a given company as to the type of devices that are to hr used, and consideration given to the die designers at that particular time so the de vice can be used effectively. Question, Mr. Dunlap mentioned that the Code stated that the brake capacity should be sufficient to hold the slide and die at Pirtcrr Cress and foraino Section mid-stroke. How is the press manufacturer expected to determine the weights of the various dies which the press user might insert in this particular press in years to come? Mr Dunlap. Actually this requirement has tm in the specifications of tndividtnl comjunies for ome time. It was treated in ihe Joint Industry Committee. .YormaJly, c consider the weight of the moving parts in the pres* itself, and I think, J.LC now stipulate* one-fourth of the die area in steel Question. How can you et a brake tight enough to 1*-'!! on mid-ttrokc with the pres* power off on a 200-toa press that make* fiO Mrokes per minute and does net bum ii)i the brake or cause too much drag? Mr, Dunlap I think this question is anrtcred in paragraph tIJI of the Code. Chi larger machines where L not normally possible to hold the slide at half stroke, cheek valves should be oted Sn conjunction with counter-balanced sure* tanks to pre vent slide and die frcci falling in the event of an air or power failure. What we mean itere is counter faakneee with surge tank* dial have check 'lives so that if you have an air failure you do bar* trapped air. On the larger machine*. 200 ton* on up to the very large**. I warfd *ay that the press manufacturer design* to this l.l.C. Standard or that the *tnhH i* accepted pretty welt, m that 25 per ecee of the avail:b!e (fie area is *obd steel However when you get into higher speed*, targe pre**e*. 200-Ion nudiiix* iiaaitixi at fiO strokes a minute, there are many design moderation* which would pre yon a problem >f holding nil this weight phi* the weight of the exiremely heavy pert* m the pres* itself, I can't see where this 60 *tmlcct a tninote itt this machine would grif you a prob lem, because if you can nai a 200-ton press nt 60 strokes a minute, you are going to have plenty of brake on to slop it from ousting. You do liave a tremendous problem .,i topping (he pres* as speed increases. A* a matter of fact, inertia has to be calcu lated on the basis of the square of the speed; and when you are talking about ratio# on these machine*, around til or 9:1 and use the \V/R square factor, you will liave tn have plenty of brake on the machine. If you stop such a machine properly at 60 stroke* per minute, you won't have any trouble with your static toads tor die Set ting or at mid-stroke. Counter balances can be used tn offset problems which you run into, designwisc. Question. Some parts, particularly large drawn part*- must be fed by hand for sub sequent redraw, trim. etc. operations. While the hand* arc in (be die area during feedme >r removing the stock from the dies, woutd the use of two-hand trips meet the require ments of the Code* Afr, Faulkner The answer could be ye*, if the two-hand trips were installed on ttic particular machine in accordance with Ihc requirements of the Code 1 would assume however, that since they are talking about a large press on redraw operation*, it would be a type of two-hand romrol that could apply constant pressure in relation to the friction drive, or a machine that could be *tnpped within the *iroke. If, for example, it was a large positivc-cluteh pres* and twohand controls were installed, it would not meet the requirements nt the Code. Question. Using pull-back devices, what is the company's position when some me chanical failure occurs such as a pin drop ping out, a leather strap breaking, etc-? Mr. Krailow. Well, that is the point that we have been trying stress throughout our discussion of this Code m*ofar as de vices are concerned. You just don't buy something and hang it > n a press and walk away and forget it and **y, "We have ac complished our purpose." It is just like anything ei*c. It has to l<c maintained. It has to be adjusted and it ha* to be in spected periodically to * that everything is satisfactory. If these thing* arc not done, thro you are going to have a malfunction of the device because there is nothing--no device made that wilt not wear <>ut. No one claim* that (hey won't wear out. We tried to spell this out quite fully in the Appendix because tins has been the greatest problem that industry has experi enced with such devices on presses. We think they wilt accomplish exactly what the manufacturers claim they will accomplish. However if the purchaser doesn't follow the advice and counsel uf the manufacturer, lie certainly can't blame the device if it doesn't perform property. 43 IQOl NiUivtuil Safety Congress Mr, Faulkner. t would like to add one point, since we are talking about pull-back devices. It is of the utmost importance when you decide to buy or install pull-back devices that you obtain from the manufac turer, and use, the material and the instruc tions that come with the device so that you can get the most effective use out of it. These companies have booklets and in struction.*. very well illustrated on all phases of installation, adjustment and maintenance ,uul the information is available. As a mat ter of fact, most of the companies manu facturing these devices will help train your people in the proper maintenance and in spection of the devices. Question. What is meant by "regularly scheduled" inspections.* Would you tie in <t definite specified nine to "regularly sched uled ?" Mr Dunlap. By "regularly scheduled" we feel, rather than put this n a time-interval basis, that it should be on a usage basis. l>t*s take an air valve, for instance. Most air valves have a life expectancy* of from 6 to maybe JO million cycles. Now it you are using an air valve on a single or double geared machine that runs 25 strokes a min ute. and you operate it at the rate of IS strokes a minute, then your frequency of inspection wouldn't be as often as if you used this same air valve on a 35-ton OBI that is running at the rate of 130 strokes a minute. You could, conceivably, single stroke this machine up to 40 and 70 times a minute --and there are cases where presses are >ingle stroked that fast. Thm again you would have to take the number of cycles that thi* unit is being subjected to into o.n-tderatK<n in your regularly scheduled maintenance. I think the best answer is to go back - the manufacturer's criteria of the critical >><mponent. I am sure they all have mini mum life expectancy and it is a matter of tflipie calculation to project your frequency .Tito the inspection period. One of the joints we cover on installation is making sure the basic supplies to the machine are in good shape You have to consider that point, too. If you have; for example, an ur-conditioncr in which targe, mildly aged .nr pipes are subjected to a lot of shock .itvl vibration, or if they go out of one plant and into another one so that they arc subfeaed to a lot of temperature change, and if you have water and scale conditions, then you have to cheek your filters in ac cordance with the experience that you have in your own operations. Question. 1. Do press manufacturers have recommendations available relative to inspec tion and maintenance of their product* 2. Even with frequent scheduled inspec tion and overhaul, loosening of screws, guards, braces, etc,, is a constant problem on presses m constant use. !*ress manu facturers seem to he lax on this point. Why* Mr. Dunlap. I would say ">cs" to the first question. All manufacturers have service and operating instructions, and they are readily available. Most of the manufacturers make it a practice to mail instruction manu als along with the machine when it is de livered. However, we know these manuals end up in the purchasing department or in the general manager's office, and the fellow whu is supposed to do all the things we recom mend in the manuals never sees them as he should. The second question is "loaded." Actually, in plants that iiavc a regularly scheduled prevottive maintenance program, the prob lem as described isn't as acute as the ques tion indicates. In plants where maintenance is done on the basis of necessity, where you have trouble with loosening screws, gibs, connection barrels, there is a trend develop ing: The days of greasing the squeaky wheel are fast disappearing. Preventive maintenance is very important, more so with newer machines than with the older ones, fi you have a condition or situation in which guard*, bolts, and screws are loosening up. it is quite possible tliat that press is not being used for the purpose for which it was de signed. In some plants 1 have run acru*a an old. positive-dutch machine with a block clutch geared and it was designed to run at 30 strokes per minute. Someone put a bigger sheave on it and really wound it up. Well, the shock and impact is going to increase, naturally, and it is obvious that something has to give, and the strains and itrtttct are going to increase. Dytrrr F'/-'' tnet Fortjina Section PRESS FORGING WITH SAFETY By HAROLD J. ALLOR Quality Control Mgr, Detroit Forge Plant, Chrysler Corp.. Detroit, Mich. Now for a conducted tour the crankshaft operations at the Detroit forge plar Previous to this setup, all of our crankhafts were made on 12000-pcund steam hammers. By the use of the forging press we have made our operations safer, have reduced costs and improved the quality of our product Our plant consists of cm buildings, in cluding a die shop, maintenance building and power house. Steel comes into our plant via trailer and railroad gondolas. Steel from which crank'Hafts are made is unloaded for storage by use of a crane and electro-magnet. The magnet is powered by a 230-voh generator set of which we have two, with one on standby service. At no time do we permit loads to be carried over the hods of em ployees. The magnet i* used for ease of Handling and for safety a* no heckntg men is required. Each heat of steel i* checked by the metallurgical laboratory to make were that it meets the spccificatKn* of the agimm in order that quality and safety win W built into the torgiag. Uasy Ms are aecrsnry before a heat of eecef eaai he re leased to production. When approval i given, the stock i* re moved from the storage ares and the han dling straps are broken. The seed t* then aligned on the ground A Kft of suet t then picked up by the crane aod pfaced on the stock nek of rhe aoraeaflang f-- nr oven, where the steel is heated to pre vent shear crack*. It is then poshed through the oven by a hydraulic e> Under 'oto the conveyor to the shear. Wherever possible we use mechanical han dling devices to eliminate strains and burns, which are common in a forge shop. All gas furnaces are equipped with safety valves which operate on a gas. combustion air or electrical failure. After shearing, a quality control man checks the multiple for size. The multiple then moves along a conveyor to an elevator which raises it to the height of the furnace f.earth. It u then placed on the hearth s the rotary furnace by means of a waterhvdruultml*y^pmted loading boom. The furnace t hrutight to heat using natural c., then switched to a fuel oil. Stock multiple* are placed side by side on the I.earth an-f. as the furnace revolves, is h-ouebr t forging heat, approximately 2200 decree*. The multiple t now removed and placed <->n a chutc-t\pe conveyor which brings it t>> a water debater It then passe* through a preforming roll which prepares the billet f**r forging. As it passes an electric eye ;' e bdl i* tuned over to bring the tony v! towards the operator. The billet * m>w- positioned on the block:il ;rpre*'W tv* of the die by means of an isr~>perated cylinder controlled by the operat'*r The pre* stroke*, after being acMtatcd b> a foot pedal controlled by the operator, then the billet is rolled into the finishing impression. The press strokes again and the forging is rolled onto the conveyor at the right of the die which carries it r* the next operation, which is trim. Water-cooling spray and die lubricant arc applied without the operator placing hi* hands m the die area, another way in which we have built safety into our operations At the trim press, the flash is removed and placed on a beneath-the-floor conveyor, which conveys it to a gondola for return to the mill At the back of the trim press, an operator removes the trimmed crank*haft from beneath the die and transfers it to the twi*ter operation. Suspended tong* art used to eliminate muscular strains. In this twister, the crank is twisted 90 degree* to give correct pin position. Since this film was made. w have gone into a 100 per cent hard hat program, which to date has saved six employees from head injuries. I can sincerely recommend the filming of any op eration to bring out the haeards which might otherwise go unnoticed. Following the twister is a restrike opera tion, where the forging is struck in two po sitions, then hung on the cooling iine. Note 45 1961 National Safely Congress that the tong jaws are replicable m case they arc bent or broken. At regular intervals a quality control man takes a crankshaft from the restrike for a routine cheek, after which it goes back on the cooling line if the check 'hows no flaws. From the cooling line the forging is trans ferred to the heat treat line, where em ployee* wear ieef foot-guards. Three *ct of gas-fired furnaces process the forging through tiardening and stressrelieving cycles. Each furnace is controlled by pyrometer, ami guarded by safety valves, which close on gas sombustion air, elec trical failure, etc. After passing through the hardening fur nace. the forging is quenched tn water. At this point a crankshaft i removed for a hardness tet by a quality control man. Records are kept of the readings. From the hardening furnace, die forging moves into the stress-relieving furnace, after which a sample is taken for another test The forging is taken from the conveyor after stress relieving, and placed on a con veyor, where it is transported to a wheelahramr for removal of scale. Our sample forging is now centered, and marked for a location point for die engine plant who will machine it. The operator <tamps an identification mark on the crank which makes him responsible for the work done on the locating <pot. Tire crank is now checked again by plac ing it in a fixture equipped with a dividing In-ad. This cheek complete-* tlie inspection of five crank except for a visual clieck jmt before the loaded container is shipped to tlie machining plant where Use engine U node. OFFICERS OF THE AUTOMOTIVE AND MACHINE SHOP SECTION NATIONAL SAFETY COUNCIL 1961-62 General Chairman--K. M, Co*. Safety Dir, Goodman Mfg. Co., Chicago, 111, |`uv Chairman--James W. Lake, Mgr.-Ind. Hygiene Dept, Michigan Mutual Liability Co., Detroit, Mich Program Cmmniltee--koaurr F. Beeson /Chairman), Supv,-Safety and Training, Perfect Circle Corp., Hagerstown, Ind.; K, L, Lewis /'Associate Chairman/, Safety Engr, Delco-Hemy Div,, General Motors Corp., Anderson, ind. .Vetvslelter Committee--Ljwis R. Morrison (Editor), Mgr.-Safety, ACF Industries, Inc., New York, N, Y,; QuiXTON \V, Cooof (Assocmlr Editor), Supv. of Ind. Safety, In ternational Harveter Co.. Chicago, III. Secretary--A, J. Rcxtctt. Safety * Vnrti, Power Train Group, Chrydcr Corp.. Highland Park, Mich. Engineering Methods and Procedures Committee--Dan F Hkady tChairman}, Mgr. of Safety & Plant Protection, The Maytag Corp., Newton, Iowa; G. I Picket. tAssaaate Chairman), Supv, Safety & Medical Service, Wagner Electric Corp., St. I.oui>. Mo.; Kenneth S. Hrtwjs. Safety Dir., General Motors Corp., Detroit, Mich.; John A, Pauch, Div. Safety Engr, Metal Stamping Div., Ford Motor Co, Dearborn, Mich.; Edward D, Rahcc, Supv. of Safety, Employee Benefits, Westinghousc Air Brake Co, Wilmerding, Pa.; A- M. Thomsen, Safety Dir, American Motor* Corp, Keno sha, Wis.; E. C Pt.'CH, Iowa National Mutual Insurance Co, Cedar Rapid*, Iowa; Lee Ca&toxcuay, Mgr, Engineering Dept, Detroit Insurance Agency, Detroit. Mich.; 'GCOKE . Humphrey, Safety Dir, Cadillac Motor Car Div, General Motor* Corp. Detroit. Mich. Education and Training Committee--)ohn B. Hvnzs (Chairman), Safety Supv, Oldsmobile Div, General Motors Corp, Lansing. Mich.; Paul Kranos (Associate Chairman), Chief Satety Engr, Butler Mfg. Co, Kansas City, Mo.; Kobeiit I. Kixlev, Supv. of Safety & Security, Cununins Engine Co., Columbus, Ind.; Edward W. James, Safety Dir, Simdjtrand Corp, Rockford, 111.; Leo A, Johnson, Satety Dir, John Deere Harvester Work* of Deere St Co, East Moline, 111.; ,1. P, Kavenv, Safety Dr, Bchlca Mfg. Co, Cohanbus. Ncbr.; *C. C, Squhul, Detroit, Mich.; Donald Welter. Safety Dir, Guide Lamp Div, General Motors Corp, Anderson, Ini; , C. Wood ward, Dir. of Safety, A. O. Smith Corp, Milwaukee, Wis.; W. F_ Stuffing, Dir, of Safety, Carrier Corp, Syracuse, N. Y,; Hugo Peterson, Mgr. of Training. The Bcndix Corp, Detroit. Mich. Health Maintenance Committee--O. France (Chairman). Safety Dir, Bcmlix Prod ucts Div, The Beodix Corp-. South Bend, ind.; W, \L Ckiffin (Associate Chairman), Work* Safety Supv, International Harvester Co. of Canada. Ltd, Hamilton Works Hamilton, Out., Canada; W. G. Hazard, Personnel Relations Dept, Owens-llUnoi-s Glass Co, Toledo, Ohio; Frank J. Wacmer, SupV. of Plant Eng. Projects, John Deere, Dubuque Tractor Wks, Dubuque, Iowa; Wsi. R. Retzer, Indust. Hygienist, Cater pillar Tractor Co, Peoria, Hi.; D. L. Eschelsach, Chief, Ind Hygiene See, Chrysler, Corp., Detroit. Mich.; Arthur E. Sulek. M.D, Medical Dir, National Lock Co, Rockford, III.; R. T. Fo>tct. Mgr,-Health, Safety and Fire, Kansas City Div, The 17 I!cmli\ ( wf|i.. Kan-a- t ii>. Mu,; <> V N vritLMWEk, ln<J, Hygiene Dept, Michigan Mutual Liability Co, Detroit, Midi.; F*to Cook, lnd Hygienist, Bituminous Casualty Corp, Rock Island, 11L; H. W. Speichu, Adm, ind Hygiene, Westinghouse Elec* trie Corp, East Pittsburgh, Pa.; E. D. Sallee, Supv.. Safety & Ind Hygiene, Ameri can Can Co., New York, X. Y. Membership Comnutiee-- Floriax A. Buust (Chairman), Safety Mgr., Massey-Ferguson. Inc., Detroit. Mich.; Robert H. Cross (Associate Chairman), Supv. of Safety. Tern* stedt Div., General Motors Corp., Flint, Mich.; Ward Andrews, Safety Sales Rep.. Protective Equipment Co., Rock Island, III.; Frank Countryman, Safety Dir., Iowa Mfg. Co., Cedar Rapid*, Iowa; *Jerky E, Mookl, Vice Pres., Ettg, Corporate Service. Inc., Detroit, Mich.; Gilbert A. Snyder. Supv., Safety Sanitation, Allis*Claimer* Mfg. Co., Lu Porte, lnd.; Frank Dwvi.r. Staiulard Accident Insurance Ca, Detroit, Mick Og-theJob Safety Milton A. Rathjutt (Chairman), Safely Uir., C. Hager & Sons Hinge Co., Sl Louis, Mo.; Neil McCallum (Associate Chairman), Safety Coord, Corporate Personnel Staff, Chrysler Corp, Detroit, Mich.; . Eert, Safety Dir., A. C. Spark Plug Div.. General Motors Corp., Milwaukee, Wis.; H, A. Tilson. Works Safety Supv., International Harvester Co., Indianapolis Works, Indianapolis, lnd; John S. Blair, Safety Dir, Clark Bros. Co., Olean, X. Y.; John E. Kane, Supv.-Safety, Tcmstedt Div, General Motors Corp., Trenton, X. J.; R. G. Heeit, Asst. Mgr., Safety Services Section, Allis-Chahners Mfg. Co., Milwaukee, Wis. Stag Representative--Haw C. Iohnmjn, lnd. Dept., National Safety Council, Chicago, III. `Past General Chairman 48 OFFICERS OF THE POWER PRESS AND FORGIN'5 SECTION NATIONAL SAFETY COUNCIL 1961-62 General Chairman--Thomc H. ll(,u.\ki>. Safety Mur.. 'Ihv liud.l Cu, Pliil.ulidpliia. I',. J`iVe Chairman--George k. Until, Sufi ,W? . Accident Prevention. Wetnd'*A<e Elec tric Co., Pittsburgh. Pa Secretary--E. D. SaU-Eje. Mgr. of Plant Training, Saftlv and lnd Hygiene. American Can Co., New York, X. Y. Xnastetter Editor--M. R, Fkaskux, .safety Engr., Guide Lamp Div, General Motors Corp.. Anderson, lnd .issistanl Xcatslelter Editor-- K. D Mem, Safety Adm., Detroit Forge Plant, Chrysler Cone Detroit, Mich. Engineering and Technical PuMtcatians Committee Chairmen--Tor forging_William H. Uduiv, Supt., Forge Div.. International Harvester Ca, Chicago. III.: Tor Metal Stamp* mg--John A. Chu*chilu Supvr., Safety Engr., Safety Service Dept.. Allis-Chalmer* Mfg, Co, Milwaukee, Wit utfAhc-Job tmd Public Rcfations--CLXDt O. Enochs, Safetv Dir., Chevrolet*Flint Mfg. Div., General Motors Cone Flint, Mich. Education and Training Committee Chairman--Willard A. Dudley, lnd. Saiety Div, Eastman Kodak Co, Kodak Park Works, Rochester, X. Y- Membership Committee Chairman--C. C. Drake, Dir. of Training and Safety, Appletan Electric Co.. Chicago, IU. Program Chairmen for Metal Stamping--R. L. Moore, Supt. oi Engr*.. Lumbermens Mutual Casualty Ca, Chicago, III: Tor forging--K. D, Bill, Safetv Adm.. Detroit Forge Plant, Chrysler Corp., Detroit, Mich. Members--Wu Atkinson, Jr., Coord Safety Eng. Services, Continental Can Co., Xew York, X. C D. Braikcro, Safety Engr., Olds Forge Plant, Oldsmobile Div. General Motors Corp, Lansing, Mich.; Hugh Cammell, Supvr. Safety & Plant Pro tection, New Departure Div., General Motors Corp., Bristol, Conn.; "Given H, Dug* cot. Dir., Health and Safety, U.S.A.E.C, Albuquerque Operations Office, Albuquerque, X. M.; Irving C. Euucksox, Area Safety Dir., Reynolds Metals Ca, Louisville, Ky.; Magnus Gerszewsks, Safety Supvr., Inland Steel Products Corp., Milwaukee. Wis.; Walter L. HaxaU. Asst. Supt., Engineering Dept., The Fidelity 5c Casualty Co. of New York, Chicago, 111.; Joseph W. Hart, Supvg. Engr., Liberty Mutual Ins. Co., Milwaukee, Wis.; Frank Hausnan, Safety Engr., Employers Mutual Liability Ins. Ca of Wisconsin, River Forest, 1U.; `Edward A. Hessmer, Dir. of Safety, Oliver Corp, Battle Creek, Mich.; Robert Jordan, Chief Elec. EngT, Minster Machine Co, Minster, Ohio; W. J. Kirsch, Supvr. of Safety, Wes:nghouse Electric Co, Beaver, Pa.; *T. A. Kraklow. Dir. of Saiety, Deere & Co, Moline, HI.; M. J. Me Garthy, Safety Consultant, Columbus McKinnon Chain Corp, Detroit, Mich.; 'James Me Clim ax*. Safety Supvr, Westinghouse Electric Corp., Sharon, Pa.; Warken A, Peterson, Jr, Peterson Products Corp., Schiller Park, ill.; Donald W. Stitt, Aset. Gen. Mgr, lnd Relations, Continental Can Co, New York; X. Y.; Gordon E. Trank, Safety Dir, J. H. Williams & Co, Buffalo, X. Y.: Medico/ Advisor--F. J. Vurmllat, M.D, Oliver Corp., South Bend, lnd Stag Representative--Arthur S. Kelly, National Safety Council, Chicago, III. Former General Chairman PLAN NOW-- TO ATTEND THE 1962 NATIONAL SAFETY CONGRESS Celebrating the 50th Anniversary of the NATIONAL SAFETY COUNCIL WHEN: October 2f through November 2, 1942 WHERE: Conrad Hilton Hot*), Chicago The National Safety Congress brings together safety people from all over the country--10,000 of them! By attending the Congress you become part of the largest and most important safety meeting of the year. You meet safety men with the same safety problems and respon sibilities you yourself have. You exchange views and ideas on accident prevention, health, hygiene and fire prevention--on safety in industry, in traffic, at school, at home and on the farm. From a program of more than 400 meetings, discussions and demonstrations you select the activities that interest you most and that most closely relate to your safety work. This week-long educational program--planned and pre sented by the National Safety Council--can be your most inspiring, most thought-provoking safety experience of 1962. See the Latest In Safety Equipment At the Greatly Expanded Congress Exhibit Hall See nearly 300 exhibits! This alone--the largest of all safety equip ment exhibitions--will make your trip to the Safety Congress worth while. The industry's leading suppliers will display their newest and best safety products for your inspection. See . . . compare . . . ask questions. There is no finer opportunity to reach well-informed buying decisions for your company. CONTENTS CEMENT, QUARRY S MINERAL AGGREGATES SESSIONS Safety Aspects of Grounding Portable Toots . J, Matonsek 3 Ground Faults in Quarry Electrical Systems............. H. R, CaueJ 5 Hazards Caused by Improper Application of Knife Switches. .G. J. Reynolds 7 Falls During Bulk Materials Loading Operations....................James M. Christie 10 Belt Conveyor Hazards Leslie S. Volts 13 Officers of the Cement, Quarry ft Mineral Aggregates Section, 1961-62 18 Other Volumes in 1961 National Safety Congress Transactions Bad Cover 2 Cement, Quarry and Mineral Aggregates SAFETY ASPECTS OF GROUNDING PORTABLE TOOLS By E. J. MATO USER Mer., General Engineering International Minerals ft Chemicals Corp., Skokie, 111, My disenuica wilt not be concerned with the why or bow portable tools can become a hazard. bet in the event they do, what steps should have been uken to prevent any per sonnel hazard. The h'aticnal EJevtric ami hire Codes have directed industries and residential construe, non into saie and reasonable avenues. How ever there are certain aspects that tnav need ,t hit of historical explanation. Most 110tolt tingle phase systems have one line grounded. This grounding procedure grew irom the prevention of lire caused by light ning primarily in residential construction. There are other valid reasons for grounding 110-volt systems, but to digress into the pros r\nd cr.r.j of grounded versus ungrounded electrical systems, would be beyond the scope <i this discussion. We are concenwd with grounded electrical -v-ietn* powering portable tools. In some respects the addition ot the ground tends to increase the shock hazard bause it brings in one lead of the two necessary to close the circuit and cause the shock. What I mean by this is--m order to ran** a hock, the human body must be inserted in the circuit. Normally a pcr*on will not intentionally imich a hot line, but this is exactly what happens when * workman uses a portable electric tool, which has the hot line diorted to its metal frame. The system and the man : rc both grounded; the man becomes a part i the circuit and is subjected to a shock. basically, the human body can be consid ered as a salt solution incapsulated with a ilitn insulated membrane which is the epi dermis portion ot our skin. This is why intensity of shocks is increased, in the event that hands become moist or minor skin wounds are involved. In other words, the skin's larger resistance breaks down and the current flows readily through the "saline So lution" The severity of the shock depends upon the vital organ* that are affected, namely the heart and the brain. 71n< is why shocks between arm and arm, or between arm and leg, are much mure hazardous than between leg and leg. or let's say--land and elbow of the same arm. Another aspect worth considering in this understanding of shocks is that normally, voluntary muscles operate from electrical impulses generated in the nervous system and usually respond to a frequency of about 50 cycles per second. Hence, contact with 6- cycle extraneous voltage causes a saturat ing *ignal that tends to lock the various muscle* involved. This i$ why some shock victims cannot let go of a hot wire, but must tall away from it. This >aturating effect blanks out normal signals; it this occurs in the vicinity of the heart or brain, artificial respiration is re quired to keep the oxygen entering the body until the paralyzing effect is dissipated and the normal functions ot the body take over. With this brief resume of the physiology uf the shock, and applying tit** understand mg to the elimination of a shock from a portable hand tool, it teems obvious that the solution is to prevent the man from becoming a part of the circuit. How is this done? One answer is to completely insulate all metal or current carrying exposed parts. The advent of pintics and the extension of its physical characteristics of strength and temperature resistance, makes this possible. I am sure that in the future the insulating technique will provide solutions for many portable tool problems. However, with the existing tools and appliances, which have ex posed metal parts on their extenor, we must provide another answer. Tlie best solution is to ground all metal exposed parts of an appliance with a sep arate conductor, thereby providing a low re sistance path for the stray ground current. Electricity, like humans, will take the path ^f least resistance. The ground wire protects the man, by taking him out of the ground return circuit. The fu*e will blow because J !90! National Safety Congretr -1 the excessive ground current, and tbe defective unit will be isolated. The ground wire lus become almost stand* .ini in industrial construction for the last ten years. Generally the ground return dr* cuit is formed by a conduit system and re ceptacles arc provided which connect the *eparatc grid. Standardization nr plugs and receptacles has been difficult to achieve, and even the solution now accepted does not neeessartly solve all problems. Receptacles now in common use provide the ground con nection A major problem is that many tools and appliances do not have three-conductor cords and cannot he used in some receptacles unless an adaptor plug is provided Similarly, a tool with a three-conductor plug cannot be used in a shop which is equipped with the out of date two-prong receptacles. The ac cepted solution is by a plug and receptacle that is adaptable to both two and three plugs. If the tool does not have a ground wire, it ran be used, but the safety aspect of the three-wire receptacle would be lost. In a sense, the ground wire in the threeconductor cord is your Insurance policy for safety on portable tools with the metal ex posed parts. The problem here however, is ilwt one never knows when this insurance policy will expire. Ground wires break or become disconnected, and when this happens --and it happens all too frequently--the user of the tool is exposed to a possible lethal diock. This happened to a construction worker doing work for a major company some years back--even tliough they had a strict -rounding policy. As a result of this acci dent. a tool checker was devised to automati cally check electrical tools before they* were issued. Tliis device acted primarily as a "30--xml no go" test for a storekeeper who Is-ued tools, 11>e checker automations* passed a high current through the ground wire and maintained this high current long *-rvxjgh to bum not any whiskers, if that was alt that wa left of the ground wire. After passing tin's test, the tool was then subjected to a high voltage test, approxi mately 500 volts, to check deteriorating in sulation. It also tested for a short circuit in the motor armature. If the tool passed these tests, the tool would then be subjected to run voltage and a run test, if the "on" switch of the tool was pressed. Another feature of this tool checker waits built-in safety factor. In order to op erate the tool tester, the tool had to he preused against a spring plate on the vertical portion of the rest panel on the tool checker. Pushing the tool agvmtf this panel, beside' assuring a good jrround connection, the tool frame operated a micro-switch directly be hind the panel to initiate the test procedure If the tool was faulty, an audio and visual indication was provided and the test would not proceed to the point of applying voltage to the tool. Accessories for testing existing cords were also provided. This automaiie tool checker has never been produced com mercially, although a unit that uses the *ame tests but 011 a manual basis is being mar keted. The essential step* for safe operation of portable 110 volt single phase electrical equipment can he summarized as follows: 1. Use a grounded power system with adequate overcurrcnl protection for all feed er*. 2, Maintain a good ground grid. Thi* can be either a properly installed conduit system, or a supplementary ground wire net work. 3L Use standard three-wire receptacle* and make sure the .Vound wire is connected to the ground grid. 4. Use three-wire cords for portable tool* and appliances. 5. Periodically check portable tools to be tire that stair ground wire insurance is in force. If these steps are followed, needless lo*of life by electrocution from defective 110 volt portable equipment will be prevented. CVimn/, Otturry and Mineral Aggregate! GROUND FAULTS IN QUARRY ELECTRICAL SYSTEMS By H. P. CASSEL The Whitehall Cement Mfg. Co. Well-planned installation of electrical equipment takes for granted that such equip ment will be well grounded, at least to the minimum requirements of the National Electric Code, in the application of both large and small portable electrical equip ment. we have at times been negligent in the installation and maintenance of proper .`rounding. The u*e of targe, portable, electrically driven equipment in quarries, *uch as drag lines and shovels, usually requires operation at voltages of from 2300 to 13,000 volts. The fact that such voltage? are used, pin* die uncertainty of obtaining good ground? in areas such as quarries, demands that we carefully examine our grounding prac tice* in ihis area. WHAT IS A GROUND FAULT? When one of (he main conductor? of jwiwer accidentally touche? the framework ! the machine involved we speak of this as a "ground fault," This accidental con tact may be caused by the breakdown of insulation anvtvhcrc on the machine. It may be at the point oi entrance of the portable cable, in the switches or wiring on the machine, or 111 the windings of the motors or generators driving the machine. Such a breakdown may occur at anytime and with out warning. When sucit ground faults occur, t>ersonncI standing on the ground and touching the frame of the equipment involved may be subject* to electric shock ranging in in tensity from slight to fatal. Since even the best insulation, installed in the most expert manner, is still subjected to occasional breakdown the safety problem involved con cerns control of the intensity and duration nf the shock hazard when such breakdown* *<cur. WHAT CONSTITUTES A SHOCK HAZARD f \ good deal of Investigation lias been undertaken to determine the limits of human reaction to electric shock. Due to the great variation? in individuals and their varied reaction to hock, and to many other vanable?. the evidence of these studies is only generally conclusive. However, broad limits may be <et which will apply to rtv^t ca*c` and conditions. All investigations agree that the seventy of any electric *hock i a function of in tensity and duration The intensity of the diock depends mt 1 lie voltage encountered and the bodily re sistance of the individual in that portion of the body through which n (-articular electrical current mat pas* Investigation? in this area have -ct value* ranging from .-00 to 1000 ohm*. The amount <f nirreut (lowing through the body laving such resistance will dctxnd on the potential or voltage encountered. The following i an indication of what probably will happen with varying amount* nf current flowing through the body: 1. 1 tniliiampere--No vernation. 2, More than 5 ma.--Painful shock. .V More than 10 itia -- Mu*<1e contraction --2.3% of population witt freeze to contact. 4. More than !5 ma,--50% of population will freeze to contact. . More than 30 ma.--Breathing difficult --unconsciousness may occur. . 50-100 ma. Possible ventricular fibrilla tion of heart. 7. {00 ma.--2 amp?.--Certain fibrillation i>f heart. With tlicse results ia mind the mining industry, some year* ago, set 100 volts a* the maximum allowable potential that ilwuld exist between the frame of a machine and the earth during a ground fault. IfHAT HAPPENS WHEN * GROUND FAULTS OCCURt Let u* now examine what might happen when ground iault.? occur under various types of installations- lV6t ftotiemat Safety Congress A. An ungrounded system; With an ungrounded system, a single line may be the ground. There will be no inter* ruptioR of service and unless special ground detection equipment is installed such a ground mj> go undetected indefinitely, A second ground fault in the frame of a shovel, tor example, will cause a fault current to flow through the frame of the shovel, through the treads where they contact the earth and thence through the earth to the original fault The amount of current flow ing win be determined by the total im pedance of the system Since a large part of the total impedance will consist of the rather poor contact between the shovel treads and the earth, a large portion of the full line potential will appear between these two points. Any person standing on the ground and touching any part of the frame would be subjected to this poten tial. If the line potential would be 2300 volts and the body resistance taken as >00 ohms, almost 4 amperes could flow through the body, with almost certain fatal results. C. Another system makes use ot a solidly grounded neutral in a Wyc-connectrd distri bution system, with the point of transformer ground being carried along with the power conductors to the frame of the shovel. With a ground fault, a large ground fault current will again flow, which should cause the protective relays to trip out the power circuit. However, during the time neces sary for these relays to operate, the frame of the shovel will probably be at a danger ous potential for a short period of time. D, Having looked at the previously de scribed system, it may be seen that a high degree of protection may be secured by: 1. Providing the lowest practical resist ance between the shovel frame and ground 2. Limiting the ground fault current to such a value, so that the voltage drop be tween the frame and ground will not exceed a voltage which is ordinarily considered dangerous. The mining industry has set this limit at 100 volts. 3. Disconnecting the power feeders when a ground fautt occurs with as little delay a* possible. B, Underground distribution system--with frame of machinery grounded. There has been tome thought that the addition of a grouod connecuon to the frame of the machine, running :o a ground rod would eliminate haaards due to ground faults. Actually, such protection U far from adequate. With such a ground connection and a ground fault to the frame of the machine plus failure of another phase wire, ground fault current will flow through the teachine, the ground connection, to earth and so to the fault. Since the total im pedance of this path has been reduced by the lowered resistance to earth of the ground rod. a larger ground fault current wilt Sow than in the previous case. If the ground rod resistance path is in the order of 10 ohms (which Means to be a reasonable value to expect in most quarries) fault current* could be in the neighborhood of 50 to 100 amperes, oa a 2400 volt system, and thus a potential of from 500 to 1000 volts would appear between the machine frame and ground. Again assuming the body resistance to be in the order of 500 ohms, this would Indicate between 1 and 2 amperes of current through the body, again a fatal dost. It is to secure these benefits that modern installations are using impedance or resist ance grounded neutral transformer distri bution systems, in the event of a ground fault, the ground fault current will flow from the transformer terminal through the main conductor to the shovel frame, return ing through the ground conductors to the neutral resistance and thence to the neu tral point of the transformer. Under these conditions the ground fautt current is lim ited by the neutral resistor to such a value so that, under the ordinary conditions en countered in quarries, the voltage drop be tween shovel and ground would not exceed the safe limit of 100 volts. In addition to this, protective relaying is installed in the neutral of the transformer, that will immediately be responsive to ground fault currents and remove the entire feeder cir cuit from the system. Summary Adequate protection of human life and health against electrical shock hazards be provided It will eonsist-of these features: 1. All electrical Installations to be made with the highest degree of skill possible. 2. Neutral point of Wye-connected trans 6 Cement. Quarry and Mineral Aggregates formers to be grounded through a resistor which wilt limit ground fault currents to ,;0 amperes or less- 3. Ground connections from this resistor to be earned through the portable cable and terminated on the frame of the ma chine involved. 4, Relaying to be installed in the neu tral of the transformer which will remove the faulted circuit from the source of supply. Ground connections, cables and rods to be periodically tested to insure the lowest possible resistance in the ground circuit. To accomplish this may add somewhat to the cost of installations. It will cer tainly require some effort, time and money to maintain in working order, but unless we agree to do the job to the best of our knowledge and ability, we cannot say we have done everything in our power to make our plant* a wife place in which to work. HAZARDS CAUSED BY IMPROPER APPLICATION OF KNIFE SWITCHES Br O. J. REYNOLDS Tech. Mgr., United States Gypsum Co.. Chicago The United States Gypsum Company has had several serious accidents in the past several cars through the closing oi inade quate kntt'e-type so-called "safety" switches on stalled motors or short circuits. This is the greatest single cause of electrical acci dents in the company. Many of the knife switches have been applied in the past as safety lockout de vices ahead of motors. The hazard exists tn that the knife switches are usually of the tightest type available as intended to be visual disconnect only and to be opened or dosed only with the power off, not to interrupt energized circuits. Our main ob jective t* the elimination ot the knife switch entirely where possibte, where n lockout witch is required. If it cannot be locked out conveniently because the main breaker is too tr aw-av, a safety lockout circuit breaker should be added for this purpose. The purpose of this switch is only to vis ually open the circuit for safety reasons aiier the power is off. The reduced voltage starter for the motor is at the lower right and the .'tarter stops and starts the motor by means of a push-button above. There fore, after the motor is stopped, theoreti cally, it should be perfectly safe to open or dose the knifeswitch as there Is no load on the circuit at that time. In one case the starter contacts had fused when inching the motor but the knife switch was safely pulled without damage. Later when it was c(oed on a starting load, be cause essentially the starter contacts were iused shut, the switch was closed on a load which the switch did not have capacity to take and the switch exploded. A maintenance mechanic had been as signed the job ot servicing the rollers ot the White Raymond mill. He serviced them by positioning them manually in line with a port in the side of the housing and had completed four of the five rollers in this manner. He experienced difficulty in getting the fifth roller into position for servicing. He pointed this our to another mechanic who was walking through this area. The latter said he would "inch" the motor for him. The first mechanic removed his lock on the safety switch and then returned to the Raymond Mill so that he could observe the positioning of the toilers. He signalled to the second mechanic when he was ready. At the signal, the second mechanic closed the safety switch, pressed the starter button momentarily and onlv long enough to allow the fifth roller to turn into position. This would have meant that the mill made only one fifth of a revolution before the operator released the starter button. The first mechanic states that the mill made no more than a fifth of a revolution and that the fifth roller stopped in the Xational Safety Congress With the cooperation of our safety di rector, Mr. E. C Beuthin, the program was reviewed with management and thdr support and approval tor future appropria tions was obtained. Our next step was to disseminate the in formation to our 60 plants in the field through channels that would set up authority ior execution and to assume the responsi bility tor compliance. This was handled through our operation managers, through their production managers and plant works managers. The seven-page Information Bulletin #604, referred to above, was compiled to cover classification, survey and -Itemate methods of making correction and was issued to all plants as an operating bulletin for execution. Completion of each separate plant project, in accordance with the above. Is being fol lowed up by the production managers. FALLS DURING BULK MATERIALS LOADING OPERATIONS Br JAMES V. CHRISTIE Safety Engineer, Portland Cement Assm, Chicago My paper i* directed to a problem in our industries that is certainly not new. As a miner of tact, in my research I ran across an accident report describing a fatal ity in this same type of situation back in 1920--just a few years before I was giv ing any thought to safety work. The title of my paper, "Falls During Bulk Materials Leading Operations," it intended to be spe cific to a current problem. And I believe it accomplishes this. However, as I stated, this problem is not new'. It is merely be ing brought to our attention: most recently, because ot an increased usage of trucks for bulk hauling of our products. And, naturally there have been many injuries -ustained by our employees. I wish to sell my point with a few case histories. The case of the fatality I men tioned earlier involved a fall from atop a rail car. A 15-foot fall, the approximate height of a rati car, is certainly a potential fatality whenever it may occur. Essentially, our problem involves falls to a lower level--whether loading into truck trailers or rail cars. However, it is not necessarily limited to this. One injury that 1 teamed of involved an operator loading a trailer with bulk lime--he tripped and fell on top of trailer and fractured three ribs on his right side. But this accident did not exhaust all the possibilities for in jury. He could have fallen into one or the open hatches on the trailer--with the re sultant possibility mi -ufiocation. This happened to a worker loading finely divided material--he tripped while on top of a rail car and fell into a loaded sec tion of the car. For a brief interval he was completely submerged in the material. Fortunately, quick action on the part of another employee saved his life. Or--another case--this time on a truck. The employee stepped into the opening on top of truck with one leg--suffering severe bruise in groin. Now the fall to a lower level. Basically --from the top ot the rail car or truck trailer to the ground--distances ranging from 10 feet to 15 feet. Would you Condone a situation in which an employee regularly works on an irregular surface near an unguarded dropoff of 15 feet? There is much condonement of such work practices in our industries. It appears that the think ing has been something like this--railroad men and truck drivers <lo it why can't we? Does this sound familiar? Or, the safety equipment creates more hazards than it alleviates--hogwash. I'm sure you have ail heard these excuses many times. In plants where these and. similar excuses have been allowed to prevail, we know of many injuries resulting from the falls that occurred. An interesting sidelight is the fact that in almost all cases, after an in 10 Cement, Quarry and Mineral Aggregates jury has occurred, some action is taken to prevent further injuries. But only after someone has been injured. These are the case histories ui -onte in juries sustained in tails during bulk load ing: A bulk car loader tost his balance and fell to the ground when a hatch door that he was pulling open released quite sud denly. He fractured his heel. Another case of lust balance and a fall to the ground from a rati car resulted in multiple frac tures, bruises and brain concussion--both of these are similar at the start but the consequences arc vastly different. On truck trailers, I teamed of a case where the truck driver drove away from (lie loading point while the loader was still on the truck .And yet another case of lost balance--this time from a truck trader --the loader suffered a broken arm when he tried to jump to a platform 8 feet be low to avoid a fall. These ease histories certainly are not all inclusive in either number or types of accidents. They do lead us in the direction of solving the problem, however. At the risk of over-simplifying 'Sis problem, let me say it in this manner. Ve liave people working in locations wherv they are ex posed to injuries from falling. Our job is to prevent these falls--How? By tying the people in place or by building a fence around them. By way of explanation, my organization. The Portland Cement Assil, has established certain safety precepts tliat our members use to guide their safety efforts, We call them "model safe operating practices." The one that is specific to this situation states, in part, "A safety belt and line properly attached, adjusted and anchored shall be worn by each person working on an un protected perch more than five feet above a lower surface" I might add that this model safe practice, and ail the others, is intended as a mini mum requirement for job safety in the cement industry. Our members find need to expand these and to make them specific to certain work locations and situations. We believe this model safe practice covers both the "tying in place" or "building a fence around" situations. Directly, if a man is on top of a rail car or truck he is working on an unpro tected perch--more than 5 feet above a lower surface, and needs the protection of a safety belt and line, On the other hand, if a fence is built around his work lo cation, his chances of falling to a tower surface are negligible So. I say again, "Tic him in place," or "build a fence around him." .Vow, gentlemen, l wouid like to show some specific examples illustrating the two points I have mentioned. 1. Man oh car with belt and line attached to hariioulal overhead cable. You will recall that ! told you of a rase involving a loader who fell into a hatchway and was momentarily submerged in lime. This picture involves the same t>pe situation. Except, this matt was using the belt and line shown and only wait into ihe hatchway to around his knees. There is quite a difference in the potential con sequences of these two similar cases. In attempting to apply the principle ot "tying the man in place" you will encounter some physical difficulties at your loading points. It amounts to answering the ques tion, "What can e tie the man to?" With a roof overhead, a cable can be extended horizontally over the length of the loading area. As in this cave, the life line can be permanently attached to the horizontal cable. Also, a ring attached to the lop of the life line allows your bulk loader to work the enure knyth < the car or truck trailer. 2. Silos or buildings loading area. both tides of If you don't have a root or structure over your loading area, you may have struc tures on either side, as shown in this slide Here you will note the cables extended over and across the loading area tliat support the cables extending the length of the load ing area. To these, then, the life lines are attached. Please note that these life lines are pulled up and tied off. This is to allow for the 22-foot vertical clearance require ment*. '.xer the top of the rati* 5. foie installed as upright support for one turner of cable arrangement. This is intended to show the extent to which one plant has gone to provide a place to tie the bulk loader to his job. They didn't have adequate overhead structure or buildings on both sides of the loading area. 11 !<MI S'atioTuxl Safely Congress <t they installed this post as the comer support for their cable. Again, note the fife line pulled out of the way for rail 4, Boom pivoted from side of silo for truck loading One plant lias solved the problem of what to tie to by installing a boom on the side of their silo. The boom is pivoted at the silo and is actually a monorail. The life line is attached to a carriage on the mono rail and the user can safely traverse the entire length of the boom. 5 flatform ozer truck loading point. This platform i* designed to virtually eliminate fall hazards during bulk loading, il illustrates the point of building a fence around the work location. At this plant, tite loader never goes onto the truck trailer. However, the problem is not completely eliminated because someone (in this case the truck driver) must open and dose the liatcli covers. This practice appear* to be quite common around the cement industry- The employer o this worker needs to attend -o hi* protection, 6, I landrailed walkway alongside silos. This is an illustration of the fencing principle as used in loading aggregate from silos. The discharge chules can be lowered into position and the flow i material* controlled from this hnndrailed walkway. *. Pivoted walkway to get out to truck. This situation does not fit neatly into i-iilier of tlie categories l have tried to >-tabliih However, it does involve need for both fencing and tying the loader. The platform on which this employee ts standing i* binged and eounterweighted to keep it <`Ut of the wav when :t truck trailer (or railroad car) is being spotted. Then it is used as the access to the truck or car. U has handrails; however, once an employee goes beyond these he lacks protection. So, this represents a situation in which both tying and fencing may be applicable. 8. Suspended handrails at a truck bulk Uxiding point. An example of applying the "fencing" principle to a truck bulk loading situation -.liows the slanted grating leading to the trailer, then the handrail that extends around the working area. An additional safety innovation, is evi dent in the stairs and catwalk that are used tor access to points where maintenance work will take place, i think you will agree that a great deal of tliought has been given to these work situations 0. A situation that is not common .ill over the country. On a trip into New York State I saw a type of rail car that 1 had never seen before. It is called a bottle car and con sists of 4 or 5 large metal containers on flat bed rail car. There are no ladders up the sides of the "bottles," and no catwalk from one ''bottle" to another. As a partial solution to the problem of how to position a man for loading these cars, one plant in stalled hinged grating alongside the load ing area. These are kept in a raised po sition until a car is spotted. Then the platform is lowered and it offers a con venient working surface for the loader. I might add. .that this arrangement could be improved by installing a cable overhead for use with a safety belt and life line. There is one other mechanical device re garding bulk loading that i want to dis cuss. In many of the examples above, you will recall that the bulk loader had to climb up the ladder on the rail car or truck and then hook up his safety belt to the life line. This allows for exposure to falls during die climb up and down die ladder, and momentarily while he is not hooked up to the life line. I don't want to be accused of adver tising a commercial product and 1 don't have any'stock in this company, but I do want to tell yuu about a product that is being used in some cement plants. It amounts to a life tine that is mounted on an auto matic reel. The reel contains 16 feet of steel cable that extends or retracts auto matically with the normal movement of the user. Then, should he lose his balance and start a rapid extension of the cable, a lock ing mechanism in the reel stops the move ment in about one foot. To use this device in a bulk loading situation for example, you still need a cable extended horizontally over the load ing area. Then, the red containing the ex tendable and retractable life tine, should be attached to the horizontal cable. It will slide on the horizontal cable allowing free Cement, Quarry and Mineral Aggregates dom of movement the length of the rail car or truck trailer. The life line wilt allow for safety dur ing the loaders vertical movements getting on or off a rail ar or truck. In answer to possible questions, 1 would like to ex plain that l do not know of any tests that have been made on this device--other then bv plant people--one plant has dropped a i.50-pound weight and the locking mechanism worked projierly. Falls during bulk loading of materials r.m result in serious, even fatal injuries. They have happened in the past and will happen again unless we exert efforts to provide work situations where fall poten tial is either eliminated or drastically re- duccd. And, this won't be an easy task. You are all familiar with the resistance one encounters when attempting to institute any new safety practices or equipment. You may expect such resistance regarding fall protection--both from management, super vision, and employee*. However, there arc many plants in which the employees are protected from falls and they arc `till pro ducing efficiently. I'm sure you realize tliat i have not cov ered every conceivable situation--I'm cer tainly not knowledgeable about all of them. I do hope, though, that t have been able to stimulate you to review vuur Iwlk load ing situations with an eye towards reduc ing fall potential and eliminating these in jury sources. BELT CONVEYOR HAZARDS Br LESLIE S. VOLTZ Safety Engineer, Consumers Div., Vulcan Materials Co.. Chicago, III My remarks arc pointed primarily to the management of the smaller companies who do not have actively organized accident pre vention programs, and to the larger com panies who do have such programs but fail to make them effective because ui the poor attitudes of operating personnel. As a safety engineer l cannot he honest if I judge our progress as an industry by a code of legalistic morah*m. I mu<i judge the results on our sucres* in preventing all per sonal injuries. The tragedy of licit conveyor accidents is tliat we do know how to prevent them. We do know the essential rules, on the mechani cal and electrical devices and their opera tion, to eliminate such hazards to our em ployees. We do know the necessity of specific rules and regulations which must be Iiammered (and this ran be taken literally tor some employees) into the minds of our management and men concerning the opera tion of belt convejors. Some of the things t say here may nuke you angry and I hope they do--m fact i wouldn't care if you got so mad you pushed me out the door--// in so doing l could only convince some of you of vour lack of .in intelligent approach to hch conveyor -afety. I'nsMbty num ..i you have stood by a belt conveyor and watched it roll along quietly with its toad, the occasional click of the splices passing over the idlers being the only sound you heard. It doesn't make a tot of noise to pul tear in your mind and seems *o innocent as it travels along at 350 to -150 feet per minute. This very charac teristic makes it fascinating and seemingly harmless. In fact, f have often thought of this type conveyor in the same manner as a person night think of the wave* that roll in to quietly and peacefully at a beach. Yet we know in many cases beneath all this serene beauty there is a deadly undertow. You may lie only a few feet from danger . . , and oj it is with a belt conveyor. You may be only a tew incites from a serious personal injury. The following should never let you forget fine basic rule <>f belt conveyor accident prevention, that is, provision for an effec tive "lock and tag" system. I have called this "Death Takes a Holiday." U !9bl National Safely Congress A Harkins' foreman about my <i*e and age wn instructed to repair Hie chute at the bottom of a 42-inch belt conveyor from the screening building to the load out bins. The conveyor was not running and accord ing to the man's statement, he pulled the emergency cord to make it inoperative. He then proceeded to get on the belt and start the repairs. All head and tad pulleys should be guarded, but the wing type tail pulley is a particularly dangerous type; however it did not contribute to this accident A general view up the conveyor from the tail pulley shows the emergency cord. This is the long trip our man will have to take--220 feet to the head pulley at a belt speed of 400 feet per minute. A view of skirt plates at the chute to be repaired would show the emergency cord on the left which the foreman said he pulled at this point. The employee was standing between the angle supporting the jkirt plate and the conveyor cover when the belt was started from the control cen ter at the load out bins. He was knocked down by the cover and started up the conveyor head first. As he was traveling about seven feet per second, he could not pull the emergency cord. He was Rattened by the J5-inch belting, used to shape the material on the belt be fore it comes to the weighing device. The clearance from the bottom of the VS-inch angle supporting tills is 21 inches and it is only 11 inches from the trough of the belt to the crown of the belting. Again, he entered the conveyor covering to continue hts journey. His last view of daylight was at the weighing device, where once more he went under cover. Surely, at this point, "death his companion." At the chute to the screen, where the em ployee went over the head pulley and into the chute, there was only a 12-inch clear ance. He was able to get out by himself and walk from the tower with some as sistance, Examination at the hospital did not disclose any fractured bones or serious lacerations. His body, however, was so severely bruised all over that he was dis abled for 22 days. N'o one can deny that this man was blessed and that "Death" did indeed, "take a holiday !*' But why did it have to happen ? The plant had been provided with danger tags. Only the previous wet* locks had been received to institute lock-out systems. The employee had three separate places to tag out, lodc-out, or both tag and lock the power to this conveyor, as follows: 1. At the emergency switch at the head pulley of the conveyor. 2. On the control panel at the loud out bins. 3. The circuit breaker for the unit under the load out bins. However, none of the tags were placed at any of these points. Who, then. w` responsible ? You can each answer these questions for yourself and your own opera tion. 1. Had the employee been instructed personally on the use of these tags? 2, Had management and supervision in sisted every single tunc on the use of the tag out system? A two hundred foot walk on the part of the employee would have insured hb secur ity. Yes, Death took a holiday but don't depend on it? Good management cannot afford to gamble with such odds. If you ate interested in seeing an excel lent Rim on lock or' <ystems get "Lock and Tag." See the June 1961 issue of National Safety News for the source for this film. The next series lists some of the hazards encountered in the process of repairs, or as the result of repairs or maintenance. Please review your rmn operation as these arc given. 1. Guard not replaced following repairs. 2. Ladders incorrectly placed or used. 3 Conveyor walk-wavs with openings, no toe boards and absent or missing cleats. The latter are a necessity where frost, or freez ing water can accumulate. 4. Falling Hazards--Man trap, material left on stairs or platforms. 5. Pinch bar left on walk-way. 6. Removal of hearing race with $ lb, sledge hammer. 7. Compressed gas cylinder--unsupported oxygen tank. & Toots in bad condition--mushroomed chisel. Note oxygen tank in background. 14 CVmii'm/, Quarry .md Mineral . Igyreqates 9 Unguarded platforms, opoiings, ab tendons in the area of the wrist. Iodoform sence of cleats, etc. gauze was packed into the wound and ex 10 Unguarded flexible couplings, motor tended proximally down between the radius to speed reducers. and ulna in the lower third of the forearm. ' It. Unguarded conveyor drives. Vaseline pressure dressings were applied 12. Incomplete guarding. followed by fluff dressings." 13. Unguarded back stop, He wa* discharged from the hospital 103 days later, but had to report to the hospital 14. Unguarded wing type tail pulley. three times a week as an out patient for t 13. Overhead dangers. "A Safetv Hat further debridement of the skin and con Saves a Life" ditioning of the skin graft. The donor site A quarry mill employee, age 29, wav cleaning the tunnel floor under a 42* belt on the tight side, (opposite the emergency cord) where there was an Ifi-inch clearance between the conveyor structure and the wall. He was using a long handled scoop shovel and throwing the spilled material back onto the top run of the belt. A troughling idler was involved in the acci dent, anti a vertical angle supported the skirt plates. The handle of the shovel was caught between the operating belt and idler, pulling the left arm and shovel blade under the belt. The throat of the shovel held part of the weight off of the employee's arm, and prevented the idler from turning. The employee's statement was as follows: "It seemed to me an eternity before I seas found, although I think it was between two and three hours, 1 hollered from time to time as loud as 1 could whenever the con veyor was stopped and on one occasion I unlaced one of my shoes and wedged it be tween one of the rollers in an attempt to lessen the pain, f also took a shoelace out of the shoe and wound it around my arm a* a sort of tourniquet to stop the loss of blood. When released by my fellow em ployees I fainted and woke up in the hos pital." The report of medical treatment was as follows: dressing was changed after two weeks and revealed this wound to be comr'etely healed with no particular difficulty. The only thing remaining is the volar arc* of the wrist in which remains some of the fibers of the deep flexor tendon which should be saved to give him a pinching mechanism of the thumb and index finger. Therefore, it was im possible to graft over these areas. Enclosure had to be achieved by secondary intention. After 46 more days, the man was sent to a sanitarium for physical therapy treatment to help reconstruct the function of what remains of the power m his left hand. Seven and one half months after the ac cident the employee was re-examined and it was reported that the wounds w'ere healed except for two smalt areas on the volar as pect of the wrist. "His fingers reveal very* little, if any. active motion and almost no passive motion. He does have 25* of active flexion of he distal phalanges of the thumb ami 15* of active flexion of the proximal phalange- of the thumb. He has a loss of sensation com patible with injury' to both the median and ulnar nerves. This hand and forearm, in my opinion, represents a 100 per cent dis ability because of the marked stiffness of the joints of the fingers. I believe there is little hope of obtaining active motion by further ten*' i surgery. If it were possible, by continued physiotherapy, to obtain some "He was treated for 3rd degree bums of passive motion, there would then be some the left forearm and hand. This involved chance for further surgery. The gap in the the tendons, muscles, nerves, arteries and median nerve is so great that nothing short veins. He had multiple debridement of the of nerve graft would be of any value. left arm. In order to prepare the arm for the skin grafting, hts right thigh was chosen by the doctor as the donor site, and from this area three strips of split thickness skin was taken and placed on the defects. Ap "It would be my impression that either the total disability should be accepted, or to con tinue with a trial of physiotherapy and splinting to try to mobilize the small joints of the hand. If these small joints can be proximately 75 per cent of the forearm was mobilised, ooe would then have to plan a covered, leaving the other 25 per cent which large pedicle abdominal Rap to replace the was composed of dying and exposed flexor scarred tissues on the volar aspect of the IS OFFICERS OF THE CEMENT, QUARRY AND MINERAL AGGREGATES SECTION NATIONAL SAFETY COUNCIL 1961-62 Chairman--Howard F. Johns-tox, Supv., Ind. Relation*. Funkhouser Mills Div.. Ruberoid Co.. Hagerstown, Mti. first Vfce Chairman--Dorse O. Seiple, Jr, Safety Dir., The Standard Slag Co.. Youngs town, Ohio Second Vice Chairman--Arvid Tiexson, Safety Dir., Material Service Corp, Lyons, 111. Secretary--j. R, Trxaoaway Safety, Dir., Vulcan Materials Co., Birmingham. Ala. Srusietter Editor--Limas E. Cuwisgkam, Safety Dir., The Georgia Marhie Co, Tate, Ga. Program Cnnmittee Chairman--Dorse 0. SEirLt, Jit, Safety Dir., The Standard Slag Co, Youngstown, Ohio; Francis W. Bush, Sr, Dir. Safety. M. .1. Grove Lime Co.. Frederick, Md.; Ivan F. LeGoxe, Safety Dir, Portland Cement Asml, Chicago. III.; Ralar M. Richie. Dir of Safety and Community Relations, Medusa Portland Cement Ca, Cleveland. Ohio Membership Committee Co-Chairman flVtsti--Leonard R. Flicker, Dir. of Safety. Permanente Cement Co.. Oakland, Calif.; Wtirm* J. Wise, Vice Pres.*Supv. of Safety & Personnel, Southwest Stone Co., Dallas, Tex. Co-Chairman (ast)--R- R. Foley, Mgr.-Eng, The France Stone Co., Toledo. Ohio; Walter A. Dearth, Jr., Supv., Employee Relations, The General Crushed Stone Co., F-aston, Pa.; Giuert E. Archer, Sr, Safety Dir., The Marble Cliff Quarries Ca, Columbus, Ohio Statistics and Contests Committee Chairman--John C. Machisak, Chief, Aeadent^Analy sis Branch, U. S. Bureau of Mines, Washington. D. C.; J. R. Boyd, Exec. Dir, Na tional Crushed Stone Assn, Washington, D. C.; E. W. Bauman. Managing Dir.-Sec.. National Slag Assn.. Washington, D. G; Vincent P. Ahrarx, Jr., test, to the Assoc. Managing Dir., National Sand Sc Gravel Assn., Washington, D. C. I KxN'NTTK A- GtJTi-chick. Mgr., Technical Service, National Lime Assn, Washington, D. C, Engineering Committee Chairman--Leslie S. Volte, Safety Eng., Vulcan Materials Co, Consumers Co. Div., Chicago, III.; Asvn> Tuxson. Safety Dir, Material Service Corp, Lyons. HI.; Derreu. M. Cornell, Safety Eng., Portland Cement Assn., Chicago. Ill-; Roy G. Stott, Mining Health and Safety Eng., V, S. Bureau of Mines, Washington, D C: Ccotcc f. Reynolds, Tech. Mgr.-Electrical, L*. S. Gypsum Co.. Chicago. Ill,; E. C- Bcuthin, Mgr.. Safety, C. S. Gypsum Co.. Chicago, III. Visual Aids Committee Chairman--A, B. HorriEzat, Vice Pres, Laverack & Haines. Inc, Buffalo. N. Y.; J. R. Treadaway, Safety Dir, Vulcan Materials Co, Birmingham, Ala.: William A. McCormick. Jr, Safety Supv, Keystone Div. of Dravo Corp, Pittsburgh, Pa. Og-the-fob Safety Committee Chairman--H. A. Edwail, Mgr.-Qperations, General Portland Cement Ca, Chicago. 111.; J. R. Tizadaway, Safety Dir, Vulcan Materials Co, Birmingham, Ala. 18 Publicity Committee Chairman--Kenneth A. Gutschick. Mgr, Tech, Serv, National Lime Assn., Washington, D. C-; Kanntth Flicjo*. Safety Dir and Eastern Div. Labor Relations Mgr, Marquette Cement Mfg. Ca, Chicago, 111. Training Committee Chairman--*Wcujam A- Kepf, Dir.-Safety, Universal Attas Cement Div. of U. S. Steel Corp., New York, N. Y.; *PAin. J. Worseck, Mgr., Safety and Welfare, Lehigh Portland Cement Ca, Allentown, Pa.; "Howard Riefvxstahl, Mgr. of Training St Safety. Alpha Portland Cement Co, Easton, Pa. Long Range Planning Committee Chairman--"Howard Riek>-rt*hl, Mgr. of Training & Safety, Alpha Portland Cement Ca, Easton, Pa-; "Fred E. Storch, Dir, Safety Se Personnel, The Whitehall Cement Mfg. Ca, Cementon, Pa.; "Paul VVor^cck, Mgr, Safety & Welfare, Lehigh Portland Cement Co., Allentown, Pa.; "Seymour it. Flem ing, Safety Dir, New York Trap Rock Corp, West Nyaefc, N. Y.; William A. Khi\ Dir.-Safcty, Universal Atlas Cement Div, U. S. Steel Corp, New York, X, Y. iXemirmtinif Committee Chairman--"Fred E Stohcm, Dir, Safety & Personnel. The White hall Cement Mfg, Co, Cementon, Pa. Personal protective Equipment Committee Chairman--"Seymour 8. Fleming, Safety Dir, New York Trap Rock Corp, West Nyack. X. Y.; "Fred E- Storch, Dir, Safety and Personnel, The Whitehall Cement Mfg. Ca, Cementon, Pa.; "Howard Rietenstahl, Mgr. of Training and Safety, Alpha Portland Cement Co, Easton, Pa.; "Paul j. Worseck, Mgr, Safety and Welfare, Lehigh Portland Cement Co, Allentown, Pa. Itembers-at-Lorge--^T. W. Jones, Vice Prej. in Charge of Production. New Haven Trap Rock Co, New Haven, Conn.; "M. C. iL Pollard. Dir of Safety, National G>psum Co, Buffalo, X. Y.; E. C Br.iTHlx Mgr.-Safety, United Slates Gypsum Co, Chi cago, 111.; Li ovo Yeager, Gen. Mgr.. Gypsum Assn., Chicago. 111. Stag Representative--Charles 5. Untrr. National Safety Council, Chicago, III. Past General Chairman CONTENTS CHEMICAL SESSIONS An M.D.'s Use of Electronic Date Processing in Health end Safety...................... ........................................ Design and Testing of a New High Pressure Celt. Safe Handling of Cryogenic Fluids . . .... Bert V/. Brooks, M.D, ...................... Pone/ R. M. Ntary 4 9 16 JOINT SESSION WITH OCCUPATIONAL HEALTH NURSING SECTION Psychological Accidents--The industrial Physician's Viewpoint . ......................................................D. J. Killian, M.D. 22 The Occupational Nurse's Role in the Direction and Referral of Emotional Problems............................. Annt Kloibtr, R.N. 25 A New Concept of Accidents.....................................Sanford G. Rogg, M.D. 27 Eye Safety in Chemical Processing.. Joseph Gutlich 34 Fundamentals of Pressure-Relieving Devices for Unfircd Pressure Vessels ................. .. . . H.V. Hodnick 38 Specific and Unusual Applications of Pressure Relief Devices... R. L. Porter 43 JOINT SESSION WITH AEROSPACE SECTION Introduction to Guided Missile and Rocket Safety Presentation .. Co/. Richard H. Peter 46 Safety in Storage. Transportation and Handling of Guided Missiles and Rockets. .. . Roy L. Myers 48 Safety in Rocket Propellant Manufacture. ..... Robert J. Shitock 51 Safety m the Rover Projtek................................ ........................ .. Roy Rtidtr S3 FERTILIZER SESSIONS Communication Affects Safety Performance... L, K. Jonos 59 Hernia and Strains ................. John A, Po/ese, M.D. Why Vou Should Have an Off-the-Job Safety Program J. S. Quttntr Management's Role in Accident Prevention. ......................... C. E. Altxandtt 60 65 67 Eliminating the Risk of Overhangs in Fertilizer Piles Using Serious Injuries . . T. A. Boylty 71 O. C. Haitr 75 Officers of the Chemical Section 1961-62........................... 79 Officers of the Fertilizer Section 1961*62. ....................................... ...................... 81 Other Volumes in 1961 National Safety Congress Transactions................. Back Cover CHEMICAL SECTION AN M.D.'S USE OF ELECTRONIC DATA PROCESSING IN HEALTH AND SAFETY By BERT W. BROOKS. M.D. Dif,. Industrial Health. The Upjohn Co., Kalamazoo, Mich. 4HM.ir. H. Mt,, ; lit revolt 'ears becume almost routine in indu*tr>. Most ot \xju here today, 1 am `ure. have had "me esmtart. ir the various mdu-tries that '>i re?*rern. with representatives of your Iat3 jifoce*-mg dejau uu<-nt Records of w.lee. sale* fwreerds, -hipping, the various i.'.toitvrtc and data. ee -upt-lie* n manv rratimetaart departments *nd utints of available stuck are a fear of tbe icscti'xu m' s-uefc a data f*roce*jng depart- mrrr Ttie cue, aresnrr, and speed ot tbe ifim titir tvjw of department save nvui t.ee bows each mxtth. it such facilities are available, why then n midr.' vm- in tnedieme and -*fct> utilize to avviit us in not only day-to-day *.irk. but xJm> in Ions range planning and sting? I 4tm ->ure ttk--t ot you Uw tlte coneciK of modem occupational medicine. Mas power ` nservatian is growing more important each nd rtery day. There are frw industries today that are not looking for scene way to conserve their mas power. I believe that health and safety parallel each other and. because of this, we should look at some medical statistic*: and in this way. perhaps, pain further insight into the total problem of safety. Within the past five year period, I was a consultant to Occupational Health Service, and during this time had the opportunity to study the results of over 60,000 physical examinations done at many locations on working people The results to me were astonishing. Utilizing mobile equipment, over JO different industries were visited in 10 slates. For example; a paper corporation in Texas, a candy company in N'cw Jersey, coal miners and quarry worker* in Virginia and West Virginia, employees of one of cur largest electronic firms in Ohio, ami a utility corporation in New England. A* \uu can *ee, we had rtpre-emaiion m r.tany geographic location- a- well as rrprf' smtaiion of many various tyj<* of in*hi-tn These were voluntary examination* *k-ne during working hours and paid for b> man agement. Of the industries visited, none had less than 90 per cent participation ' * their employees irom top executives to '! hme1 rated employee. 1 think it import^:.: k> mention that these examination* wen done oe supposedly well people, because if an employee wa not at work he was n^* examined. Also, to add to the statistical significance of these examinations, the same labonv r* technicians performed tbe tests eadi I' carton. as well as tbe same board specialist* for interpretation of mdi things as tanersmears. X-rays, electrocardiograms. etc T* ! fed, gives us a valid statistical base, Electronic data processing played its \^r in this study. Without the u< of electrum data processiRg adapted to medkai recordand laboratory remits, little information could have bees learned from this stud.*. Each aspect of the medical examination wtabulated utilizing IBM equipment and from this data we quickly were able to produce accurate statistical reports of our work. Let us briefly go through tbe various pro cedures that were done Oft each examination to give you an idea of tbe depth of this study. With each of oar physical examina tions: A. A medical history was taken, utilizing a modificatkxi of tbe Cornell Index Type History, including past medical history, pres ent medical history, family history, operative history, and social history- An individual eorapleted his history form with the aid of a nurse and a "marked sense deck of cards," including the above mentioned history. At the same time the individual was given 100 4 Chfinical Scelimi grants of glucose m orange juice for a more accurate blood sugar determination. 8 The height and weight were recorded 'ind classified according to Metropolitan Life Insurance Tables based on body build, sex, height, and age. C. Visual testing included the use of the Ifarringtnn Flock* method for visual field `Greening and the Ortho Rator for near and far vision, color vision, depth perception with and without glasses. D. Because ot the importance oi hearing conservation, each individual wa* given threshold screening evaluation from 250 to '".000 cycles per second. E. A 12 lead electrocardiogram, I' A routine physical examination which "hided neurological evaluation, rectal and ;cA;c examination, and papanicolau smears i all females, <. A routine chest X-ray. U in the laboratory the following labo ratory procedures were performed; hemato'rit. hemoglobin, blood sugar, serology, roune urinalysis, cholesterol, T' I am sure you will agree, is more typical -irecning-typc medical ex- > . .wrr the results of these examina"* Twenty-five per cent of the people -wo.^jed, regardless of job, age, geographic av.c or industry involved, showed a medi- <nd.vri.rn that might limit their survival fv 4:. -j-Ju-trial environment. One out of -c- >i the people we examined, therefore, *rf* found to have a serious or potentially -er.'-ti* medical defect. This fact alone -uahr nut shock you. yet 70 per cent of the individuals found to have a serious medical r .lid jmt know it existed. Tltc itiet'mv * i r*t\mpiomnttc disca-c was found to quite high. It is no wonder, therefore, that we arc confronted with so many prob lem* in our safety work. Certainly a sick individual is more prone to accidents than a healthy one When one considers minor medical defects, the results are again shocking. As high os 50 per cent of the individuals examined exhibited minor defects. Minor medical de fects, in my opinion, are those which if left unattended might develop into more serious findings. 1 am speaking here of allergies, hemorrhoids, low back syndrome. tile myriads of fungus, etc. When yni add the minor medical defects to (he major findings in this study, approximately 75 per cent of the working population examine-! had recognizable medical defects, and vet most of them thought they were well. Many other studies such as this have been reported and 1 am not presenting these tisttes as the last word, yet this was a unique study done under rigid medical condition* and I fee! should give you some basic medi cal insight as to the cztucx of many accj. dents. I think it is interesting to note the in crease of chronic debilitating disease irom 46 per cent around 1900 to 81.4 per eent in the mid-1930's. On the same graph is note-1 the decreasing incidence of acute disease. This statistical evidence may be confuting. Actually, the point to remember here i with ttie advent of the so-called miracle drugs, such as the potent antibiotics that physicians have in their hand* today, acute disease is much better controlled now than it was in 1900 and if this is the case, it is the chronic debilitating disease that pre sents the challenge today This is why (hr occupational medicine prevention or prevent ative medicine is assuming such an important role. Of interest too is the percentage of net-*dents. This figure is relatively unchanged since 1900, and it is my opinion that illness plays an important role in keeping this figure at that level. You all know that accident is the number four killer in the United States and for every person killed at work, three arc killed at home and four are killed by automobiles. As late as 19s/, 14,000 men were killed at work and 83,000 were permanently impaired, and in I960. 13,800 were killed and there were 1,946.000 lost time injuric* -"ati<ing JH,000,000 day* lost from work, You are also familiar with the fact that physical hazards cause only about 15 per rent nt our accidents, human behavior 85 per cent. Why do 4/3 of the accidents happen to 1/5 t/f our employees? Why are there so many repeaters year after year? I feel these can be predicted if we analyze records of their job, health, credit, and even social sendee records. Here U where electronic data proc essing can step in and play an important rote. i`M,t A'uJiilJi .Vii/. <`y DESIGN AND TESTING OF A NEW HIGH PRESSURE CELL By HOWARD C. BROWNE. Structural Engineering Consultant, Research and Engineering Div.. Monsanto Chemical Co., St. Louis HAROLD J. HILEMAN. Group Leader. Research and Engineering Div. Monsanto Chemical Co., St. Louis LOWELL C. WEGER, Safety Dir., General Offices and Research Center Monsanto Chemical Co., St. Louis JOHN P. WEBER. Eng.. Sandia Corp., Sandia Base. Albuquerque. N. M. Chemical researJi activities today are s.iMly different irom those of previous ears. Many new technologies are being uti lized to produce new products and processes. Among these new technologies is the use of high pressure, and the application of high pressure techniques has mn\ed the chemist from his laboratory into many types or barricaded structures. The types of reactions conducted at elc`,a(ed pressures are quite varied, but usually involve a pressurized veci in which an exothermic chemical reaction is carried out. Any pressure vessel or exothermic reaction presents some hazard. When the two con ditions are combined, as in an exothermic reaction under high pressure, a considerable hazard may be involved. This is particu larly true in research activities where the reaction and reaction rates are not known The jmibility ot the rate of reaction, lieing carried out at high pressure, ap proaching those found rn explosive decom positions is very possible: therefore, extra precautions are required to proride proper -afety for personnel. Some of the safe guards that should be employed include spe,tally trained personnel, weii-designed and engineered equipment, proper safety device* -ucli as relief valves and rupture discs, provision for control of exothermic reac tions, adequate barricading. Each of the above mentioned safeguards it of considerable importance in the safe ..peration of a high pressure laboratory. This paper deals primarily with the subject <( adequate barriraiding, There are two general approaches to the u*c of barricades. In the first, personnel are placed in the cell with the equipment i l.iccd ill ihc Hpcn. This vvi-tcm is used in n K'kct and mi$-ile test work, and in the te-tinir <ii conventional and nuclear explo-ives. In the eac of high pressure chemical research it is eemventional to place the equipment inside the cell. The primary func tion of the cell is to protect against mis siles, and for hydrostatic test work the eell wall is usually made of steel nr a combina tion of wood and steel. A second tvpe ot missile, resulting iron: .1 runaway chemical reaction, is more diffi cult to stop. Under this condition a con crete celt wall is generally preferred. In the case of a chemical explosion, it-is al-necessary to protect against the resulting shock wave. For protection against mis siles a completely closed cell would be pre ferred. whereas for the relief of the blast pressure a wide open area would be ideal. Cell design, therefore, i* generally a com promise between the two. An additional function of a barricade is to isolate inci dents, that is, prevent the involvement of adjacent areas. Since high pressure laboratories are often operated in close conjunction with other laboratory facilities, protection of adjacent buildings is important Mechanical failure uf an experimental unit may allow the re lease of considerable volumes of combustibU gas inside the cell. Because of the large energy release possible from the explosion of a gas-air mixture, it is necessary to guard against this condition by the use of forced ventilation. !>ata on cell design were collected from many source* including other efiemie*! com panies engaged in similar work. The de sign wc have chosen is based upon a com Chemical Section bination of the information received from U. S. Army Ordnance Proving Ground, Terminal Ballistics Laboratory, Aberdeen, Maryland and the high pressure laboratory of the Union Carbide Plastics Company located at Boundbrook, New Jersey. The design objective was to build a cell that would minimize the effect? from a run away chemical reaction operating under pressure. Therefore, the design must satisfy live basic premises in the event of an ex plosion. These are as follows; (1) Prevent injury to personnel by fragmem* and mts'tles from vcels and acces sories. <2j Prevent the spread of gases through'ut the laboratory- by an explosion *<r rup ture of a pressure line. (3) Isolate the incident within the barri cade *o that adjacent facilities are not af fected. (4) Contain an exptosion without sig nificant damage to the cell, The barricades must be capable of withstanding the effects "f a sudden energy release of 25,000 BTU. (5) Confine fire. The work done on a barricade wall by an explosion is a function of the cell vent ing. This venting is most easily done with an open top cell arrangement but because uf the need of a roof, which would cut down the effectiveness of the vent, the open top approach for the cell design was abandoned. Literature has indicated the best protection up-ainst missiles is afforded by a watt con-mictecl of a heavy wood panel I*, tween (wo steel plates. However, since investigations al-o dis closed that a 12" minimum concrete wall lives excellent missile protection, along with more mass in ceil walls with the correspond ing increase resistance to shock waves, con crete was chosen. The recommended ratio volume of experimental equipment to volume of cell * 1:1.000 with I .10.000 preferred'* The small cell in trie high pressure laboratory has a volume of 820 cubic feet. It is anticipated that equipment size will be limited to ooe gallon rapacity thus the ratio will be 1 A,100 Those familiar with the present Ja> con- -'ruction practice *i high pressure barri cades or cells will recognize ba*ic sketch**(I), (2), and (3) of Figure L The energy release is designed to break through a panel of light construction, frigid plastic, wood, light sheet metal, masonite, etc) which is lightly fastened in position This method depends upon hillsides or wide expanses of unused and unoccupied land to ,iborb resulting missiles. Missile and energy absorbing type mat* were rejected as not solving the problem in addition to not lieing functional. An obvious and somewhat simple solu tion is to direct the shock wave and mis sile discharge to an unoccupied position. The easiest and best location is down into -and placed in tram of the cell. Aber deen's terminal ballistic laboratory confirmed this idea by showing us their labyrinth of concrete cell pasage* connected to their <-cll$ tor venting and reducing the sound <*f each explosive charge. From our cell die shock wue will change direction (see Fieure 2). It will move around r Ji i 9 1961 National b'a/rty Caiiffrert lie ciin'cl -cctK.n ISO* to the vmii and then out oi the celt at about 45' upward. Some portion will reflect from the "safe1 wall but its dissipation back to the main cell building mil be generally oj lower order. Missiles will be absorbed tn the sand. Once the inside curved shape was agreed upon it was decided to square off the top exterior making it much thicker at the corners- By doing this we have a cell which lends itself to multi-cell construction it desired. At the i-ame time it provides a wail (or a second floor ot a connecting structure to house laboratories and auxiliary mechanical facilities. These are important adjuncts to high pressure operations. The additional mass ot concrete also provide* an ideal absorption medium tnr blast energy. It will be noted that this cell (Figure 2) has no so-called blowout panel. There is definite reason tor this which has been borne out by experimentation1 and by our own tests of the prototype celL The reason we desire the bJast wave to go instantly out ot the cell is to prevent the build-up of pressure from the rebound of detona tion waves and after turning effect A build-up of pressure could have detrimental effect on the the cell wall* by it quick pressure rise. While this feature requirement has been recognized before in cell design, it has been always tied uv with a detailed descrip tion of the blowout panel, termed the vent ing area. This is a new feature to be pointed to here. There should be no material oi rigid stability, even though light in na ture and insecurely erected, in the vem space. The forces from ihe energy release move so fast (a few miUi-seconds) that the panel hasn't the least conception it had been struck; thus, it contains the force and allows pressure to build up. The reflecting forces irons the detona tion wave could move back and forth many times, building up prrs'ure with the hot unburned gases, beiore the blowout panel moves out. For an explosion in an enclosed space two mechanisms ate important: the initial detonation which gives rise to a shock wave, and after burning of the detonation prod ucts in air. The shock wave reverberates between the walls of the cell transi erring energy eon- timiousiy to the atmosphere through the irreversible processes occurring in the wave front. Also part of the shock wave energy escapes to the outside through any wall openings or vents which exist The after burning is a relatively slow process which causes a general rise in pressure in the room or sustains pressure for a longer period of time. The two processes together result in the transfer of some part of the total heat os lornbustiuti to the room atmosphere, the fraction of the total depending upon the percentage completion of the after burning reaction. This energy is in turn dissipated to its surroundings by heat of conduction to the walls, by release of pressure through iCfitj. if any, and also in an important prac tical sense, by vsoik done in damage to the structure. Our cells are designed tor installation r>i a plastic curtain which can be rolled down from the arched ceiling, in extremely told weather the curtain can be dropped while setting up the experimental equip ment When the experiment is under ac tivation and personnel are out of the cell this curtain is to be drawn up to its top roiled position in order to provide clear venting conditions. Authoritative articles on high pressure cell venting recommend the ratio of vent Atea to cell volume to be between l *.2Q and 1 :J0 in order to reduce pressure roughly io tiiat obtained from an open air explosion nd take care of decreasing the effects of ..tier burning.** ** * Our small cells Imre u ratio ui 1 ;16 which ; better titan recommended. Our larger celts have a ratio ot 1:22 which is equiva lent to the recommended venting. Dr. \V. E. Gordon* considers 1:5Q as being sufficient to effectively reduce the pressure. Having established the shape of the cell, it was necessary to determine the struc tural material, thickness and reinforcing re quired. The choice was between using re inforced concrete or double steel plate construction. W77e there are many pro ponents in the literature*1 ** for the use of two steel plates separated by an energy absorbing material ft was our conclusion that reinforced concrete would be more ad vantageous to us for the following reasons: 10 Chemical Section (1) Multi-cell construction lends itself readily to mats pouring of concrete. (2) Steel plate construction requires much extensive welding since all joints should be continuous. A preliminary estimate of the cost of each showed no advantage t-> steel plate even with its thinner wails. ii) The large mass per unit area of conCrete is highly advantageous in energy absorption and ability to ref**t shock waves (4) Anti-missile penetration can be achieved by use of at least 12 inches of concrete for this type enclosure when part,* of reactors, rocker bombs, etc, become ex plosive propelled missiles, (5) Internal and external maintenance in relation to the two story integral supporting research building definitely favored concrete. In the preliminary design we determined the thickness of the concrete a all using a nomograph furnished to us by U. S. Army Ordnance U'sing the calculated energy release of 25,000 BTC roughly equivalent to 8-13 pounds of TXT placed l a to 2 feet from any cell wall, the prevention of severe damage by a missile requires la inch walls >: concrete. Since the exact energy release U indeterminate we added 3 inches more :<> the wait thickness as a factor of safety \nd tor more mn*s protection from blast - rrect. TV.e additional 3 incites Is not very costly, and die potential hazard to life and property would not be worth the insignificant sav ings in money and space resulting from :he construction at \5-inch waUs versa* IS-tnch walls. The intermediate nail at the center of the cell space over the blast wave vents was made 12 inches thick since it was not a factor in personnel or property safety, There are two methods of dc-igniiig the walls to resist (Ik pressure caused by the sudden release oi energy. Both .ire dinplv design procedures which give reasonably conservative results. A more rigorous de tailed method would be difficult to justify since there is seldom sufficient information Available to determine the true character ot the blast forces which the cell might be required to withstand. It U extremely difficult to predict a pressure effect from the vast range of high pressure chemical experiments which .-r-uid result in blast forces from rupturing of a pressure vessel or a high pressure line, or from the ignition of explosive gases or vapors escaping from an operating sys tem. These method* are equivalent static pressure, and blast resistant design by dy namic response and plastic action. Details of tnc*e two design methods are covered in a technical paper presented at the Ameri can Chemical Society meeting jn Septem ber and ran be obtained from the authors. In applying the second method to our design we found the amount of steel re quire! was conservative. Later in this re port the results oi the field test of the prototype cell show titis to be true. Serious wail distress was evident only after energy releases of more than 55.000 BTU. The 12-inch safe wall, nine feet beliind the mouth of the cell, was designed as a cantilever wall by the dynamic response and plastic action method. The test of the prototype cell did not me a concrete sate wall but 'thcr a light wooden wall constructed of Ihe concrete form lumber. Shock wave effect cn the weak wood wall confirmed the need oi a concrete safe wall which contains nus* an l residing strength. It is of interest to note high speed film of this action proved definitely the fact that a weak frangible nall did not move when first Kt l\ A shock wave of super-some velocity. I*, rebounds a \*itUor\ of the shock before it knows it has been hit Mention should be given to the one-fourthinch plate on the outside surface of the cell at the operation side called an anti spall plate. Its function is to prevent the exterior surface of the concrete cell from palling off chunks of concrete when the inside cell surface / hit by a high energy missile coming tr ,i explosion. The oneiourth-inch plate .. neld in place by onehalfdnch continuously threaded coil rods nine indies long used in form work. The ti**t of the prototype cell indicated tiiat the studs and plate held firm and performed their function perfectly. In normal operation it is often necessary to keep cell doors closed for extended pe riods. Safe operating practices preclude entry to the cell while high pressure experiments .,rc in operation, li teak* should develop It 1961 National Softly Congress in the operating system at such time, toxic or explosive vapors could be released which would present a hazardous condition unless the ceil is well ventilated. It is not practical to design a cell oi sufficient strength to withstand the energy release from the detonation of a cell full of combustible gas mixture. While it is difficult to imagine how this situation could arise in normal operations, the possibility Of this happening is guarded against by a forced ventilation of one air change every two minutes.* This is considered as a mini mum requirement. Many installations are constructed with one a>r change per min ute. However our cell design makes use or' a Urge direct vent area so the necessity of one air change per minute was dropped to two. Each standard cell has two exhaust fans. The fans are split between exhausting air at the ceiling arid at the floor line. The upper fan handles lighter than air gases and the lower fan the heavier than air gases. An individual ventilating system is pro vided for each cell. It is teit that the use of a single fan with a system of ducts to serve more than one cell is less desirable because of the possibility of an explosion in one cell causing the failure of ventilation in other cells at an inopportune time or spreading flame or toxic materials. At the completion of the cell design con siderable research time, money and effort had been expended It was feft that the only reasonable way to ascertain if the design were adequate, meeting the five basic design premises, w*aa to prove it by building a prototype cell for test purposes. Therefore, Monsanto entered into an agreement with Armour Research Foundation of the Illi nois Institute of Technology, to test a full scale model of the cell. This organization is experienced in similar explosive-type testing work since it is con tinuously doing work for government agen cies, in the field of nuclear explosives for the ABC, and ballistic missile testing tor the U. S, Army Ordnance. The Explosive Research Section ox the Fluid Dynamics and Systems Research Division of ARF conducted the tests at the ARF explosives test site. Coal City, lit., in February and March, i960. 12 The test program was intended to deter mine the effects of 8 to 12 pounds of TNT detonated within the celt For convenience in charge preparation, handling, and firing. DuPont SO per cent ditching dynamite was used in place of TN'T, The heats of detona tion of TNT (p ss 1.39 gm/cc) and the ditching dynamite are 2010 BTL' per pound and 1880 BTU per pound, respectively. The heats of combustion are 6520 BTU per pound for i NT and 2500 BTU per pound for ditching dynamite. The large heat of combustion of TNT results from an oxygen deficiency. The after-burning of the detonation products does not contribute to the air blast pressure, but it is of importance only in creating rise of static pressure in a completely closed system. Since the test cell has a large vent area per unit of volume, pressures within the cell are. not sustained, and the increases due to afterburning will probably not be of sufficient duration to cause increase in structural damage. For this reason the heat of detonation more truly represents the sud den energy release, and i$ the better cri terion for predicting air blast damage to the cell and its surroundings. Thus, it can be seen that a given weight of ditching dynamite is only slightly less effective in causing damage than an equal weight of TNT. Electronic and photographic instrumenta tion were employed to obtain air blast pk pressure measurements in the immediate neighborhood of the cell, shock velocity measurements in the immediate neighbor hood of the cell (for pressure and shock position calculations), and air blast pressure measurements at greater distances. In order to determine directly whether windows in adjacent buildings might be damaged by air blast, three glass windows were mounted in the test area. These win dows were located at distances of 2S0 feet, 500 feet, and 800 feet For some of the shots, a 16mm Fastax camera was used to observe shock propaga tion from the cell, apd the response of the cell and the safe wall to the blast Framing rates were between 725 and 4660 frames per second, depending on the ex posure times required for the existing light conditions. Chemical Section The gauges used for obtaining pressure measurements were of the piezo-electric type employing barium tilanate- They were onefourth-inch in diameter and were flush mounted in the centers of rectangular steel halHe plates having dimensions of threeeighths by four by seven inches, A foil-breatc probe system was used to detect the shock front. Hole* two inches in diameter were drilled about three-fourths* inch deep at two-foot intervals along a two-by-four. One-half-inch wide aluminum foils, notched down to one-sixteenth-inch in the center, were taped across the open ings. Pieces of Saran film were then taped over the foils. The breaking of the foils unshorted resistors, resulting in voltage changes on the output cable. The circuit was balanced, so that an up-and-down step function resulted as various foils were broken by the shock front. Became only one Tektronix $51 dual beam scope was available for the first few ex periments, three of the pressure gauge sig nals were amplified and recorded on an additional four-channel oscillographic unit. A sequence timer .a* used to synchronize the recording camera on the four-channel unit, the Fastax camera, and the firing of the charge. Shock arrival probes were used to trigger the sweep of the two Tektronix scopes. Six one-pound charges were detonated in the cell, followed by one two-pound charge, one four-pound charge, three eight-pound charges, one sixteen-pound TNT charge, and a fifty-pound charge. The charges were all located near the center of the cell floor, and were supported about two feet above the floor by a wood four-by-four. Number 6 electric blasting caps were used to initiate the dynamite charges, and firing voltage was supplied by two six-volt "hot shot" batteries in series. To permit synchronization with the in strumentation, die firing circuit was closed automatically at the instrumentation trailer. When high speed photography was em ployed, the firing circuit was closed at the camera remote control unit The wood wall in front of the cell, simulating the concrete sate wall, did not withstand the effects of charges of two pounds or more. The wall was rebuilt twice, and after the first eightpound shot it was no longer used. Except for damage to the side door mounts (cinch anchors into the concrete), no damage to the cell was detected until after the first eight-pound tc-t. In this shot, some concrete fell from an area across the fop of the vent opening or mouth of tle ceil. The discolorations in the concrete m this area indicated that the concrete had been improperly mixed or settled. The second and third eight-pound charges caused only slight additional damage to the cell. The 16-poi--d TNT charge caused sev eral cracks in .tie side walls and the in terior wall, but no significant deformation of the basic cell structure. The rO-pouwl charge, which was considerably in excess of the energy design limit of the cell, did cause extensive structural damage, however, fragments from steel members placed on the charge were not projected from the celt. The motion picture records of the TNT test show afterburning of the product gases outside the mouth of the cell. It is also apparent that much unreacted carbon was present This information supports the opinion that afterburning within the cell does not result in significant additional dam age to the cell structure and that the energy* release criteria should be the heat of detona tion rather than the heat of combustion. In the experiments involving charges of four-pounds and larger, the pressure* re corded from the gauges located near the celt seemed too low, and the shock propa gation velocities indicated by the foil break probes were only slightly above sonicFastax films of the experiment revealed that the recorded pressures were lower than ex pected because two shock waves were pro duced. A weak shock preceded the strong shock from the mouth of the cell. This weak shock apparently is caused by leakage around the edges of the baffle plate on the vent pipe near the bottom of the interior wall. Pressures of the strong shock were calcu lated In some cases from measurements of the shock velocity taken from the Fastax film. In the shots for which pressure gauges were located seven feet and eleven feet from the cell mouth, the weak shock signals were recorded, but the strong shock drove the -traces off the scope. The time of ar rival of each shock at each gauge was known, and therefore, the proportion ve locities and shock pressure could be calcu lated. 13 176 i National Safety Congrrst SAFE HANDLING OF CRYOGENIC FLUIDS By R. M. NEARY Safety Eng., Linde Co., Dlv. of Union Carbide Corp., New York City What is cryogenic*? The word men is de rived from the Greek words meaning "to produce icy cold" In current usage, "cryo genics" generally mean* ihe whence oi pro ducing and utilizing extremely low temperalures. The temperature range involved is usually from about ---15Q*F, down to ab solute zero (--459*F ), but this Is arbitrary, and the recognized groups working in the field have established various other tempera tures to define the upper limit of the area of cryogenics. For the purposes oi this paper, we will consider cryogenic temperatures to be those a here special cryogenic equipment, such as double-walled vessels, extended stem valves, and related hardware is required. Practically speaking, this is what distinguishes the han dling of cryogenic fluids from the handling of ordinary low-temperature nuids. Cryogenic techniques have been used for many years in the low-temperature separa tion of air into oxygen, nitrogen, argon, and other gases used throughout industry. In recent years, however, the emergence nf new industries and processes has given a tremendous boost to the field oi indus trial, or applied, cryogenics. The missile and rocket industry*, tar example, uses large volumes of liquid oxygei, hydrogen, nitro gen. and fluorine. The chemicals industry iv making increasing use of cryogenic tech- mques for purifying methane and other gases, used in producing high-punry chem icals in commercial quantities. Cryogenics also promises to play a major role in low-temperature physics (particu larly in electric computers and microwave communications), in the preservation of bio logist*. in the refrigeration of foods, and in many other applications. The large-scale growth in the use of cryo genic fluids in recent years has been paral leled by a large increase in the number of t;ers ot laboratory quantities of these fluids. Since handling small quantities presents some safety considerations different from handling larger volumes, these subjects will be covered in separate sections of this paper, T/te Cryogenic Fluids Handling cryogenic fluids safely is largely a matter of knowing their properties and using common sense to avoid hazards. Po tential hazards stem from three important properties: 1, These fluids are extremely cold. 2, Small amounts oi these liquids vapor ize to form very large volume* of gas. 3, In the case of liquefied hydrogen, the released ga< i* highly flammable. Some of the important properties of the most common cryogenic fluids are listed below: Cthrlcnt (CA) . Methane ICH,) .. Oxygen (Oi) .... Argon (At) ........ Fluorine (Ft) ... Nitrogen (Ni) ... Neon (N> ...... Hydrogen (Etil .. Helium (He) .... BolUngc Pt. - ~-lJfSi.lf --397.3 -XS.I -w.i --330.1 --410* __ in a Liquid Density Iba./cu. ft. 35.31 24.49 71.3 87.53 94.3 50.44 7S.35 4.43 7.3 Conversion; eu. ft. of gas Heat of from leu. ft. Vaporisation of liquid eb.p.-Btu/lh 757 307.7 437 319.2 S63 91.7 947 70.2 74.1 694 1.44S 844 754 " .SS2 374 1 Handling Laboratory Quantities More accidents, and more potentially seri ous accidents, have been reported with lab oratory quantities of liquefied gases than with large volume*. This makes the proper 16 handling of small quantities especially un[xartant. Liquid nitrogen, liquid hydrogen, and liq uid helium are the cryogenic fluids most widely used in laboratory quantities. Liquid Chemical Section neon is also coming into the picture, since it provides more than three times a* much refrigerauon as an equal volume of liquid hydrogen, and more than forty limes as :nu.h as liquid helium. Liquid ceo.i. like liquid helium t$ inert and therefore the same safe practices that .ppty to handling helium (to be discussed) would apply to neon with due allowance tor the higher rate ot gas conversion of liquid neon. Small Containers. The containers usually used for laboratory handling of cryogenic fluids are made from materials which can withstand the rapid changes and extrone differences in temperature encountered in working with these fluids, in a typical con tainer, the inner liquid vessel is supported within the outer casing by the neck tube possibly, erne other support. The wall r-f the r.eck tube is made as thin as prac tical tv minimize heat leak in'o the inner vc*el Since liquid hydrogen is only about 1/12 as heavy as liquid nitrogen, the neck tube on a liquid hydrogen container may be designed to support the container when it is filled with liquid hydrogen only. Thus, ervegerue containers are filled only with the liquids for which they are de signed. and are handled carefully to pre vent damage to the inner container support system. If a container has design limita tion* aiTecting the net weight of content, or which otherwise make it unsuitable for use with all cryogenic fluids, suitable warn ing must be given to the user. Incidentally, the Compressed Gas Associ ation is considering revisions of Interstate Commerce Commission Specification 4L (the insulated cylinder for pressurized liquid ox ygen. nitrogen, and argon) to provide for a cylinder (such as the LSH 150) to trans port liquefied hydrogen. The ICC 4L con tainers suitable for use at liquefied hydrogen temperature {--I23*F.) will be stamped with the maximum weight of the contents to warn the shipper against filling them with a heavier liquid. Many cryogenic containers used in labora tories vent to the atmosphere through neck tubes. This type of container lias been used successfully with liquid nitrogen for many years with oniy a couple of incidents re ported where the neck tube was plugged. However, several instances have been re parted where the neck tubes of liquid hydrogen and helium containers have become plugged. It has been surmised that, since the boil ing points of hydrogen and helium are both well below the freezing point of air, solidified air contributed, to this plugging. Thus it U imperative that all containers for liquid helium, hydrogen and neon be protected by a device which permits the escape of vapor, but precludes the diffusion of air back into the cold neck -be. A relief valve that maintains the con tents at 1 to 5 psi is often used and it is installed downstream ot a short tube so that it remains at essentially ambient tem perature. An inverted *`U'' tube is not con sidered adequate to prevent back diffusion of air. Plugging is particularly critical in air shipments because changes in ..tmospheric pressure as the plane gws up and down cause erratic boil-off rates To overcome this problem on liquid hchum containers. Linde uses a copper rule heat exchanger ahead of the safety device to warm the released helium gas to ambient temperature before it reaches the relief valve. In labora tories, the tube may be much shorter. Filling Containers. Before the initial fill ing of a warm container with liquid helium or hydrogen, it is precooled with liquid nitrogen if possible (contact the container manufacturer tor the maximum weight of liquid nitrogen which may be used). Pre cooling with liquid nitrogen minimizes the volume of flash-off gas when the container is filled with liquid helium or hydrogen. It also purges air from tiic vessel. Since the low temperatures of liquid he lium or hydrogen can solidify any other gas, it is imperative that ail of the nitrogen gas and air be removed from the container before it is filled. Solidified air in liquid hydrogen presents an explosion hazard be cause of its oxygen content Because air will condense into them, liq uid hydrogen and helium are always (ex cept in special cases) handled in closed systems and never poured from one open container to another. In addition, all liquid hydrogen equipment is electrically grounded and the operator touches the grounded equipment to eliminate static before making or braking any connections. 17 1961 Notional Safety Congress Many cryegenie container* m**.] in labor*- lories are not equipped wills safety relief valves, since the containers normally vent through die neck tube. Dunne filling, * tube u inserted into the ceeitainer, often leaving only a very stroll annular space between the fill tub* anl the neck ml* through which the fla-h-off ga* on dope. H tranrier it Wiftc made freen a pec** rurized container (above 10 jAi) through a closed ry-tem, a relief valve * installed in the transfer pipe to protea it and ti.e receiving container from excessive pressure. Design of the Laboratory, A conventional laboratory with good ventilation is suitable tor handling non-flammable liquefied helium or neon because a principal hazard is the release of sumdmt inert (as to reduce (he oxygai concentration in the room below the level necessary to support life. Laboratories tor liquid hidrogen are well ventilated with several (20 to 60) air changes per hour. The density of hydrogen gas escaping from boding liquid U about the fame as air so it tends to spread somewhat. However, it warms and rises rapidly and thus exhaust ducu are provided above the equipment and at the ceiling. Although the literature assures us lliat unconfined hydrogen-air mixtures will not detonate, confined mixtures are detonable over a wide range. Spills are avoided by using the proper equipment, including mctaJ devvars rather tlan glass. All sources of ignition, such as tlames and spark-producing electncaJ cquijn-i arc avoided or controlled. Since hydrogen is odorless, colorless, and tasteless, leaks may not be detected promptly. Therefore, laboratories where liquid hydro gen is handled arc equipped with combustible gas monitoring systems, which sound an *Urm when a fraction of the lower flam mable limit is readied. Personnel Protection. People; of course, ate most important, and their protection is our most important assignment. Since leaks or spills may occur even with well-designed containers and apparatus, the people Involved wear pers>wal protective equipment. Cryogone fluids are extrencly cold and contact with the eyes or skin will cause burns similar to thermal bunts. Thus eye pro tection is % must at all times. Gloves are worn when handling anything that is or may recently have been in contact with a cryogenic fluid. Asbestos is preferred, but leather may be used. The gloves fit loosely *o iltat they can be thrown ott if liquid i* splashed into them. Cuffless trousers are worn outside shoes. Since hydrogen is flammable, and the release t,i any hydrogen within a laboratory .-rate* a hazard, personnel arc instructed s', leave the laboratory rapidly In the event ': a significant spilt. At Linde's main hy drogen laboratory the employee can trip an alarm in die hallway, warning all personnel to vacate the building, if it becomes neces sary. Handling Large Volumes Improved in-iilation, Letter materials of construction. ...id the availability of cryo genic valves, pumps, pipeline) and transport equipment, have made it economical to store and handle large volumes of 'permanent" gases as cryogenic fluids. With cryogenic fluids the pressure is low and the volume small. One cubic foot of liqtzid oxygen, when vaporized and heated to atmospheric temperature, expands to produce 862 cu. ft. i,i oxygen gas. 6j7 cu. ft. of gaseous trvetiune occupies only 1 cubic foot as a liquid. Cryogenic fluids may be transferred by pressure or pumped in much the same manner ns LF gas, ammonia, or even water, except that the containers and equipment arc well insulated. Large Vessels. In general, all large vol ume cryogenic storage is us double-walled vessels with the liquid taotainer supported front the outer casing through long slender tie-rods having low thermal conductivity. Thus, the insulation cuing is a part of the bquid container support system. This is the chief difference between cryogenic tankage and conventional tankage, where the liquid container sets directly oo the supportand the casing merely keeps the insulation in place and dry. The liquid container or pressure vessel is fabricated oi material suitable for use at the boiling point of its contents at 1 atmosphere. Such materials include austenitic stainless steel, aluminum, copper alloys and nine per ce-- nickel Reel (the latter down to --320*F., '"arboo steel and some ferritic stainless steel are brittle at these low tem peratures. When applicable; the liquid con tainer is designed and stamped in accordance with the ASME Code, Section VIII for 18 Chemical Section Unfifcd Pressure Vessels for use at the proper service temperature, (--33)"F, for oxygen and nitrogen, --123*F. for hydrosen. etc). It also eampties with local codes and regulations. Piping, supports, and other appurtenances likewise are fabricated of materials suit able tor u*e at low temperatures. In ad dition. ait liquid fines from the container are trapped to prevent liquid from continually draining toward a warm surface. This would cause surging and increase heat leak. All lines within the easing have sufficient flexi bility to accommodate movement caused by thermal contraction and expansion Further more the outer casing connections to cold tines are designed to prevent the steel in the casing from reaching its brittle range. The outer cosine is tisually fabricated of carbon steel and is scaled to positively preclude the entry of atmospheric air. At cyrogenie temperatures, frozen water vapor and carbon dioxide would destroy the high efficiency ci the insulation. In most cases, the outer casing is designed for 15 pst external pressure because a vacuum is main tained In the insulation space. ImulaJi.-m. The space between the outer rasing and the liquid tank contains noncombustible insulation and, in most instances, -v very high vacuum (1/100,000th of atmos pheric pressure 1 is maintained. Powder in sulation. such . perlite, is used in most large tanks, and may be as much as 5 ft. thick, if vacuum is not used. The typical powder-vacuum insulation (6' thick) has a thermal conductivity of about 0.002 But per hour, per square ioot. tier degree F., 33 to 40 times Lwer than 4" of cork. Safety Devices The liquid container is usually protected from overpressure by two safety devices connected to the vapor phase; i relief vn!v- *<t at or below the design pressure of the container, and a frangible lite set to Junction a; a somewhat higher pressure (but below the test pressure of the container). .Although this is very un likely, if the vessel should be exposed to severe fire or the relief valve should stick, the frangible disc would function and blow the tank down to atmospheric pressure. The relief valve discharge piping on tanks containing fiammabtes is vented upward away frum the tank, at a point at least S feet above the tank and unobstructed to the open air in such a manner as to prevent any impingement of the gas upon the tank: loose fitting rain caps are provided. Also relief valves may be piped to a vent stack. In sizing the relief devices to prevent overpressure in a \cssel subjected to fire, it is assumed that the vacuum is lo*t and that the insulation space is filled with the contents of the container (gaseous phae) At one atmosphere. Gacou* hydrogen, for example, has about six times the conductivity of air. The insulation space is protected from overpressure by a safety device in the rasing usually set to nmetirn at a few pounds positive pressure. Containers are not filled beyond a cer tain point. If a container were entirety filled with liquid before the pressure reached the setting of the relief valve, the valve would vent liquid instead of gaseous product Contents of the container are checked other by weight or by means of a full trycock. Location of Storage Tanks. In determining Jite locations for cryogenic tanks, the prop erties of the content*, as well as the con struction of the tanks, are considered. A* previously mentioned, liquid converts to a large volume of ga*- Liquid oxygen, nitrogen and argon, the targe volume cryogenic flu ids, are all nonflammable, non-toxic and odorless. Thus the primary considerations in locating tanks for these products are to protect them from other fire exposures and provide good ventilation. The location of liquid oxygen tanks is covered by N'FPA Standard 566, "Standard tor Bulk Oxygen Systems at Consumer Sites." Among other things. Standard 566 point3 out that tanks should be located, diked, or graded, so as to prevent any uearby flammable liquids from running un der or around the tank. Local building imd fire department regulations must also be considered. Flammable Cryogenic Fluids. Liquefied hy drogen, ethylene and methane, of course, ire flammable cryogenic fluids. The properties of liquefied hydrogen have been thoroughly investigated under an Air Force. Air Research and Development Com mand contract After examining alt available ilata. experts have concluded that liquefied hydrogen is not as hazardous to store and handle as corresponding quantities of LF gas. Radiation from a hydrogen flame is 19 1961 National Safety Congress only a traction of that from a propane Same, and the peak emmivity lasts for only a few seconds with hydrogen as com pared to minutes with propane. In view of the above, it appears reason able to use, mth discretion, industry stand ards for LP gas and flammable liquids (such as NFPA $8 and 59) as guides. Con tainers are mounted cm concrete pads or saddles. Structural ?e*l supports or legt may be nsed when they are protected against fire ta aa approved rruuwer. When the casing is part of the support system tor the liquid container, as memir-rwd above, adequate fire protection (water) it available to keep it cool is the event of fire. The steel cas ing protects these tanks from 'hot spot'* failures of the liquid container that occasion ally occur in the vapor area ci bare lique fied gas tanks in fires. Low dikes or curbs may be employed to keep traffic away from the tank and contain liquefied gas in the event of a spill. Large dikes do not appear necessary since they are not normally used with tanks of LP gas which is less volatile than liquefied hydrogen. Because of local regulations, how ever, the authority having .Jurisdiction may require a dike. Crushed rock may be placed under the tank to supply heat and extra surface area to quickly vaporize spilled liquefied gas, thus reducing the exposure time But vaporizing the liquid quickly creates a larger flammable vapor cloud that will travel a longer distance to a potential source of ignition, and there may be situations where slower vaporization would be safer. Excess flow valves are not used at these tow temperatures, so an insulated remotecontrolled shutoff valve is located adjacent to the casing to shut off the flow of liquefied gas in the event of damage to the pipeline. A remote controlled internal shutoff valve is also a very effective means of shutting off the flow in the event of a pipeline break. Electrical Equipment. In locations vhere the use of explosion-proof equipment is required, the National Electrical Code calls for Group B equipment for hydrogen serv ice. This equipment is often not readily available- However, where (a) there is good ventilation, (b) the possibility of a hydro gen spill is remote, and (c) a flammable mixture would exist for only a short time, Group C and D equipment is usually ade quate. This is checked with the local au thority having jurisdiction. In explosion-proof electrical equipment, a spark-producing element is encased in a steel box with a sealed cover. If a flammabte mixture within the box is ignited, the seal will prevent the escape of sufficient fire to ignite a flammable mixture outside of the box. Thus, proper maintenance ot the seal is most important. If the steel electrical box is allowed to reach cryogenic temperatures, it will beeerne brittle, and the cover seal may be damaged, depending upon its design. Under these con ditions, conventional explosion-proof equip ment may not centals aa explosion, but may fly like shrapnel, creating a serious hazard. Inside cold boxes arid wherever low temperatures may occur, continuous purging with nitrogen is often used to keep hydrogen out of electrical equipment. Transportation. The transportation of cry ogenic fluids is not new. Regular tank truck shipments of liquid oxygen were begun by Linde in 1932. Total truck mileage since then is estimated at 175 million miles with truck capacities ranging from 5 to 20 tons. Railroad task car tnov emeus started in 1939, Last year Linde tank cars operated in excess of 10 million miles with each car carrying 40 tons of liquid oxygen. Liquefied hydrogen is being shipped from Florida to California in 30.000-gallon tank cars without loss of product enroute. Lique fied hydrogen is also transported in 8,000gallon tank trucks capable of going from coast-to-eoast without toss of product enroute. Liquefied hydrogen is by far the coldest flammable eryogsiic fluid. This in dicates that equipment ean be designed to transport any cryogenic fluid safely from coast-to-coan. An amazing fact about these tanks is that the insulation space is only two inches to three inches thick. The insulation is a new, highly efficient aluminum glass-fiber lamination, plus a very high vacuum. The thermal conductivity per inch is about equal to the conductivity through 40 inches of powder-vacuum or 1500* inches of cork. The ICC Regulations at the present time do not provide for the transportation of liquefied hydrogen, but the ICC has is sued special permits to shippers authorizing 20 Chemical Section its transportation in accordance with the terms of the permits. It is the practice of the ICC to prohibit the venting ot a flam mable gas from tank cars or tank trucks during normal transportation. The tank cars described above arc equipped with a mixing device Should the car be delayed so the pressure in the container builds up to the setting of the pressure control device, the released hydrogen is mixed with n;T,ciert air to reduce it to >0 per cent the lower flammable limit for hydroger.-ajr mixtures. The Compressed Gas Association, whose mcmbersf-ip includes most of the industrial producers of cryogenic fluids, is preparing proposed amendments to the ICC Regula tions to permit the transportation of lique fied hydrogen in cylinders, tank trucks and tank ears. Cryogenic fluids have been handled safely by a few companies since the early part of the century. Their use, and the number of people handling them, have increased tremendously in recent years. To ensure safety, old and new users alike require a thorough understanding of the properties of these fluids and a willingness to make use of reasonable safeguards in handling them. 21 JOINT SESSION WITH OCCUPATIONAL HEALTH NURSING SECTION PSYCHOLOGICAL ACCIDENTS -- THE INDUSTRIAL PHYSICIAN'S VIEWPOINT By 0. J. KILIAN, M.D. Medical Director, Texas Division Dow Chemical Co., Freeport, Texas Throughout (he years that I have treated x'cuRational injuries it iias become increas ingly apparent that the va*t majority of the accidents were not due to mechanical iAllure of equipment, or faulty protective devices, but due to the human failure of not doing the proper thing at the proper time. When I was a neophyte in this field, 1 logically assumed that such was due to day dreaming or perhaps just a chance, hut as my appreciation of the human psy chological mechanism became more acute 1 began to realize that here was some thing far deeper and more basic in many of these aecidcnts. This human understand ing has progressed until at the present time 1 am firmly convinced that n significant number of our occupational injuries are due to basic psychological mechanisms, the patterns of whleh are just as real as the mechanical equipment that we use. It is time that the folks who work in the field of safety develop an increased awareness of this and, also, realize that many of these psychological mechanisms must have their protective devices just as certain machinery has to have its pro tective devices. Today through the presen tations on this panel 1 hope that you will develop this increased awareness of the necessity to understand people and recog nize certain emotional danger signals if you expect to make a real impact In the field of safety. 1 do not intend to bombard you with a barrage of psychological gobbledegook, but I would like to point out to you some fundamental facts about everyone's person ality and illustrate how certain psychologi cal mechanisms may have a bearing upon certain accidents. In aJI of our minds we have certain areas which we must un derstand before we cm begin to compre hend this problem of the psychological intluence c-f the human mind on industrial accidents. It is a well recognized fact that the human mind can be divided into three farts; the conscious, the prcconscious and the unconscious mind. The conscious portion is the part that does our everyday thinking. It vs the part that I am using at this time in presenting tills speech to you. The prcconscious is the areft of the mind which we do not ordinarily use, but from which facts can be brought up to the con scious mind rather easily. On the other hand the unconscious mind is the deeper, inner reserves, which is composed of material not immediately avail able to our conscious thinking, but is com posed of stored experiences and conflicts that have occurred throughout our whole lives. The influence of each of these area* is extremely important to the man on the job, but the thing that should be extremely enlightening to all of you is that funda mentally our lives are governed, moulded and influenced by our unconscious thought processes. Let me illustrate It in this manner. When <mc learns to drive a car he consciously thinks about taking his foot from the accel erator and applying the brakes during this training period. After awhile this becomes automatic and now when one approaches the stop sign this particular act does not enter one's conscious mind at all. It is in the prcconscious area where it can be easily realled if one puts his mind to it. If the brain did not function in this manner, our lives would be completely oc cupied by all sorts of irrelevant thought 22 Chemical Section processes everytime we did something. These things must function at a lower level and on an automatic basis in order that we may devote our conscious thinking to the important things. The unconscious mind on the other hand is buried material, deep within the inner recesses of our thought processes and can only be brought out by cer tain psychia*-1* techniques that we cannot concern oursv. c* with today. There is one fact that I feel is extremely important, that I have discovered from ex perience. It is that people who work in safety, as well as members of supervision, have a difficult time accepting the concept that the unconscious mind can really inrluence on individual's actions to the ex tent that it will produce serious accidents and disabling injuries. When one mentions psychological causes i accidents most of the people think in terms of the man who is consciously try ing to hurt himself to gain a certain ad vantage. or that a man is preoccupied by his emotional problems and he does not realize that danger is creeping upon him. If one just considers these aspects of psy chologically motivated accidents he is in deed missing the boat on the vast ma jority* of cases. Let us take a few examples to try to drive across the point. Case number one: This case involved a man who was working on an extruder press !n which the equipment was well guarded m a manner that made it virtually im possible for the man to get his hand in the extrusion mechanism and throw the twitch at the same time. However, early on Monday morning this happened and the mazx was brought to the medical depart ment with a seriously crushed hand. Dur ing his anguish and state of semi-shock Sc confided in the industrial physician tliat he really did not much care wlut happened to him since he had been having marital difficulty and his wife had run away two days before with another man. At no time after this revelatioo would he again dis cuss this situation. The wife was located, however, and within a short time she was .it the bed'ide of the victim crying and feel ing a great deal of remorse towards the injury. >*ow what did this accident accomplish for this man? Obviously it served the pur pose of getting his wife back (at least temporarily), and 1 dunk one should really ask himself the question, "Was (his really a mechanical accident of a psychologically- induced accident?" When the accident re viewing committee made a study of this particular situation they reported with their analytical, conscious, thinking that they could not understand how this individual could override the guarding mechanism and lave this happen. The question tliat all of you are prob ably wondering about is, "Did this man do this deliberately!*" To this 1 would like to add my unqualified "no" he did not 1 Preservation of life and avoidance of pain and injury is a powerful instinct, and this man's unconscious mind was fundamentally driving him to this solution of his prob lem. How many times we see highway ac cidents where there is no logical explana tion of why it occurred and it is a matter of statistics that mechanical failure of the equipment plays a minor role in the overall problem. The problem is peo ple and most of these problems involve psychological mechanisms which cannot be understood by the consciou* portions of our mind. -vow, let us look at another case and perhaps we can more clearly bring out some other of these unconscious under lying factors that arc so important- This man was working in an area where they were temporarily short handed, and hi* foreman asked htm to roll a 400 pound drum out of the aisle. This normally was not the employee s job and he conveniently forgot the order for several hours. Later the foreman again reminded him that the drum in this area wa< a safety hazard and should be moved. Again the Individual chose to ignore this command. and a short white later the foreman became rather dis gusted with this turn of events and sternly commanded that the man had better get the drum moved, or else! The employee then went out, seized the drum, and, with a tremendous strain which was conceived in anger ami executed with hale, move! the drum out of the aisle and, in the process, produced a severe lumbosacral strain in his lower back. The man was disabled over a year and intensive investigation revealed no evidence of a ruptured disc or any physical disability which would account for the prolonged lost 23 J9&J National Safety Congress of time from the job. Many months after the original injury, I got into the act as his physidan and found out that at one time he and his foreman had been hourly employees, vying for the same job as fore* man and that the other fellow eventually Cot. In my discussion with him he literally exploded resentment towards this man when given the opportunity. This incident that I pointed out to you reminded me of a little child who de liberately threw himself down and tried to sustain an injury and thereby punish his parents who were the symbols of au thority to him. This man's back pain (which f am convinced was a simple muscular strain) became a symbol of the festering resentment that he had towards this figure of authority. The eventual outcome was that the mare his back could bother and disable him the m~re he could blame hi< foreman for what had happened. This type of thing is happening all the time in industry. Many times the industrial physician* are not treating an organic in jury, but are treating a serious imer-perfonai relationship between a worker and the chain of authority above him. We have to recognise this and do our best to deal with it effectively. 1 also feel very strongly that you who deal with safely should like wise recognise it and do your best to deal with it effectively. I have presented this approach of the consideration of the psychologically moti vated aspect of occupational injury to many people in management and invariably I have received the same reaction, which I think is a very healthy one, and I am sure all of you in the audience will be asking the same question. "So there are underlying psychological reasons which truly can be on an unconscious basis for many of these things, but just what good is your talk doing ? It U one thing to tell you why something happens, but it is a horse of a different color to say what you are going to do about it. After all, we cannot all be psychologists, or psychia trists, or physicians, and how can we as supervisors and safety people hope to pre vent psychologically-motivated accidents?" My answer to this is, first of all, there needs to be an awareness all the way up and down the line of management that this business of the psychologically-moti vated accident is a very real thing. Sec ondly, there needs to be training so that these people understand how certain emo tional conilicu can express themselves in various physical ways of having accidents. With this should come skill in recogni tion and assigning people to sublimate many of these emotional conflicts into construc tive channels. Let me give you an example. Each of us has the very primitive emotion of *ggresi-n and the skillful supervisor should direct the individual who manifests signs of over-aggr`*i into some form of ac tivity which will be useful in allowing that man to work off his aggression. For example, if he is an outside worker he might be given an ax to clear shrubbery from the edge of a road so that he can work off his aggression by wielding the ax against the trees and shrubbery- This will go a long way towards preventing >:m from wielding a venemous tongue against his fellow employees or his su pervision. It may prevent him from an unsafe act. because his hostility may seek expression in mentally unhealthy channels to punish his boss. Do not lost time accidents really do a very effective job of punishing the boss? People must be taught that everyone in supervision should be an emotional first aid station and allow the employee to venti late his problems, and to recognize that when this becomes insufficient he should refer the man on to those who have the special training to deal with these problem cases. The days of the old hard nosed sergeant are over and experience has shown that management gets more productivity, fewer accidents and a healthier and happier worker, when he is dealt with is as en vironment of understanding, sympathy and genuine concern for the employee. People in safety work can help a great deal by promoting this philosophy and pointing out to management the important factors that we have discussed here 24 Chsntieal Section THE OCCUPATIONAL NURSE'S ROLE IN THE DIRECTION AND REFERRAL OF EMOTIONAL PROBLEMS Br ANNE KLOIBER. R.N. Supervising Nurse, Pabst Brewing Co., Milwaukee, Wis. How many times have you heard said, "don't pay any attention to him--he hasn't got all his marbles?" Or, how many times have you discussed an occupational injury or disease with the foreman or supervisor only to have him inject in the comcrsation somewhere, "that guy's nuts--he doesn't keep his mind on his work--something's bothering Him." Yes. that ts precisely the point I SOME THING is bothering him! And, it's up to us, as occupational nurses, to steer him in the right direction so that he receives proper help. We nurses in industry, of course, shouldn't have to wait until an injury occurs or until the man's apparent emotional problem is brought to light by the foreman or super visor. We should, because of our personal knowledge of people at work, be able to detect certain signs and signals which should alert us to action. For this reason, it is vitally important that the nurse maintain a professional, yet warm, relationship with all employees so that they will come to her willingly with their ailments and injuries. Through her adequate medical records, the nurse will then be able to see patterns of behavior which perhaps even medical people outside of the plant could not detect It might be welt at this time to add that these people with problems -- these people who are "different"--not only call attention to themselves to the Medical Department They are known to Personnel, the Credit Union, and in other areas of the plant as being in one jam after another. It seems almost as if they're enveloped m trouble. One can't help but wonder if these situa tions--these difficulties they create; aren't actually S.O.S.--signals for help. What a pity then if, we, who are In a position, at least to, give them some guidance, close our eyes and ears to these situations--perhaps give them something for their nerves, or offer them another job or a few rationed words of reassurance--just to satisfy our coosdeace. This problem, as you are all aware, is not confined to industry alone. All one needs is to look about him--be it in a super market, church, school, or what hava you. Emo tional outbursts of all kinds are vssibte al most daily in society at Urge. Dr. Gerald Gordon of the DuPont Co., in his paper on "Industry's Problem Chil dren," states; "People are not either sane or insane m the same sense that a woman is or is not pregnant Whereas it is impossible to be a little bit pregnant, it is quite commonplace to be a Utile bit crazy. Some degree of mental illness is present in all of us normal people. Inasmuch as we all suffer from it, we find it difficult to see in others, and all but impossible to see in ourselves. "The diagnosis of mental illness may be made early from apparently trivial and un related signs and symptoms i! we arc will ing to be realistic and objective, even about ourselves. Dr, Dershimer once wrote that `industry constitutes one of the most realistic situations existing in our modem world. As such, it ts the testing ground on which the strength and weaknesses developed by the early training of individuals become clearly apparent.' "It is, therefore, in industry where many of the earliest signs of failure or mental illness may be seen. This situation gives management and supervision an opportunity, found almost nowhere rise, to do a real job of mortal hygiene which will benefit the employee no less than industry." In keeping with die fast pace we have set for ourselves today, with the result, of course, that there is really never enough time for everything we would like to do, 1 suppose we feel justified in effecting a job transfer for someone who can't get along In a certain department or where a specific problem exists. But we cannot keep shrug ging off these responsibilities in this man ner--we must face these issues squarely and give them the time that they truly deserve. 25 VP<H National Safety Conr/reti I Chemical Write* Let me tell you of a problem which exl-tcU in our plant recently. Till* problem, f rim happy to say, was resolver! with the patient coming out as the victor--one of thoe "happy-ending stories." Tins young man has no vision in one eye a* the result of a childhood injury. Needless to say, he protects his remaining good eye more than one would do normally. Because of his low seniority, he is occasionally placed in a trans fer pool to areas where caustic solutions ;ire used for cleaning. Protective equipment i` issued this man, as is to all employees. However, when tins transfer arrangement first started, this man would be in the Medtiii Department constantly with one caustic hum after another--his self-diagnosed caus tic bums. Actually, most of the time they weren't bums at all. During every visit he would beg us for a transfer to another department where thi ii.trard was not present, but the doctor and I both felt that wc would try to help him face the problem and not run away from it- We knew that if we gave in to him this one time, we would set off a chain of transfer requests. At any rate, the course was slow and at times quite stormy. There were two or three times what the foreman called us and shouted, "get this guy out of my department--he's getting everyone jumpy." But we hung on a while longer and were victorious. We tried to educate him at to :he proper equipment to wear. We tried to inrttll tn him a respect not only for caustic oda, but for all harmful chemicals. We tpclled out to him the proper first-aid meas ures in the event he did come in contact with them in spite of hi* caution. Recently, he came in to see us, and thanked us for making a man out of him. His foreman has told us that he has become a more industrious and safe worker. Not only are we thankful that he's not running to the Medical Department three or four times a day with apparent chemical bums, but more important, we are glad that he faced up to the problem and did something about it. Happy endings such as this are not al ways possible. We shall continue to have the overly fearful worker or, conversely, the careless worker--the guy who says, "1 can take n bath in the stuff," but who continues to be a threat because of his deep ulcera tions from *trong solutions- We shall have to realize that lack of attention to the inani mate things about us often involves us in accidents and that this lack of attention i* usually conditioned by our mood or pre occupation with other things at that time. We shall have to stop using that expres sion, "he's just accident prone," and, instead, ieam to appreciate that accidents to a large extent arc the result of the perron being unable to rope with the situation irt which he is placed. We shall have to realize that our physiological well-being can go up or down like a thermometer, that everyone ha regular periods of exhilaration and depres sion--that it's just not women with "estrogen imbalance." It it suggested that the nurse include in her history, following an occupational injury, the mood the person was in prior to the incident. She might even go a step farther by asking thi* same question of the foreman or supervisor. At least it might alert him to the fact that maybe this busi ness of emotions isn't just something you read in a book. In going back over our more serious and disabling injuries of the past year or so, we came up with the following moods or things employees were thinking about just prior to the time of the accident: One man, who sustained very serious caustic soda burns to .10 per cent of his body, including hi< eye*, admitted to the doctor that he and his wife were having marital difficulties--that on the morning: of the accident, they had an unpleasant scene which was witnessed by their youngest child, who apparently was the apple of his eye. He admitted to the doctor that this argument had left him nervous and jumpy-- and that he just wasn't thinking when he dumped the water into the powder instead of vice-versa. .Another man who sustained a traumatic thumb amputation said afterward that he found he was in an ornery mood from the time he got up in the morning--you know, one of those days when everything goes wrong 1 Still another man claimed the fore man was nagging him constantly on the morning of the accident Is there little wonder then that these peo ple become highly vulnerable to accident 26 proneness ? An industrial nurse recognizes the iact that tension and conflict among workers, or between workers and foremen, often causes a rise in accident frequency. Her knowledge of industrial health counsel ing in such instances can be used most ef fectively. While we're touching on tue subject of counseling, let me say here that industrial nurses can make themselves responsible to a certain degree for teaching health to the employees. Nothing can replace an intelli gently administered health program. Work habits of the employees are influenced by their mental processes and by the help or hin drance offered to them, be it in their homes or at work. It is helpful to the nurse to observe not only how the employee behaves under unusual circumstances but to observe his customary* everyday behavior. Management, of course, also must share in this responsibility. Management should know the physical capacities of the worker, his home situation and his personality traits. Pre-placement physical examinations are a must, as well as routine annual re-examina tions. Matching up ihe job requirements with the individual so that a happy medium is reached is another of management's respon sibilities. 1 would also like to stress the importance of confidentiality of medical information. While it is generally accepted that manage ment must know of existing physical ca pacities and limitations so that proper job placement can be effected, there it no special reason why all the details have to he spelled out. It the examining physician interprets his findings into a physical capacities ap praisal and sends this to management, thi* should be sufficient One of the most tested attributes of the industrial nurse is her abil ity to maintain confidences. If she is to do ivell as a counselor, this must continue tn be of prime importance. In `ummattnn, then, I would like to offer that nurses, because of their personal knowl edge of people at work, because at their background fortified with courses in psy chology* and counseling, and because of their thorough medial records, are able to see patterns of behavior and emotional problems which can th t be referred to the proper people for care. Having the psychiatrist in mind, did you hear about the two psychiatrists who met or* the street? One said, "Hello, there I And how are you today?" After which they parted and the other one said, "Hmm, I wonder what he meant by that." A NEW CONCEPT OP ACCIDENTS By SANFORD G. ROGG, M.D. Medical Division. E, L du Pont dc Nemours Sc Co., Inc^ Wilmington, Del. There can be no questioning of the fact that, a* long as we remain human beings, we will become involved in accidents. Ob viously the more we understand the multiple factors involved in accidents, the better prepared wc will be to prevent the avoid able ones. There ha* been an increasing awareness regarding the fact that our continuing na tionally high accident rate is a reflection of personal rather than machine failure. Certainly the engineers who design ma chinery and in particular, those whose task it is to pay attention to safety features and operational control, have all done an extremely competent job. As a matter of f ct, they have done their work so well, that the continuing high accident rates we see quoted yearly through out our country, can in no sense be called a responsibility of poor design features. At ihe same time, it would be foolish to in fer by any means that continuing effort on the part of design engineers would be unrewarding. The fact to be emphasized is that even if we designed to theoretical perfection, we undoubtedly would still have well over 80 per cent of our accidents oc curring. 27 (filial I aaara ml Uaalk hr Ace CnH ( * lir^l Crank. |CkratM* I Wrllarr Tat-c !, wuur cuotnbuttag fc> r knowl edge <. u>r auli >c% dues cmphisi re tbe ;-ac tlwt a-. Clients buid l a cause of doth in uur Cvimtr>. Without beeuenmg too involved in figures, the National Safety Council's statistics list approximately 40.000 people killed in auto mobile accidents. 14,000 in industrial acci dents, 27,000 in home accidents, and 16,000 public deaths. We on define public deaths to include train accidents, airplane accidents, public fires, etc or whatever else might happen to a person in a public situation.* To this, add an untold number ot injuries, possibly running as high as 24 million of the type that bnngs itself to the attention *.f a physician or limits a person's activi ties for at least one day,* Perhaps the question nnses as to why the medical profession is becoming so con cerned about safety. Certainly any condi tion that kills about 97,000 people a year and leaves over 400,000 with permanent residual injuries varying from the minor to the most severe type, should of necessity cummsml the attention of the profession that has the responsibility of caring for these people. In my opinion, most of the problem is in be found in the emotional status or even in its broader aspects, the personality of ixuple who become involved in accidents. And to digress for a moment, we can ienne personality in the seise that k is being used here by labeling it as cun&M- ing ui the habitual pattens of usqm- men. intelligence. Jevies and Uhmur that <Iistingui*h us as mdjvxhhJ*. ^ < tan readily appreciate tic pc ub.cna. m that sr i* dsfieuk to drive no and uU m it*xe* ihag of time factor*. TW he eesih under stood if St reel, w thta we am dsakag With person^ w<i"Mns mm* at tliougbt. wuWi tmC aensess m* pawgic, * with winch thry arc r ineC It should W mipaai m~t aw a an dwire to leave th reader with the impliratioa that the problem of accidents is a narrow concept, a pvchuinc one, that rotsitally Ut people who require treatment are tlie ooes who become involved m acci dents. It would be much better and more easily taderstood. if all of u< were to acknowledge that we art liable ?c accident situation! at various times thrr<ughou? ccr live*. What is overlooked ia a good deal of the work that is being done, is the tunda.mcntaJ factor that looms a* most important in all of our dealings with people. This is, that although we like to think of men as an intelligent, rational, coherttnly rcancel ing and consistently logical individtixl. man in reality is predominantly guided by me* nves and feelings of which be is most often unaware. These logical powers only sene as a means of allowing the individual to reach goals that are created by more deeply placed emotions. This ia turn could lead us to realize how we must took at. and deal with, these feelings if we are to be successful in our safety endeavors. We must realize that becoming involved in an accident is basically the same as any other condition about which people become involved in difficulties. These individuals could just as well solve their problems by developing stomach ulcers, severe head aches, spastic colitis or the numerous other entities that are diagnosed as psychogenic illnesses. The accident-involved person is. in a very unsuitable, and from the view point of our society, in a totally unsatis factory way, solving the emotional problem by becoming involved in an accident situ ation. It appears statable and advisable to go a little further at the present time and sate that the emotions we are discussing arise from the whole life of the individual, the twenty-four hours of each day that he lives, and by no means only the eight hours that he spend* ia gainful employment W* have aB heard the expression many tmi over, that so and so tends to take bn wrk ttrwnm with him. Well, we can wverw this and state that everybody tends tu take his home to work with him. Ur iseerest ia the factors producing ac- esdeats was aroused while discussing oik !* safety engineer. He was describ 28 Chemical Section ing an accident that bad jest occurred and in the course of the merersaooc said "I just don't know what happened. This man las beta doeng tbe job for years and knows it perfectly welL ,U a matter of fact, in tbe usual course of evens, we checked over everything, the switch controlling the machine and the machine itself, and they were m perfect operating condition; still, the can became involved in an acridort that resulted a tbe ampuzxticB of bis linger.'' After this discussion tsy thinking went along the bars of what could have involved the man in this accident, and broadening things a bit. began to wonder what could be going on in the mind of a person just prior to his having an accident. By accident, we arc referring of course to the common garden variety where the individual alone is responsible. Technically we could call this a "personal accident" with the primary cause to be found m Ihe individual in comra-distinction to the "impersonal accident'' with the primary cause in the environment. H is possible to be even more precise here and state that this study was not directed towards an exploration of the basic personalities of these individuals, many such studies have been done and the literature is replete with articles describing the personalities of people who become involved in accidents. Atten tion was focused on the thinking occurring in a person's mind prior to becoming in volved in an accident and by prior is meant half an hour, a minute, or even moments before the event happened. After becoming interested, it was con sidered advisable to have reference to what had been written by others on this sub ject and the literature was searched. This led to the conclusion that very little had previously been done where a trained per son sat down with u.meoce involved in an accident and trie-1 tv find out what thought pr<xe*>e were at `he mind of this peron ru< prscr to tie oc currence of the ucesdem Tht- wa^ scene* what surprt-mg --.d r-i-a*ex * Arid that lias been badly anfm *.ri * ur vtung leaned however. a* the m rnunt that 5 are nee ectmg * `>pt/runf piime oi accident procafeu* by .Cutting the study of the mHuctwe 'x-tuv** Wl nv*5* -n I'iiisjftg * .Jrie* To investigate this matter, a procedure was set up whereby the men who were working in a targe plant and had been involved m an accident would be seen by me. The nmpling was a non-directed one. the men being picked on a consecutive basis by tbe receptionist. Tbe attitudes of the men were mainly cooperative. They spake freely and at tunes gave more information than was bring looked for. It was frit that to interview someone whose accident bad occurred more than three days past would be a useless pro cedure in tiar many dungs would start lading from tbe individual's mind. Human nature bring what it is. when things start to fade .from one's mind, the person then lends to supply facts that he actually thinks would fit the situation. It is not meant by this to imply that the individual would delib erately construct misinformation. It is a matter of knowledge that as our memory fades and we are asked to recall an inci dent that has occurred in the past, a good deal of the information that we bring to recall in information of a ripe that we ourselves have formulated. The technical term for this would be retrospective falsi fication. An excellent article. "Accident Statistics and The Concept of Accident-Pronencss," by Arbous and Herrick,* states that it is conceivable that with our present instru ments of analysis, we may yet succeed in pinning down the personal factor tn acci dent-causation in terms of some strict definition, blit this may involve so many restrictions in a mathematical sense that the concept will bear little relation to the real factors in even-day industrial life. The above comments do not constitute a denial of the usefulness of statistical pro cedures in investigations of this type, nor >* it suggested that the research worker an ever dispense with them altogether. The conclusions indicate rather the Hmi"iticos of these techniques and emphasize the fact that statistics can never do your '' inking for you. The above considerations may well lead nc into a sate of despondency and frusrated'resignation, were it not for the fact 'hat a different approach to the problem *ttn possible. This approach may not en able ns to analyse accident liability in 'uuu uf universal principles, laws of dis- 29 J9C1 .Vtf/K'tw/ Ou/. ly C\njrt. xs tribution, etc. with reference to human be havior in general, but it may well enable tit to reduce the incidence of accidents in our community by enhancing our knowl edge of the mechanisms at work causing individuals to have accidents. And surely this is the ultimate objective of ail this work. Before getting into tlte actual cases seen, it appears pertinent to mention the work of Vitales,* who emphasizes the fact that another limitation of the statistical view point in accident prevention is the emphasis upon isolated aspects of the individual per sonality, in contrast with the concern, in the clinical approach, for the total rela tionship. The clinical approach recognizes that there are many different causes of accidents and that they may combine in different patterns in different individuals. Several things became apparent after the procedure of interviewing was started and ted to the realization that my thinking was not in agreonent with much that had been previously written about accidents. The first coocept with which there was disagreement was that of a man being "an accident prone individual" The initial studies on which this was formulated were done in England in 1919.* The term itself (i t, accident-prone) was coined in 1939 by Farmer & Chambers* For various reasons, one of which undoubtedly was the fact that the concept of "accidcnt-proneness" re lieved or lifted the burden of responsibility from where it belonged, this idea immedi ately attracted attention. Other workers in this field, then began to formulate lists of traits that could be found in these "acci dent-prone" people. Somehow it was pre sumed, that aimed with such a list of traits, one could then more suitably place or even avoid hiring a person falling into this category. The obvious fallacy of this type of rea soning is that all of us have accidents, whether at home, at the office, at the plant, on the road, or anywhere, and throughout our lives probably will have many times more than one accident It seems that there arc times when ail of us are in a state of increased susceptibility to having an acci dent without it necessarily being a life-long pattern of behavior. Therefore, the *,'*#e of personality of the aeddent involved in dividual, is as wide as the range of our entire population. Of the people seen, only those with submajor injuries were considered. It was found that the employees having accidents were mainly experienced men. It teems that the younger plant population i* helped by the elasticity of youth in dealing with their problems. They also are more attentive to work hazards and still have "open-ears'* at safety meeting*. Since no control groups on considerations of hazard exposure could be statistically salidatcd, it would be fool ish to attempt to read too much into thi*. TABLE IX CnitwiMii livlary Grtts uf Plant aa a Whole UJirr (imp Plaal Average Age ................. 45 *4 Average Length ofService....... It Average No, Oiapenaary Visit* perTssr fEzeludlng Injuries)., i-4 N*. Minor Injuries pr 100 _ Person-Years ................................ 57 No. Previous Msjor and Sub- Major Injuries per 100 ,. t7 3* 25 ._ Person-Tears ............................ 1.* 0-1 From a review of Table II one might be tempted to hypothesize regarding the number of minor injuries in the injury group as compared to the whole plant Ar- bous & Kcrnck,* in their admirable sta tistical study, strongly conclude that "minor accidents do not enable us to make any prediction with relation to major accidents," Many people feet that once the accident train is set in motion, there is no real difference between a major and a minor accident and that the resulting injury was the one chance element in the situation. A mathematical example might demonstrate some of the hazards involved in the de ductions obtained from collected statistics. For example, in studying accidents that result in sub-major injuries (a sub-major can be defined as a type of resultant in jury that renders the person unable to con tinue his regular type of work, and a major injury is one that results in loss of time from one's work) it would seem that there are two liabilities to be considered; (a) the liability of the individual to have an accident, and (b) the liability of this event to cause subsequent injury--resulting in its being recorded. It is conceivable that if the injury were not chance determined, the following results may be obtained as il lustrated in Table III. 30 Chcwiciit Sfttion tablx rn ju*r--y Represents unplanntd treats without In fe>--Represents unplanned events with sub- major or major injury I," thz rat* ot two Individuals, the results wen mignt beIndividual X had #, *. e. (c) e. e. *, l reportL-d tub-major or major accident. Individual Y had <- (>, <>. <>* s 3 r,,. .portad rub-major or major accidents. In the records Y would obviously be considered more accident prone than X, but this tvnuld not be a reflection of his prone ness to unplanned event* (near accidents) since Y has only 4, whereas X ha* 8. tt would rather be a reflection of the liability of such events a* he had. to result in in jury. This may well be determined by fac tor* beyond hi* control and the study of (e) `s would give Hi tie indication of the individual** susceptibility to (ej's.1 Another deterrent factor bearing on Table UI is the inability to equate exposure haz ards between the injured group and the plant as a whole. Referring back to Table II it an be seen that there is a valid statistically significant difference between the average number of dispensary visits per year for the injury1 group and the rest of the plant. Possibly the people having injuries are settling their emotional probJcm* via this route white the plant group is discharging its emotional problems via psychogenic symptomatology. .... ------------------- Jt Pivrh Factor* ot Rccoot Origla Psychological pmbl*,.. recent origin ................ Naaaber Per Cet 12 ,N,on-aasSigunbstboltea.l m....u...l.t.i.-..p...a..r..t.y.. .. 27 ^.responsibility.................... fi AOt cooperative ......... 2 u. TwjO Total ................. 35 Roughly TO per cent of the psychologically disturbing factors were Job-connected. 30 p*r cent non-job connected. Table IV might on a clinical basis sub stantiate my hypothesis. It is, however, a funtiameni.il piece of knowledge that it Is never possible in any science to prove a hypothesis. It may be informative and interesting to transcribe the notes made after inter viewing three people who had been in volved in accidents. Case No. 1, a male empto.vee age 21 with two years of employment as a driver for a parcel delivery concern. He sus tained a severe twisting injury of his right ankle that required the ow oi crutches and kept him from regular work for five weeks. The safety bulletin luted he following description. "This injury was sustained during nur- trial operating conditions. The weather was dear and cold. The concrete surface was level and dry and free of any foreien hndv. The truck running board was cican att*l dry. with all door attachments in excellent condition. The injured stated that he looked i>elore stepping down mil noticed nothing out of the ordinary." This man in talking to me said that he realized as he was gctling off the truck he was headed to go around the front of it. Realizing this, it then became necessary for him to turn so that he would be facing towards the rear and be able to walk around the back of the truck. The Mid den shifting of his body after it had alread> established the direction in which it was going resulted in the accident. "He went on to talk very- freely and stated that he was hit by a truck as a child at about nine years of age and ever since that time he has been afraid to walk in front of any vehicle even to the present moment. Even now it a car or truck is parked at the curb with no one in it. he stilt will not walk in front of this vehicle but will walk an extra fifty feet if necessary, in order to go behind It. He says at any time he absolutely cannot avoid walking in front of a truck or car. the picture of his being hit by the heavy truck when he was a youngster still comes to mind. "Several times a year," he continued. "I still have nightmares where I wake up screaming and soaked with sweat, dreaming that the truck was coming down the street and about to run over me again. All that 1 know is that I still can't get over tlic fear of walking in front of any car or truck." Case Xo. 2. This case that I am going to describe, is I feel, an interesting one al though it did not actually result in an acci dent in which somebody was hurt, but very nearly did and would have ere; `ed an ex tremely serious situation had the accident itself actually ocecurred. The man in ques tion was sent to the plant medical building because of an acutely upset condition follow ing the incident. His job is to put an nll<-v I'l'il Xaltjrul s'j/.'/v C<tvir,-tt into a chemical process. He has been doing this for two years and is a first-class op erator. In the past four weeks he has had a new helper. This helper and he evidently were extremely incompatible. He feels that this man was negligent and had a careless attitude towards his work. The operator had spoken with his foreman twice asking for a new helper, giving the above reasons for hi* request. He told his foreman that inoncr or later ueh carelessness would lead to an accident. No action had been taken up until the day in question. The morning of the incident, he was particularly annoyed by his helper. In violation of all operating rules he dropped his charge of pellets into an agitator follow ing routine procedure except for the very serious omission of not checking to make sure that the agitator was cleared of its previous charge. Fortunately (and in no way could the man know this) the agitator happened to be clear at that time. If not. a violent explosion would have occurred. When the man realized what he had done, he began <o suffer an acute panic reaction and his foreman sent him to the medical building. The man was able to pinpoint his thinking when talking to me--"I wa *o mad with the helper. I knew something would go wrong. I tried to get rid of him hut they wouldn't transfer him, I guess the strain was too much for me waiting for him to do something wrong so I went ahead and did it myself." Case So. J, a J6 year old man with six teen years oi service fractured a finger while working on a machine. This was the man's first recorded accident in all of his years on the plant He had worked a double shift the previous day. He said he was asked to do this a few hours before quitting time. He and his wife had made arrangements to go out that evening, this of course entailed the usual difficulties of baby sitters, etc. Al though he very much wanted to say "No" to supervision's request, he has always been too compliant an individual to be able to voice his own feelings and therefore, said he would do the extra work. As far as super vision was concerned, their request was rou tine with this man, since he was usually asked first when there was some extra work available. The next day the man was think ing aU'Ut the previous evening and was pretty much "burnt up inside" about what iiad happened. In addition to his normal re sentment he had experienced a difficult situa tion with his wife when he explained to her that they were not going out. As a matter of fact, he stated his wife was "as boiling mad as he had ever seen her," While deal ing with these feelings of extreme resent ment, the man suffered an injury. One of the thing* that can be seen here is that in the cases quoted we have a fairly clear idea of what was going on in an indi vidual's mind just prior to his becoming in volved in an accident. As to how this might be of any benefit in helping us to prevent ac cidents in the future, several implications can be drawn. First, we should team all that we possibly can about the fact that such motiva tions exist in an individual. By this l do not wish to imply that all safety engineers should become amateur psychologists but they must at least have some basic idea of the facts of how human behavior and emotions at times may influence our susceptibility to accidents. To this end safety educational material could perhaps be reviewed, to emphasize this fact. The advertising industry in the past ten or to years has been doing a good iob in *e>me respects with what is called motivation research. Perhaps orienting our safety edu cation somewhat in that direction might be fruitful. In our study of accidents we should try to find out from the people involved how they felt about the accident at that par ticular time, so that we may learn something about the problems and distractions that have diverted the individual's attention from the safety hazard. By doing this, vve may also get some hints about what things distract and disturb people and also some idea of how we may be alert to similar problems in others. Perhaps with a better understand ing of the human factors involved in acci dents, we can make safety education even more effective. After a recent talk which I gave to a group of safety men and supervisors, some one in the audience asked me a question-- "What would you do with a man who con tinually and Jmowingly violates established safety procedures? He Insists that he will do the job in the way that he desires." I gave the question back to the audience for an answer and several members stated--"I would fire him." The man who originally raised the question sadly said--"1 can't, we both work for the Government." 32 Chemical Section Another interesting facet of human be havior here U that the employee himself, die individual who stands most to lose through an accident, is the last one to ac cept the fact that safety is as much a part of doing his job as any other area of per formance. Of course, a safe worker will aid management, but openly and directly the safe employee will primarily benefit himself. Be that as it may, and this cannot be too strongly emphasized, we can cer tainly tee that there has been a tendency to be tolerant towards the continued irre sponsible actions of people involved in acci dents. We ai-o must realize Uiat stronger de mands for an adult standard of behavior will be necessary. Our society as a wltolv rnu*t init cn adherence to effective lines or behavior m regards to safety. Certainly it docs not nuke sense to lightly gloss over the irresponsible, the immature, the careless and negligent individuals wiio cause acci dents. It is a rather grim propect that the irresponsible actions of people who refuse to follow our rules are yearly causing in creases in our national statistics of people who are killed and injured. It appears that the least we should do is to learn more about the factors leading to people becom ing involved in accidents, so that we can be in a position to work out ways for low ering the frequency of accidents that can be avoided. My feeling is tliat the medical profession must assume more responsibilities in de veloping these effective ways to help in accident prevention. Since I am firmly con vinced and feel that most of us who deal with safety agree that the emotional fac tors are the cause of the greater pan of accidents, our approach must become more meaningful and must consider the emotional life of the people concerned in order to effect any changes. REFERENCES; t) Journal American Medical Association, Vol, 163, No. 6, pg. 7^-April 20, 1937, 2) Journal American Medical Association, Vol 167, No. 6, pg. 25--June 7, 1958. 31 A. G. Arbous & J. E. Kerrick, Bio metrics, December 1951. Vol. 7, No 4. "Ac cident Statistics and The Concept of Acci dent Proneness." 4) Vitales, M. S., industrial Psychology, W. W. Norton & Co, N. Y,, 1932. `} Greenwood. .\L and Woods, H, M. "The Incidence of Industrial Accidents With Spe cial Reference to Multiple Accidents." In dustrial Fatigue Research Board Report No. 4, 1919, pg. 2S. ti) Farmer, E. and Chambers, E, G. "A Study of Accident Proneness Among Motor Vehicle Drivers." Industrial Hygiene Re search Board Report No. 84, 1939. SCafietlcaJ aztUtanc# uu furnished fry.- Sid ney Pelt. Ph.D,, Blostatis/tcian, Jferfical Diftxon, Z. t. du Pont dt .Vemotirs d Cn, 33 I96t Kntmnnt Safety C-nurcss EYE SAFETY IN CHEMICAL PROCESSING By JOSEPH GUELICH Safety Dir.. Genera! Chemical Div,, Allied Chemical Corp., Hew York City Among thu?e who are wearing g!asv' iiiere is a good chance ihal most are safety glasses, with hardened leme*. 11 you have a small child who wears gtas>es, these are probably safety glasses. If you have chil dren in chemistry laboratories in high school <>r college, the schools probably have a rule tliat the students must wear safety glasses. If vou wear glasses and engage in such activities ns squash racquets, the chances are that you liave equipped yourself with safety glasses. These are all indications that today there is a clearly discernible trend toward uni versal eye protection, off the job and an. Of course. >ou will agree that a complete eye protection program in chemical processing neither begins nor ends with a safety glasses program. We have, you might say, four tines of defense- preventing the accident, preventing the injury, guarding the person, and minimizing the injury. Prctvnting the Accident One of the most familiar examples of preventing the accident is something you learned in high scitool chemistry, to the effect that sulfuric acid should be added to water and not vice versa, t am sure >ou can think of other examples. One user of caustic soda found that he was having trouble in making up caustic solutions by adding solid caustic to water. Despite repeated admonitions, the operator would add the solid caustic too fast and the heat of solution would cause the vessel to si>it and boil over. An acceptable solution was found by re placing purchases of solid caustic with liquid caustic. While there is a hazard from heat <if dilution of 73 per cent or SO per cent liquid caustic, the hazard is not anywhere near so great as the heat of solution pro duced by suddenly dumping large quantities of solid caustic into water. in preventing accidents which involve the c>es in chemical processing, one fairly good rule of thumb is that the chemicals you can't see are usually the safest. An example would be in filling containers. If the fait 34 pipe etuis at a point above the top uf tkr container, the liquid is available to the eve--that i?, it can splash or bounce or in other ways be diverted from the container to the face- On the other hand, if the fill pipe ex tends into the container there Is consider ably less chance that the chemical runmmi out of the pipe can reach the face. Prevention of eye accidents in chemical processing does not stop at chemicals them selves. Let's take a simple example, that of a pipe rack. Where are you going to put it? If it is in the middle of the yard and open at both ends, pipes sticking past the end of the rack present eye hazards to passershy and to anyone who is getting pipe from the rack. You can automatically reduce this exposure by 50 per cent by the simple expedient of putting one end of the rack up against * budding or fence You ran eliminate the hazard to possersby by completely enclosing the rack, so tiiat ihe exposure is limited to those who actually enter the enclosure for the purpose of ob taining pipe. You can see that any consideration of new processes or even reviews of present processes can profitably include the query, "What are the potential eye hazards ami how can they be reduced or eliminated.*" Preventing the Injury When you consider the prevention of in jury to the eyes you must make the assump tion that the accident has occurred or will occur, and that your endeavor is to keep whatever happened out of the faces of your people; In most instances this consists of imposing a barrier between the accident po tential and the individual. A familiar example would be the window in a laboratory hood. Indeed, right here we might discuss the hood window, as it is one of the most abused objects in chemical processing. I am sure that you have all seen hood windows that for all practical purposes were inoperative. Perhaps they were badly etched from months and years of HF determinations. Maybe the glass was old and opaque. Maybe services to the hood, Chemical StcUatt such as nitrogen, were introduced from out ride the hood through lines that entered at mid-hood levels. AH of these things preclude the proper funchon ot the hood window, which is to protect the person and confine the fumes except when an operation is actualty being performed in the hood. If you made a *tudv of what this work consists of von would probably find that in an eight-hour by not more than half an hour is spent by the chemist in standing with his hands in the hood But if the conditions we have just reviewed are present the hood window will remain open the other seven and c-nehatf hours. Lately there is a new trend in hood de sign whkh protects the eyes and indeed all of the body except the forearms during the time the chemist is actually working in the hood- This design consists of transparent panel* which slide horizontally on an over head trolley and overbp in front of the lioxi. The chemist is able to thrust his arms around the edges of the panels, whkh arc not 4<rured at the bottom, and do his wark ouch as he would in a glove or dry fox. Remembering that we are talking about preventing the mjurv. which means imposing a larrier, this barrier can very often be simply part of the process equipment itself. 1 invite you to consider a gauge glass on a tank. Let us assume that foe tome reason this is a gauge gtasa which canunc be vuanlcd. which is fragile, and whkh is installed at eye level. This clearly cent- ute* a hazard to the eyes. How where are vc going to put this glass on the lank rela tive to the area? Usually one would imagine that the gauge gloss would go at a spot most available to the operator who needs h. whkh woukl mean at the point of heaviest travel, such as an aisle. If the glass is put in this posti lion it constitutes a potential hazard not only to the operator but to everybody that passes (he tank. If we put the gauge glass on the opposite side of the tank it is harder for (he operator to read it. but it constitutes practically no hazard to anyone but the operator. In investigation reports on eye injuries in chemical processing, perhaps one of the commonest phrases is a variation of, "He turned the wrench and acid squirted out." The chemical industry has learned that this ivpe of accident, winch we cal! a line-break ing accident, is very nearly 100 per cent preventable, because we can impose barrier*, A barrier can be as simple as an old vim! raincoat. You loosen the bolts on the flange a quarter turn or k> and then continue your work with a raincoat or rubber sheet be tween you and the wrench and the flange. If the product in the hne squirts out It is going to be deflected by the barrier. Another barrier can be a* primitive as a bucket of water, f wonder how many of you know that vjmething as simple as a plug cock, taken *-n a process line, can still con stitute In eye hazard, if you will examine drawings of plug cocks or many other dif ferent types of valves, you will notice that in the dosed position in a line considerable product is contained within the valve. If the line is drained and the plug cock removed, the product goes right along with it. If the valve i subsequently opened, as tor example in the act of working on it in the ma-hine shop, the product can squirt out. One *tmptc method of preventing this ivpe of accident can be insisting that the valve be in as open position before it is removed from the line, and that it be immersed in a bucket of water and opened and closetl -everal rnn* before further work is done upon r Gnariing the Person Our next line of defense in eye protection to some degree resembles our second, that of imposing a barrier. In guarding a per* w provide a barrier on the person him self. This consists of something in front of hie eye* soeh as safety glasses, mono-gog gle. face shields or masks. I would like to tell you about my own company's eye protection program, because t think it works very welt and could >>c easily adopted by almost anyone interested in preventing eye injuries in the chemical processing industry. The program is based on one simple rule, which calls for the wear ing of safety glasses by everyone all the time.^ These safety glasses are conventional frames without side shields and are piano for those people not requiring prescriptions. For people wearing prescription glasses we provide prescription safety glasses. All these 35 1961 National Safety Congress glasses are provided at no cost and we have no. limitations on the number of glasses per person per year. Wc think there are some very definite advantages to this program, even though we accept the tact that safety glasses provide only about 90 per cent protection as com pared to cup goggles or face shields. We use face shields and cup goggles, and I will mention them a little later. We think that safety glasses when wont all the time dis pense with two serious objections to cup toggle programs. A* you know, no workman can be ex pected to wear cup goggles or mono-gog gles or fae,. shields eight hours a das*. In plants which rely upon this type of eye pro tection, some system must be evolved to determine when the workman must wear the goggles. This determination seems to have taken three separate courses: the concept of an eye protection area, the decision of the employee's foreman, or the decision of the workman himself. In a so-called "goggle area" signs are usually posted to inform that goggles must be worn in this area. However, this does not protect the people working or passing adjacent to tins area, and historically peo ple have suffered eye injuries when they have entered the area, as they put it, for .1 short time. Program* which depend on the foreman or the worker tn determine whether goggles should be wnrn really place too much respouadulity on the foreman or workman. Probably neither of these individuals is com petent 100 per cent of the time to say whether a significant e>e hazard exists. Fur thermore. this type of program leads to .u'gumcnts between management and the workman, usually with agreements that arc only temporary. t should like to say something about the introduction nf a 100 per cent safety glasses program. This is not something which can be installed overnight. One usable method is to begin by announcing to the supervisory <raff that at a future date you intend to introduce safety glasses, first on a permis sive basis and later on a mandatory basis. At thi* time you can request the foremen to begin wearing safety glasses and to equip wearers of prescription glasses with pre scription safety glasses. Even at this early stage you will encounter some resistance from the foremen. This re sistance can be met in many ways, nidi as pointing out the frequency of eye accidents in your company and comparing safety glasses with other safety equipment com monly in use, such as rubber gloves am! aprons and gas masks. When you equip your workmen with safety glasses you will initially encounter both resistance and high initial cost The cost will come from the fact that your peo ple are simply not used to wearing safety glasses and will break them, lose them or leave them at home. You should be pre pared to replace these glasses and you will find that initially you will need to carry a ^mparativcly large inventory. Later on you will find to your satisfaction tiiat your supply problems will diminish con siderably, as the employees become accus tomed to wearing glasses all the time. Glasses which* are worn on the nose don't get lost or broken. The way glasses get lost or broken is by being sat on, falling out of the pocket, or getting knocked about in a tool box. You will eventually find some unexpected dividends in a 100 per cent safety glasses program. One of them is the psychological reaction of the workman who wears safety glasses. By the very act of his equipping himself with a protection device he be comes more safety conscious and will per haps unconsciously consider other hoards in the plant more closely. Furthermore, a work man who wears safety glasses is inclined to kid a fellow workman who for some reason has left his glasses off. Another dividend consists in a reduction of ofF-the-job eye injuries. As workmen become used to safety glasses and convinced of their value they will wear the glasses off the job when doing things that carry a degree of risk to the eyes. This is par ticularly true on do-it-yourself projects. In my company we frequently get testimonials from workmen who say that their eyes were vaved by their glasses in aeddeats involving power tools in their own work shops. I personally wish that the Wise Owl Club would include these incidents at qualifies-' tioos for membership, since at the present time only work-connected acddentg are con sidered. 36 Chemical Section I said a little while ago tint our eye safety program does not stop at safety glasses. Some of our operations require more complete protection. For example in line brealdng operations our minimum re quirement is a full face shield. We require that this be worn over safety glasses in order to protect the eyes when the shield i* removed or momentarily raised. Chipping, welding and other high-hazard jobs likewise require additional protection sucli as monotoggles or cup goggles. These additional requirements are best spelled out in safety manual* <-r r.*trd m high hazard areas. ! would like to say a word about the future of eye protection programs with re lation to safety glasses. We think tint bet ter glasses can be made, that they can be !>cuer fitted, and that delivery schedules can i-e improved. It is obvious that some stand ardization oi safety glasses is needed. At the present time not all safety glasses parts are interchangeable. For example, there are J. 5, and 7 barrel hinges, and variations in the shape oi lenses. In a Large chemical plant there may be two i.r three different brands of glasses, and the lack oi standardization makes it difficult to replace broken ports. As for delivery schedules, these are not much of a problem on piano glasses, but delivery* promiiCr, so far as prescription glasses are con cerned, have to be taken with a grain of salt. I think w*e are within our rights to insist upon minimum periods between place ment of orders and delivery of prescription glasses. Concerning the fitting of safety glasses, it is obvious that the better they arc fitted to the individual the more likely he will wear the glasses all the time and the more comfort he will enjoy. There is a trend toward initial fittings by oculists or other members of the profession. These services cost money but they* increase eye protection and additionally they relieve the busy safety engineer from the purely mechanical jr.h of fitting and dispensing glasses. Minitnicing the Injury Wc come at last to the important subject of treating the eye injury after it occurs. In a chemical plant the answer, which i< deceptively simple, is water. The first aid measures for a chemical injury" to the eye consist solely of the application of water, lots of water, ami for a long lime. The best place to administer this water is as near to the scene of tlx injury as possible. This calls for lots of hoses as a minimum, many safety showers as a median, and adequate eye wash fountains as an ideal. We personally tike home-made eye wash fountains. A simple design consists of three conventional shower heads each mounted 90* apart and at about waist level. Such an eye wash fountain takes care of the entire face and the position of the face relative to the ground is such that it provide* for a maximum of dilution and run-off. ! saw an excellent arrangement at an KCA plant recently, which protects bench workers. This eon-iMs of nothing more >r less than a kitchen type of hose spray on a reel, with a spring loaded nozzle at the end If materials are accidentally intro duced into the eyes the bench worker need only reach for the nozzle, pull it toward him, and direct the stream into his face. Following the use of water at the point of injury it is usually necessary to continue eje irrigation m the first aid room. Very often other parts of the body are involved, and many first aid rooms use tubs for im mersion washing. These tubs should Include spray hoses similar to home sliampoo hoses so that the eyes and head may be irrigated at the same time. Some of jour workers may be exposed to chemical bums of the eyes away from jour plant. Examples would be truck driverand those performing services at customer locations. Trucks should carry supplies of emergency ware/, in the glove compartment or in one or five gallon cans kept in the cab i: the truck. Lately wc have found an ideal place to keep water in acid tank truck transports. These transports are equipped with roll-over bar*. The bars arc actually hollow compartments, which can he filled with water and fitted with a nozzle. As for work at customer locations, your people should be instructed to look for emergency sources of water as soon as they enter the location, ami to report to you if such sources of water do not exist. We have sometimes found that customers receiving our " products do not liave safety shower* near the point of unloading, and we have also found that uniformly the customer has been cooperative in providing such shower* when requested. 27 ,'va/ Xational Safety CumjrcJt H>e w-wh fountains and slwwers should t*c .periodically tested and a word of such testing maintained. So valves should be per mitted in the* lines. Founlains and shower* in cold climates can be protected against freezing in various ways, such as using warmed circulating water, installing the pip ing below the freeze line, or using dry pipes issuing from a warmed building. The show ers and fountains should be marked with igns and distinctive {tainting and it is a good idea to use a green tight at each *hower. Some companies are using `'drills" for the reason that it is probably against instinct to get under a shower with your clothes on. We have seen many instance* in which a man contaminated with a chemical splash would use a hose or even a basin instead of an easily available safety shower. Drills, which might take the form of getting under a shower just before quitting time, will con dition the workman to use a shower when he needs it. A final word is necessary relating to water substitutes and the fight we must make against them. In almost any plant you will find individuals who feet that certain types of chemical bums are best treated not with water but with special solutions. For ex ample, same people want to treat acid bums with sodium bicarbonate solutions or weak ammonia. There are serious deficiencies in these routines. For one thing, the so-called special solu tions are never as readily available as water nor in the large quantities necessary to flush away the offending chemical. Even more im portant, the so-called neutralizer very often produces a secondary injury in that in the process of neutralization a new chemical product is formed in the ocular tissue. This not only increases the injury but makes the treatment more complicated as the physician who ultimately sees the patient will find it necessary to remove the chemical which has been formed before he can treat the injury. To summarize the modem concept of eye protection in chemical processes, we have four lines of defense: to prevent the acci dent, to prevent the injury, to guard the person, and to minimize the injury. These lines of defense are inter-dependent and each must be carefully planned for maximum eve safety. FUNDAMENTALS OF PRESSURE-RELIEVING DEVICES FOR UNFIRED PRESSURE VESSELS By H. V. HODNICK Safety Engineer General Electric Company, Lamp Division Lamp Metals and Components Department, Cleveland, O. I'd like to mention several examples which how abuse and negligence of safety valves and rupture discs; 1) A relief valve that couldn't operate if it had to--the spring and frame are cor roded. the spring has been repainted several times and the lever arm used for manual testing is inoperative. 2) A "pop" valve installed on a 60 psi hy drogen line--the discharge opening with a metal plug installed--in tins plant, they were in a hurry to get the hydrogen equip ment in operation, so they delayed in install- 38 ing the discharge line. N'o, nothing hap pened. 3) A rupture disc installed on an KC1 tank, using 60 psi for the acid movement--this rupture disc was a flat sheet of lead, but after four weeks of service it has bulged from the pressure. Four weeks before this, the lead disc ruptured--no ooe was hurt, but a large amount of HCt was spilled in the Area. 4) Under two cans are "pop" valves on a steam line. Keaton for the cans--the valves were popping off and spraying a large area. Chemical Section tly placing these cans on the valves, the tcaun was directed downward--a smaller area was involved. I've seen worse rupture discs and safety valves in my tour of plants, but I'm sure there aren't any scenes like this in your plant--or are there? This afternoon. I'd like to discuss the fundamentals applicable to pressure-relief devices for unfired pressure vessels. An unfired pressure vessel as you know is a pressure vessel that it not subject to direct application of heat from the products of combustion, i.e. it's the reverse of a boiler, which is an example of a direct fired vessel. This lecture will not make rupture disc, vafety and relief valve engineers out of you, nor will you be able to solve complicated relieving problems, but it should explain the most common types of relieving devices that are used for unfired pressure vessels. Generally speaking, there are four basic types of safety devices: rupture discs, pop '.aives or safety valves, relief valves, safetyrelief valves, and combinations of safety valves and rupture discs. Each has its pur pose. but the pivotal point is cognizance of the fact that every pressure vessel in your plant is a potential bomb. Before discussing the basic types of valves. I'd like to emphasize one point: all unfired pressure vessels constructed in accordance with the ASME code for unfired pressure and according to paragraph UG-IZ5 lull be provided with pressure-relief de -ice- In this code, there are five pages of precisely worded rules devoted to pressurervliei device*. These rules state how. when, .ind where you should install the relief de vices, which will be adequate to protect against overpressure, chemical reaction or other abnormal conditions. if you haven't already done it. it would be to your benefit to obtain a copy of the ASME code for unfired pressure vessels and peruse paragraphs UG-125 through L`G-134. These paragraphs relate to pres sure-relief devices only. The simplest safety device is a rupture disc, which is merely a thin metal sheet designed to burst when pressure exceeds a given value. It is held between flanges and is inserted either in the wall of a pressure vessel or in a line connected to the vessel. Consider a flat disc installed in a flange. When subjected to pres* .ire, a flat dive starts to take on a bulged shape. When this tuppens the disc has a tendency to workiurden and as a result, it will fail from shear or fatigue at a pressure lower than would be expected. As a result, frequent maintenance can be expected with flat-type discs. Experience has shown tlint for uninter rupted service during normal operations of a pressure system as well as tor rupturing within a 5 per cent (plus or minus) range of the marked rating, a pre,-bulged disc is most desirable. Frequently in the chemical industry we have v<*el that opet-te under alternating pressure, i.e. vacuum and positive pressure and this presents a problem. How de we prevent the crumpling of the disc under negative pressure and resultant leakage at the intersection of the creases? This is ac complished by equipping a prc-bulged disc with a vacuum support. Height of the sup ports corresponds to that of the disc, re stricting its movement when negative or backpressure is encountered. Rupture discs are available in a variety <>f metals--stainless steel, inconel, monel, nickel, platinum, silver, copper and alumi num Sizes normally range from Id* to 24". What is probably the largest rupture disc ever manufactured was used at the end of a wind tunnel. Size and temperature are two big factors that eficct the rupture pressure of discs. Stainless steel has a rupture pressure of ap proximately 2700 psi for A inch disc at 72*F and decrease* to 65 pi tor a 24 inch disc at 72`F, Temperature limits have been established on all ductile metals that are used in fab ricating prc-bulged rupture disrj. For ex ample, for aluminum, copper and silver, the maximum operating temperature is 250*Fj for platinum and stainless *lcel, GOO'F; and for monel 800* F For use tn corrosive atmospheres, various plastic coatings and linings arc available for rupture discs. The rupture pressure of a disc should nut lie greater than the code rating of the pro tected vessel- Expressed in other terms, the rupture pressure of a disc should be :u least 50 per cent greater than the normal operating pressure of the vessel. Conversely, 30 i96i National Safety Congress * normal operating pressure should nm These plants conveniently "forget" about exceed 66 per cent of the rated pressure of the recommendation, i.e. rupture pressure iIk This percentage represent* the minimum pressure differential that must exist between disc rated pressure and vessel* "{crating pressure ior the disc to give a normal service lire. few examples are m order. should be at feast 50 per cent greater than the normal operating pressure of the vesmiL and the effect of temperature on rupturing pressure, etc. The code is very' spe cific on the testing of discs; paragraph L'G- 127 states: "Every rupture disc shall have Let's assume tliat the normal operating a specified bursting pressure m a specified pressure is 50 psi, then we should use a temperature, shall be marked with a lot disc rated at approximately 75 psi. If you number, and shall be guaranteed by us man are using a rupture disc rated at 150 psi, ufacturer to burst within 5 per cent (plus then your normal operating pressure should or minus) of its specified bursting pres !>e 100 psi or less. When used in this method, sure." i rupture disc is acceptable on coded un bred pressure vessels as a primary relief device. In addition, ii discs are used in this recommended procedure you will receive good service life without frequent replacemem and loss of material. Of course, if ;uiy wider margin or larger ratio can be allowed between bursting and operating pressure*. then the diaphragm life will be con siderably increased. Paragraph UG-I29 relative to marking, *iaies: "Every rupture disc shall be plainly marked by the manufacturer in such a way that the marking will not be obliterated in service. The marking may be placed on the flange oi the disc or on a metal tab perma nently attached." The marking shall include manufacturers' trademark, design and lot number, sire in inches, minimum and maxi mum bursting pressure, coincident disc tem perature and capacity. i.e. pounds of steam j>er hour or cubic feet of air per minute How about your plant? Do you buy rup ture <U.scs as per code specifications or do you make your own? I know of one large use chemical plant and have heard of others that make their own rupture discs. What they do is this: they buy a sheet of thin gage aluminum or stainless steel--depend ent upon relative temperature and pressure requirements and cut their discs upon these Regardless of what some plants do, I hope that all of you buy your rupture discs from reputable concerns. No, I'm not a stockholder m plants that manufacture rup ture discs. So far. I've made no mention of what size rupture disc we should use. how we determine relieving capacities for pressure vessels and the scope of such calculations. The reason is this: we wouldn't have time this afternoon to discuss this important phase of relieving devices. However, it would make aut interesting program for next year's chemical section program. A cut-away section of a "pop** valve or safety valve-- valve that pops full-open at a preset pressure--would show that this pop ping action it caused by the huddling cham ber. The huddling chamber consists ot a disc with two areas, closing on a single seat, and the lower area of the disc protrudes through die seat. .Assume the upper part of the disc or huddling chamber is 1M square inches in area and the lower pan or protruding part is I square inch in area. Force extended on the disc by the spring is 100 pounds. As sume the vessel is under 90 pounds pres sure. We then have 90 pounds per square inch pushing up on the 1 square inch of area and 100 pounds dead weight pushing down. Mieets. One disc will be tested in a holder ot the same relative form and pressure area dimensions as that in which the disc will be used. If the disc will burst at 100 psi, then it is assumed that every disc cut Now let's raise the pressure to a little over 100 pounds. Then the 100 pound disc will start to rise until the lip clears the edge. When this dears, we have !00 pounds pressure operating on lid square from that sheet - metal will burst at 100 inches and the upward thrust is now in psi. If they need a 300 psi rupture disc, creased to 125 pounds. The downward they simply cut out three discs and all three thrust is only 100 pounds dead' weight, so arc inserted in the flange or safety head-- the valve pops wide open. therefore a 300 p rupture disc. Now with the valve wide open, let's drop 10 Chemical Section die pressure to a little lest than 80 pound*. We then have a little less than 100 pounds pushing up, but < full 100 pounds pushing down. The valve starts to close until the lip passes the edge. Then we have 150 pounds per square inch pushing up and 100 pounds pushing down and the valve shuts off with no throttling action. A "pop" safety valve it recommended .'.nly for use on gases, steam, air--not liq uids. A eut-away view of a relief valve shows no huddling chamber and, ns a result, the valve will not "pop" open, but only relieve the pressure. To give a simple explanation of a relief valve, it consists of a flat disc cioung an opening in a pressure-containing vessel. This disc is held to its seat by means of a spring. Assume for tltis discussion that the spring is pressing down with .1 total load of 100 pounds. Assume the .esset is completely full of water or gasoline at 90 pounds pres sure. Then over an area of 1 square inch we have 90 pounds pushing up and 100 pounds pushing down. When pressure is raised to 100 pounds, everything is in balance. When we raise the pressure to 110 pounds, the spring will compress, permitting the excess liquid to pass through the scat opening in a certain volume. When we raised the pressure to 220 pounds, the valve ts discharging its maximum capacity. As the pressure is low ered to 100 pounds the valve cases to the scat and doses. \ relief valve is only designed to be used v,n liquids. When used tor gases, steam, or air, it functions as a relief valve with no popping action. .A few examples of pop and relief valves would show their similarity. It would be rather easy to intermix, especially if the nameplate was missing. Speaking of name plates or marking, paragraph L`G-120 of the ASME code states: "Each safety and relief valve $4 inch pipe sire and larger shall be plainly marked by the manufacturer with the required data in such a way that the marking will not be obliterated in service." Last of the baste relieving devices is a tttety-relief valve--this is a type oi valve that can be adjusted to give either `'pop" or "noo-pop1* operation ar.d can be used on steam, gas, vapor, and liquid service (with modifications). The modifications: if used as a safety valve, the huddling chamber must be used; if used as a relief valve, it must be dismantled and the huddling cham ber removed. t.ct u* consider four examples tliat illus trate diversified usage of rupture discs and safety valves in primary and secondary re lief capacities. 1, A rupture disc, used as a primary re lief, installed under a safety valve. It is an accepted practice, when a safety valve is subject to excessive corrosion, jamming, stoppages from material in the system, to install a rupture disc in the pipe ahead of the valve: Avoid loss of valuable material by leakage. Also the rupture disc prevents deleterious materials from entering the salve until relief is necessary. 2, An excess flow valve factually a ballcheck valve). This vents the chamber be tween the rupture disc and the valve seat, preventing pressure which may leak through a corrodl or leaking di*c from building up on the top slide of the dtc and consequently increasing the rupture pressure. 3, A reverse of the last example. The rupture disc is installed downstream from the safety valve. This arrangement ts adopted at times when it is necessary to prevent leakage of valuable, noxious or otherwise hazardous materials, In the words of the ASME code on unfired pressure vessels, "L'scrs are warned that an ordinary spring loaded safety or relief valve will not open at it* set pressure ii back pressure builds up in the space between the valve and the rupture disc." To prevent this n specially designed safety nr relief valve is rcqr'red, such as a diaphragm valve or a valve equipped with a bellow* above the disc A safety valve may also be equipped with bellows. 4, A rupture di installed in parallel with a safety valve. When equipment is to be operated at more than 66 per cent of its allowable working pressure it is best to {dace the rupture diaphragm in parallel with a relief valve, the relief valve being used ior primary relief and the rupture disc a* secondary relief. In this fashion the dia phragm supplements the valve providing emergency relief. Installed in this fashion, the bursting pressure can be at practically any value desired, from 50 per cent above 41 1961 Aatt.inal Safety Congress actual operating pressure up the test pres sure for the equipment Poor installation of a rupture diaphragm may result in rupture that might endanger personnel in adiarent area*, An exhaust stack higher than the heads of any em ployees should be metalled downstream from such a disc. A few examples of poorly designed in stallations that are found in tome chemical plants follow, showing rupture (fisc instal lation* but the principle is also applicable to safety and relief valves. Manually, these examples are not indicative of issoinatsac practices at your plant A valve cannot be installed m a itsftuie disc or relief valve line it is Indeed open; in the evoit of a shutdown for or replacement, this valve would actually be useless if a rupture disc or valve hud to be replaced, and conceivably it migSw be left closed. The rupture disc or relief valve coming off the end of the tank might vent directly into the path of personnel waBcmg by. It should be vented to the outside or (affled- While generally not recommended, a valve may be installed in a rupture due or relief valve fine as long as it is locked ops. and hut only while supervision is present for replncemoit of a rupture disc, and that locked open again. By locking. I mean, a physical method, such as a seal wire, seal (ape. lock and chain, etc. Th relief valve or rupture disc bav-aag a vent line with two elbows can lead to dis astrous results since every elbow rcdoces the available rapacity of the vcm line; if straight, the line might have ample capacity, hut with avoidable elbows, the relief capac ity can be restricted to the points where after the rupture disc has broken and func tioned quite satisfactorily, the flange itself could be tom from the vessel. In the last e sample we assume that one rupture ditc nr relief valve is set at design pressure and the other at test pressure. Actually, this venting of two relief devices into one line i normally expected on twv. adjacent vessels; m the event that one relief device was called upon to function, it could possibly impose sufficient back pressure on the other to reverse it. even under pressure in the adjacent vessel. \ nomograph can be used for the suing of safety* and relief valves, and is very use ful. It not only saves time but insures that all corrections for absolute pressure, tem perature and over-pressure lave been con sidered. I'm sorry ume does not permit an explanation of the nomograph. How do you treat your pressure-relieving devices* Rupture discs, safety and relief valves should be treated as precisaoa instru ments. for buskwBy vpeakzng that's what they are--they are wcif-acraated and depend <xi critical dunenuems, surface eor- rtHioe resistance and adjustments for good performance Yet <u many occasions I've sees them treated as cawal pipe fittings and crap tarsal, throw* m bans and boxes, mud with ocher pipe fittings and left to pthr gikuc and dust. IfMprctinw. testing and maintenance is an integral phase of a wood pressure-relief device ptugian. Each plant should estab lish a regular schrrinlc for inspection and testing ot relief device*. Rckeive to wprrrims. no general rule* caa be fornaafatrd because of tiw wide range of conditions aid materials encountered. It is --fr*--that pceuvre-rclief devices be tewed quarterly mkr avenge conditions, but itii should be icngcrul by consideration of local condition* and service. Speaking of inspection and testing reminds me of the rime I asked the general main tenance foreman of a large size industrial plant how often he inspected and tested the re&rf ifencu is his plant. He replied. MI*vc worked here for 23 stars and wc have never impeded or tested our safety and relief device*.* After I completed my inspection of the plant, 1 was forced to agree with him. I saw relief valves with bird's nests in them, wasp nests, metal plugs in the exhaust opeungs, corroded springs, chews of tobacco in the opamg*. broken level pins, misting honoris. lead soli gone and levers blocked opts with pierft of wood. One bud practice I're noticed in plants is the use of safety and relief valve* as con trol valves, i*. if you warn to maintain pressure in a vessel at 100 psi, it i very convenient to adjust a refief valve for 100 psi and let it do the controlling. .Another U the inetifluian of safety and relief valves in a horizontal position--they should always be installed m a vertical position. 42 Chemical Section References C. "St*etfoo of Safety and Relief Valves' and ` Simplify Testing of Valves" by Fsrrl* engineering Corporation. 7. Rupture Diaphragm*" by Tarver S, Mur educated Rise* of Metal" and "How t<Seleet and Apply Safety Head* tor Pre phy. Jr. S ASHE Boiler and Pressure Vessel Code. lection of Preesure Systems ' by J. F. ?*. Stats of Ohio, Rule* for Construction of i Myer*. "How to Protect your Pressure Vessel" and "Sizing Safety and Relief Valves for l.'nflred Pressure Vessel* )>. Accident Prevention Manuel bv the Na tional Safety Council. Vapor Dines" by O. G. Weber. 11. Operation of Pressure Wands by Uie Oregon Bureau of Labor. 12. Peronnt Observation* and experience. SPECIFIC AND UNUSUAL APPLICATIONS OF PRESSURE RELIEF DEVICES Br R. L. PORTER Sale* Mgr., Autoclave Engineers, Inc., Erie. Pa. In the cltcmiCrit process industry, the `Vitpe ot normally available commercial de proper selection and use nf relief devices vices. is well established. Many excellent papers have outlined the fundamentals of relief devices for commercially operated equipment. 4. Design protection is extremely difficult because code design practices frequently do not cover the conditions to be met, and The selection and use of safety devices wimctimes safety factors must, ot necessity, in equipment to be operated under extreme be very low. conditions is a great deal more empirical. Therefore, in addition to the relief device* The term "extreme conditions," as defined to be discussed, it is iclt llwl additional by Gaschc and Sliej<evich. covers the range protection is required, such as extremely of pressures beyond <1000 p*i. nr tempera well qualified, trained fiersonnct, and well tures above 1000'F., and various modifi cations of these con>lition. Presently, only a few commercial processes fall within this category--the manufacture of polyethylene by the high pressure process, the manufac ture of ammonia, production of alcohol by engineered barricade system*. For just a moment, I should like io dis cuss the two qualifications mentioned above. By far, ihe most important is highly quali fied operating p*r*c'nnch the uxo -process, and a few others. The The chemical process industry has recog greater proportion of work is done in the nized the need for barricading systems and research laboratory. Therefore, I wish to has gone to great length and expense to define the frame of reference of this paper provide them inr their research personnel. ft to encompass the work performed in the The high pressure laboratory at Hercules high pressure research laboratory. Powder Co. in Wilmington. I>el., i* an ex V There arc many difficulties found in the -election of proper iirntrcthe devices for ihi* typu of activity: ample. From a view of this same laboratory, you could see that other precautions, in addition to relief device* were necessary. 1, Since the work is in the realm of re search, conditions to be met are not well With the thought in mind that the rup ture disk is not the only protection given the high prc'Mirc research worker, let us ex defined and may change rapidly. amine some of the wav* relief devices arc 2, The equipment is usually quite small used in this work. and normal commercial devices may not fit. With high pressure equipment, it is usually S. Conditions are frequently beyond the quite important that rupture disks be placed *3 1901 National Safety Cv/ujt> ,i* dose as possible 10 the interior of the pressure vessels to allow little opportunity tor build up of solids, and to ensure that the pressure drop ahead of the rupture disk be as low as possible. An exploded view of the most common relief device for this type of operation shows iliat it consists essentially of the rupture disk body, the disk itself, a method of sealing the disk against leakage, and a means for carrying the exhausted products away from the equipment. Rupture disks have become indispensable to the chemical process industry. There are some eases, however, where the range of work being carried out in research is be yond that covered by commercially avail able rupture disks. For instance, at ex tremely high pressures--in the range of 100.000 psi. or above--it is impossible to purchase rupture disks winch are reliable. As a means of solving this problem, the reverse intensifier has been developed. This common piece of equipment is used to raise pressures to high values by means of a differential area piston. In this instance, on a piston, the area on the low pressure side is approximately ten times the area on the other side. This means that if a low pressure--say 10.000 psi.--is applied to the low pressure area, it is possible to generate 100,000 psi. on the other side. This apparatus is called an intensifier, For extremely high pressure work, it has been found satisfactory to reverse this process and place a rupture disk on the tow pressure side of the piston and expose the high pressure tide to the process under study. The intensifier is used as a relief device. As an example, a 100,000 psi system can receive the protection of a rupture disk normally rated at 10,000 psi. by use of a 10:1 reverse intensifier. Frequently, high pressure research opera tions are carried out in the explosive range of certain chemicals. Sometimes, reactions take place which go through the explosive range during the course of reaction. In vases of this type, it is necessary to protect against extremely rapid rises in pressure. Next consider an autoclave with a rupture disk built as the bottom of the autoclave. With this type of device, the objective is u> have a rupture disk with as large an area as possible. You will note in this figure that since the rupture disk is in the bottom of the autoclave, the possibility exists that the autoclave will become a rocket in the case of explosion. It is necessary, therefore, to mount this equipment with heavy duty re action springs so tliat after relief, it will not end up through the roof. No doubt you have been reading about the chemical "farmers" with their success ful method of growing quartz chemically. This synthetic method of growing crystals is a major achievement, and will be of great significance in the field of communi cation. However, there is one ticklish prob lem associated with this operation. In a pressure vessel where the object is to grow a solid material, how does one protect the equipment and personnel with a rupture disk which does not become covered by tltis material. The problem was solved as follows: In a view- of quartz growing equipment you would notice the safety head equipment in the cover. An enlarged section of this portion of the vessel, shears at the upper cover the rupture disk which is made much the same as that discussed earlier. At the lower section, however, is a small metal disk which is drilled with a single hole of .005-inch diameter. This diameter has been found to be sufficiently small to hold water, due to the surface tension of the water itself- This disk is then placed in the position shown, and the column be tween the disk and the rupture assembly is filled with pure distilled water. This means, then, that the small perforated disk is exposed on one side to the crystal grow, ing liquor and on the other side to pure water. This combination assures that the smalt hole will not become plugged with the crystals, since it is continuously being dis solved at the same rate at which it is formed. The passage below the rupture disk is. therefore, open in the event of failure of the disk. Another method nt attack on a problem of a similar nature is found in polymer ciicmbtry- l" this type of reaction, chemi cals arc allowed to polymerize in a con tinuous flow reactor. In order to allow for protection of the equipment, it was neces sary to introduce the rupture disk Into the interior ot the reactor. In this way, even 44 Chemical Section though polymers may form over the rup ture disk, protection is still provided. This type of protection has been found useful in such operations as the polyethylene reaction. In chemical research work, one type of reactor which has frequently been used in the past, and still finds some occasional uses, is the rocking reactor. In this operation, a rocking mechanism is provided to give agi tation to the contents of a high pressure reactor. Since the equipment is generally small and is continuously moving, the po sition of the rupture disk is something of a problem. Such a device has, on the left, the rocking reactor and, on the right, a valve which provides a means of shutting off the flow of gases to the reactor; a pres sure gauge to indicate the pressure tn the reactor; and a rupture disk to provide re lief for the vessel. Quite frequently, in high pressure re search, very expensive or very toxic chem icals are used. It is, therefore, felt that a rupture disk, which is the final safety de vice, should be supplemented with a pri mary device which will relieve excess pres sure temporarily, but will not empty the contents of a vessel. In such a device, there is an air-operated valve, which is actuated by air on the valve diaphragm. The air is controlled by a sole noid valve and the solenoid valve is actuated by an electric contact gauge. In this man ner. the electric contact gauge can be set to operate at a pressure just slightly above normal operating pressure. If pressure readies this point for aoy temporary operational reason, the solenoid valve is actuated. This opens the air-operated valve and relieves the pressure. As soon as the pointer falls below the set point, the valve closes and the operation continues. In this manner, relief of a temporary na ture only is effected. It i> suggested that the exliaut from the valve he carried to taie area. We !iav* mentioned nwnv cafes oi diffi cult problems in the high pressure field, but have not di*cu>icd the other extreme of high temperature conditions. To date, only two methods luve been used to solve the problem of relief devices <m high temtwrature equipment: 1. To provide a cooled relief device. Quite often, water circulation around the rupture disk is used. 2. To provide a rupture disk made of a high temperature metal. To late, this i the preferred solution. One of the most frequently ucd materials is Inconel. Inconel lias a very high strength at high temperature. But perhaps even more important is the fact that the reduction ot strength wills increase in temperature is very low. A graph ot temperature versus pressure on Inconel shows that the strength of the Inconel does not decrease significantly from room temperature to about I20G*F. As more and more work is done in the high temperature field, other solutions to the safety problem will be forthcoming. 45 W61 Salmiuii Safety Canyrtfs SAFETY IN STORAGE, TRANSPORTATION AND HANDLING OF GUIDED MISSILES AND ROCKETS By RAY L. MYERS Deputy Chief, Inspection Division U, S. Army Ordnance Field Safety Office Charlestown, Ind, The safety oi a plant must be a constant consideration of (hose in charge of it from the conception of the original idea around which it is designed, and throughout the entire period of its construction and opera* hen. Safety must begin on the drawing board, as otherwise its necessary considers* tion later becomes a matter of increasing difficulty and cost, and the latter all too often becomes prohibitive. Safety in the storage, transportation and handling ot guided missiles involves several important factors: it., (a) the determination of the hazards inherent in the opera tions, equipment, buildings and areas; (b) the development and adoption of a proper protective procedure to eliminate these haz ards, if possible; (c) to reduce their effect in the event of an accident, if they cannot be eliminated; and, I'd) the establishment and continued application of methods of in spection to insure the maintenance of these protective measures. The safety engineering approach to the genera! problems of guided missile and rocket safety' has been a large factor in the remarkable record of the U. S. Army Ord nance Corps establishments that store, trans port and handle guided missiles and rockets. ,\s an example, during World War I, 240 persons were killed for every billion pounds of propellant and explosives processed; whereas in World War 11, this figure was reduced to five persons. These statistics interpreted simply mean tiiat the lues of more than 10,000 persons engaged in these operations during World War II were saved by safety measures that were put into effect. Without these safety precautions, a billion dollars' worth of plant facilities might have been lost and, what is more important, our combat troops would not have received the kind and amount of ammunition that they needed when they needed it I The storage shipment and handling of packaged missiles, rockets or their com ponents. at present, poses no serious prob lem. However, the advent of ever-largcr missiles and heavy rockets wilt create cor respondingly greater challenges ut storing, packaging, transporting and handling. The type of storage facility provided guided missiles and heavy rockets or their components, is controlled by the hazard, or potential hazard, of the component itself. Explosive components, such as war heads, rocket motors, igniters, etc^ require igloo storage. Liquid propellants, including both fuels and oxidizers, may be stored, properly segregated, in liquid propellant storage areas, in properly designed and constructed buildmgs. Th storage of present and future mis siles containing solid propellant rocket mo tors, however, takes us into an additional problem area--that ot explosive safety. The presence of these explosives--loaded rocket motor?' - demands that the safety of person nel handling, storing and shipping this ma terial, the protection of government prop erty and the safety and protection of the lives and property' of surrounding commu nities will have been carefully pre-planned and is rigidly enforced. How is this done? First, safe distances must be provided be tween locations containing explosive materi als, This includes operating buildings, stor age magazines, loading docks and any other explosive facility. Inhabited building dis tance must be maintained -between explosives locations and inhabited buildings. Intraline distance is the minimum distance permitted between any two buildings within an op erating line. Magazine distance is the mini- 48 l Chemical Section 73'jm diita&cc permitted between any two aerate magame*. Gtsdcd mr:!e* and rockets are classified :consg to the expected damage if they cspMxie or ignite. The maximum amount of permitted in any location is speci- iei : the quantity-distance tables, Section 17, OKD M 7-224. It ts mandatory that local lamtt be etabti*hed in amounts no greater than tho? consistent with safe, effi cient operations. Keep ss mind that the cardinal principle to be observed m any location or operation involving guided missiles and rockets is to limit the exposure ot a minimum number of people, for a minimum time to a minimum amount of hazardous material consistent with safe and efficient operations. All op erations should be scrutinized to devise ways and means of reducing the number of people exposed, the time of exposure or the quan tity of material subject to a single accident. Guided missiles, rockets and their compcnaiti arc stored in accordance with ap plicable Ordnance Corps storage drawings. War heads, motors, igniters and other ex plosive components require igloo storage. An igloo magazine means an arch-type, earth-covered magazine which may be con structed of concrete, metal or wood. A "standard igloo magazine" means an earthcovered, reinforced concrete, arch-type mag azine, with or without a separate door barri cade, constructed according to approved standard sen-ice drawings. Liquid propellants (fuels and oxidizers) must be stored in an area separate from all other activities. The facilities must com ply with the requirements and standards for various propellants. All buildings, tools and equipment must be compatible with the various chemicals. The propellants will probably either be stored in approved shipping con tainers or bulk storage tanks meeting all the safety requirements. Among some of the liquid propellants used today are hy drazine, hydrogen peroxide, umymmetrical dimethylhydrazine, nitrogen tetroxide, liquid oxygen and nitric add. At present, the shipment of large guided missiles and rockets, regardless of their haz ard classification, is offering no particular problem. Future missiles may reach IS to 20 feet in diameter and 75 to 100 feet in length and weigh as much as 100 tons or more: Such dimensions offer not only new problems in packaging and handling but also in shipment irrespective of the mode ot transportation. The size and weight of these future components will necessitate further revision of the loading and blocking con cepts. The advent oi these ever-larger cxplostvesloaded items will probably cause revision of the ICC Regulations to permit their move ment by common carrier. The ICC Regu lations are published in the 1940 edition of the Code of Federal Regulations, Title 49, parts 71*90, Transportation. Those regula tions are also published in various freight tariffs. Our present public highways have a maxi mum height clearance of 13 feet, six inches; yet, as has been pointed out, components of the new large missiles may be as Urge as IS to 20 feet m diameter. Sot only are our highway* as presently constructed inadinjuate for the transportation of items of this size but the railroads will also have difficulty in handling any item whose loading height, plus the car height, exceed 15 feet, one inch. Such items usually require special handling and special routing. Present guided missiles, heavy rockets and their associated components are loaded, Mocked and braced in accordance with_ De partment of the Army Ordnance Corps drawings. Truck and rail loading drawings lave been developed after many tests to insure the best possible protection during .-Itipment of the guided missiles and rockets. All of the Ordnance Corps drawings arc approved by the Bureau of Explosives, As sociation of American Railroads, and arc binding upon all shippers of guided missiles and rockets by. for and to the Ordnance Corps. Shipment* of guided missiles. Tocktts and liquid propellants must comply with the fol lowing regulations: t. Interstate Commerce Commission Tar iff Books; 2. Army Regulation 5S-355; 3. U, S. Coast Guard Regulation* and In structions; 4. State and Municipal Laws and; 5. Ordnance Safety Manual. ORD M 7-724. 49 1961 Xoluiiujl Xii.iv/y Ccuijress The handling of guided missiles, rockets and liquid propellants involves much more than the mere otT-loading and out-loading of these items as packaged. In many cases, special handling equipment must be designed and fabricated for these operations. The handling of any item depends on the hazards involved. The handling of the unpackaged guided missile body, rocket motors and other associated components and/or hazardous ma terial present jfecial problems In this con nection, the size and weight of the com ponent of the new missile which the future may bring u may exceed the safety limits of the material handling equipment now* be ing used. It is of utmost importance that the nature and characteristics of the various items be fully understood by all who arc required to handle them. Established rules have been developed as needed to tit actual cases. In general, all operating personnel must be taught the nature of the hazards involved in the handling of the guided missiles, rockets and liquid propeltants. The three basic hazards to be dealt with in operations involving the items are: J Fire; 2, Explosion and; j. Toxicity poisoning or chemical bums. Any or a combination of these hazards may be present in a given situation. Fire protection and prevention are a must at alt times. Areas must be kept free of combustible materials, fiwts and oxidizers must 6c kept separated. Fire fighting equip ment and extinguishing agents must be suit able to the type of fire which may occur with a particular fuel and oxidizer. Where flammable vapors are present, electrical equipment must be of the approved explo sion-proof type, and equipment and contain ers must be grounded. Non-sparking tools, shoes, and non-static generating apparel liould be provided where required. The principles guiding the elimination and control of fire hazards are generally appli cable to explosion hazards as well. Shocksensitive materials must be handled carefully and protected from vibration, friction ami impact. The protection of personnel from poison ing and chemical bums involves: 1. Engineering prevention to minimize spills and leaks and insure adequate ventila tion; 2. Use of appropriate personal protective clothing and equipment and; 3. Conducting of periodical health sur veys ; 4. Periodic physical examinations; 5. Constant education of supervisors and employees regarding safe procedures and practices. In summation, the storage, transportation and handling of guided missiles and rockets involves, in general, highly hazardous ma terials. Consequently, in order to do the job safely the hazardous properties of each item must be fully known, recognized and understood- Specific and detailed safely tandards to be followed in alt operations involving these materials have been estab lished. These safety standards are outlined in various publications in a manner adapted (o the needs of the safety engineer, plant superintendent and operations supervisor. Supervisors must devise and enforce a system of inspection to ascertain that all operations are being conducted in accord ance with the prescribed safety requirements. Unless successful control for the hazards in volved in the operations is maintained, sooner or later a fire, explosion, poisoning or chem ical bum will occur at the plant Therefore, during the storage, transportation and han dling at guided missiles and rockets close ad herence to all safety requirements is a mux/, and demand constant alertness to every new indication of a need for a change in the safety standards through actual experience. 50 Chemical Section SAFETY IN ROCKET PROPELLANT MANUFACTURE By ROBERT J. SHIROCK Deputy Chief, Evaluation & Investigation Division U, S. Army Ordnance Field Safety Office Charlestown, Ind. The cardinal principle of hazardous op The hazardous properties of liquid fuels, erations; i.e., "In any location or operation oxidizers and starting mixtures can be easily involving explosives, ammunition, severe fire determined. hazards or toxic materials, exposure must be limited to the minimum number of people (or a minimum time to a minimum amount of hazardous material consistent with safe and efficient operations," must be the basic premise for alt propellant manufacturing op erations. The manufacture of solid propellant mo tors for guided missiles and rockets has in troduced many potential hazards. The safety requirements for the manufacture of single, double, tnple bases and cast ami composite propellant have been developed over many years. Now, however, the ingredients of The introduction of rockets and guided missiles into the Eton's weapons system for defense of .ar country has raised a question--what changes have resulted in the safety requirements for manufacture, han dling, storage, and use. The assumption that the term rocket propellant connotes the un usual; thcreiV.re, the hazards must also be unusual, is wrong in most cacs. Most often, careful and objective study of the materials each are being combined. This Has created new safety requirements. Safety in manufacturing operations must start during the research and development stages of a particular item. Many of the explosions which have oc curred in the manufacture of rocket propel lants are a direct result of the lack of com plete and adequate research and development discloses the hazardous properties. Thus, Solid propellants are basically high-energv there have been few major changes to the mixtures of a fuel and oxidizer which, after basic safety requirements. Specific changes certain process steps, are a solid mass pos due to chemicals and/or components have sessing properties consistent with the manner resulted. Each of these require individual in which they w:!l be used Because of their research tn order to formulate the necessary composition, combustion progresses in the safety requirements. absence of air or other externally supplied Rocket propellants are, in general, highly oxidizers. The fuel and oxidizer arc either reactive materials designed to deliver large chemically bound or in solution as in single amounts of energy in short periods of time. and double base propellants, or are chemi Fuels and oxidizers, and their reaction prod cally separate entities consisting of a gen ucts possess hazardous properties which erally elastomctric fuel and crystalline inor must be fully understood by all who handle ganic salts. Other ingredients are normally ; them in any manner. added to impart and control desired physical f Missile propellants are grouped according and ballistic characteristics to the propellant, . to the physiod state in which they exist. At The particular chemical and physical dif j present, only two types are in general use-- ferences of the propeltants being developed ; liquid and solid. and manufactured require a wide variety of f , f The hazards of liquid propellants are fire. explosion and toxicity. In the ease of fire and explosion, the principles guiding the elimination and control of each are generally process methods. These methods can be cat alogued into major functional processes; Le., raw material preparation, mixing, casting, curing and motor finishing. | the same As to toxicity, prevention of The physical conditions such as increased poisoning and chemical bums of tissues of size, sensitivity of ingredients and ability to i the body require (1) proper engineering detonate are important. design of operations, (2) personal protective This has meant redesign of present equip 1 equipment, periodic health surveillance pro ment and development of new, unique types cedures and (3) trained supervision. of equipment. 51 1961 A'atwiuil Sdfety Congress No single factor exerts more effect upon a solid propellant operation than the safety procedures under which the work is per formed. The objectives of safety are well understood, but the impact of safety meas ures themselves tends to be underestimated by persons unfamiliar with explosives anil industrial operations. The Ordnance safety manuals are the reg ulatory explosives safety publications used at Ordnance Corps plants and private plants operating under Ordnance Corps contracts. The rapidly changing nature of solid pro pellant formulations results in areas for which the safety requirements have not been developed. The safety manuals in the explosives and chemical field have been written in 'blood.* This was after the fact safety. Now we must, of necessity, build safety into our propellant operations before the fact. The custom of designing and installing equipment and facilities and then examining it for hazards is obsolete. Consideration of safety after development becomes a matter of increasing difficulty and cost. The cost factor all too often becomes prohibitive. The mechanization and automation of processing and loading techniques have gone forward. Many tilings have been accom plished in the field, but the most important insofar as safety is concerned is the re duction in the amount of explosive materials which might be subjected to a single acci dent. Advances in the art have been so rapid in the propellant and explosives held that there are many instances of equipment and processes becoming obsolete before they are actually put into production. The explosions which have occurred dur ing mixing, curing, finishing and testing of solid propellant motors have been the result of make-shift equipment and lack of com plete knowledge- Technical advances have increased the efficiency of our propellants; however, this increase can result in disas trous results because of improper procedures. Safety involves the determination of the hazards inherent in the processes, equip ment. buildings and areas--the development and adoption of proper protective procedures, cither to eliminate these hazards or, if they cannot be eliminated to reduce their effect in the event of accidents and to minimize the frequency of such accidents, and last-- the establishment and continued application of methods of inspection to insure the main tenance of these protective measures. 52 Chmical Section SAFETY IN THE ROVER PROJECT By ROY REIDER Safety Director, Los Alamos Scientific Laboratory Los Alamos, N. M. The Rover Project hesan in 1955 under the auspices of the United States Atomic Energy Commission to investigate and dem onstrate the feasibility of nuclear rocket propulsion. The Lo< Alamos Scientific Laboratory in Lo* Alamos, New Mexico, op erated by the University of California. the preliminary research on propulsion re actors and the development and testing ci such reactors. A correlated study of complete nuclear rocket propulsion systems now going on is administered jointly by the National Aero nautics and Space Administration and the AF.C through the Space Nuclear Propulsion Office. In recent months engine contractors tiavc been selected and their work will pro ceed toward the development of a working model of a flight system. Test reactors designed and constructed at Lo* Alamos are tested at the Nevada Te-t Site. To date four models have been stati cally tested at varying degrees of power and propellant flow rates; about six other models are scheduled for test in the next calendar year. The Nevada Test Site pro vides a remote area targe enough to give tl<e necessary public isolation for this radical development work. The simplest way to get a nuclear rocket propulsion system U by substituting a fission reactor for the combustion chamber at the chemical rocket engine. All the reactors thus far tested in Nevada and all those scheduled for testing in the Rover program are solidfuel heat-exchanger reactors using uraniumUS. The ranor-coolant and rocket-propel lant gas owed ** hydrogen. We have reached the pra* where nigh pressure gas feed sys tems will net provide sufficient flow* rates and m> trymcwc systems are being employed. /. liifh Frestore Sjritoiu. The first Horace system, for Test Cell A. ------.< af banks of boned (below grade) faagh pressure bottles. The original capaney wan 3.000.000 standard cubic feet I gas 10) forged steel bottles. These beetles are tw*> feet m diameter and of random lengths a|'|icn\iiiMtcl> 20 t'cet. Staraye pressure is J400 psi. Storage capacity lias recently been increased to 3,300,000 standard eubic feet by the addition of four laminated steel bottles, each five feet in di ameter. 96 Icet long; these new- bottles are .-.bovc ground. They also are pressurized to 3400 p<i Underground installation proved unsatisfactory at the beginning as leaks de veloped after the system was pressurized with hydrogen although it had checked out at test overpressures with nitrogen. In the new Test Cell. Test Cell C, stor age capacity is about 5.000,000 standard cubic feet in til of Ihe large bottles similar to those added to Test Cell A. Storage is mainly hydrogen although about 10 per cent of the capacity is in helium which is used lor purging and 10 per cent in nitrogen which is used for blowdown, purging and inerting requirements which will he dis cussed later. The design of the bottles follows gener ally die standards of the American Society of Mechanical Engineers, Section VIM, Unfired Pressure Vessels.' The significant departure irons the code was in using a lower factor oi safety in yield strength. The usual factor of safety of four was reduced to 2yi for the following reasons: 1. Storage and operating temperatures nre substantially below the upper limit of the ASME allowable upper range. 2. The location of the facility is isolated from the public and access is restricted. 3. Only non-corrosive materials will be stored. 4. An automatic deluge system protects the large above-ground bottles. 5. Shell openings are limited to a small drain and a small vent, neither of which is greater than an inch in diameter. However, fabrication and inspection tech niques-will follow* the usual ASME code requirements. Shop test procedures will fol low ASME code standards with hydrostatic testing at Ij4 times working pressure: field testing of assembled components is carried 52 1961 Xalioual Safely Congress out pneumatically at 1*4 times working pressure. Two years after its installation the com* pressor station and the manifolds of the Test Cell A tank farm were pressure checked ' at 1J4 times the working pressure using ethyl alcohol as the hydrostatic medium. This testing technique, even with a combustible fluid, was quite satisfactory. The work was controlled remotely: the fire department was m standby at a safe distance. Has out-flow rates in the past have been *evrral pounds a second; in the future these B Safety .-idininistratiim. A site safety committee headed by the test director meet* monthly Membership on this committee includes a representative from well technical group and the safety advisor. A safety engineer, responsible to the test director, is in residence during peak pro gram activity. Technical safety counseling is provided by the home laboratory in such specialized mat ters a* criticality risk and cryogenics. C. Hleetrieul Safely Standards. out-flow rates will be increased tenfold. The National Electrical Code* is the basic If, Liquefied Hydrogen Systems. Test Cell A has a storage capacity of liquefied hydrogen totaling 56,000 gallons. This is contained in two 28,000 cylindrical dewars; these dewars are pressurized to 100 pounds. Daily loss of hydrogen is specified as 0.7 per cent of the net contents. The capacity of these dewars almost triples the eas storage capability of Test Cell A facili ties. Test Cell C has a storage capacity of 100,000 gallons of liquefied hydrogen in two reference document in electrical design. In general. Division II conditions prevail so a vigorous application of the code with re spect to Class I, Group B fixtures has not been necessary. Light fixtures are of a sealed type, rather than explosion proof, with switches located in non-hazardous areas or outdoors. Other electrical equipment is specified with one or more of the following conditions: 1. Non-sparking or intrinsically safe. 2. Sealed against gaseous penetration. 50.000gallon spherical dewar tanks. These 3. Continuously purged (this is rather tanks are also pressurized to 100 psi; daily loss is specified at 04 per cent of net con tents. Liquefied hydrogen storage is pro tected by deluge sprinkler systems which may be activated automatically or manually; the deluge system can be controlled re motely. rare). 4. Located close to the floor. 5. Ordinary equipment might be present in a potentially hazardous area with its use precluded during hydrogen flow conditions. ti. Combustible Gas Alarms. Hydrogen storage sparing is based on con flagration and low pressure detonation risk nniv. Quantities of oxidants are not cred ibly expected to be in contact with liquefied hydrogen and so high explosive quantity- Continuous monitoring is carried out in doors with local alarms. There is also re mote read-out during actual flow operations. E. Inerting Techniques, ilistance tables are not employed.1'* In Rover test work hydrogen is present fit. Safely Standards. . I. Operating Procedures. Detailed experimental plans, including check lists, arc prepared for all reactor runs. indoors no more than 1 per cent of the time other than in small specialized facilities such as a Sow testing laboratory. Never theless, during reactor testing operations the hydrogen flow volumes are indeed enormous, Independent of these runs, the filling and many pounds a second. Our test cel! build flow checks of the gas systems are also ing design appears to compromise good com carried out with specific plans. Periodic bustible gas safety practice by being closed pressure checks are governed by special pro structures. But radiation shielding require cedures. ments are such that open-sided rooms cannot A general safety manual has been pre tie used. pared for the Rover test work. This manual has been supplemented by the more de tailed requirements and standards of specific groups. Some explosion venting has been provided in flow rooms but even a modest goal of two square feet vent area per 100 cubic feet of room volume cannot always be met Chemical Section Personnel arc not normally present during these targe flow conditions but protection of facilities is of concern Design, construction, preparation and checking of facilities are to time-consuming and expensive that the schedule of Rover test work depends on just a couple of test buildings. !t is this overwhelming reliance on a few structures that prompted the capability of inerting some rather Urge volumes. Rooms with volumes in excess of 100,000 cubic feet will be inerted with nitrogen; a nitrogen rapacity for a double puree will be available Residua] otjsm nut be monitored with a remote readout The return to normal air can be accomplished in about 15 minute* with the ventilation system. Provision is aIo made for personnel re entry for minor adjustments. Self contained breathing rjuiproent and portable oxygen monitors win be available for this purpose. P Ignihcn Central Hazardous areas are delineated by fenc ing and signs; in some cases these areas may be temporary. Permitted smoking areas have been assigned and designated. Maintenance work and the use of spark producing devices is controlled by requiring specific permission of the responsible group. No requirements exist for the use of nonferrous tools.*'*' It'. Jiadiathm and Criticality Control. As the reactor is operated remotely, radia tion exposures may be minimized by delayed reentry. A radio-controlled railroad engine moves the test car away from the test cell and into a well shielded disassembly building two miles away. Here disassembly and post mortem examination is carried out by remote manipulations. On-site radiological safety problems have been readily managed without significant exposures; there have been no off-site problems although backgrounds are surveyed. Criticality safety problems are focalized in the assembly of the reactor and the reactor in the test cart itself. Outside the reactor it would take an unfavorable three dimen sional array, fully flooded to cause a critical excursion. In the assembly steps the pres ence of cadmium absorbing foils in the re actor inhibit the criticality risk. Upon the removal of the foils at the test cell stringent ;jcce* and activity controls are instituted. Locked control rod positions and control rod manipulation limitations further enhance the critical safety measures Continuous neutron monitors with audible signals accompany the test cart when the reactor i present f Accident Experience. Only one serious incident las ntarred our accident experience for two and a half sears of Rover field testing. This was the failure of a compression fitting joining a copper tube to a quick disconnect. A check-out team was in the process <( connecting a reserve supply of helium to an inlet manifold at the compressor station supplement a bonk in the tank farm The reserve supply consisted of 6 tulic trailers containing helium at 3400 psi. The trailers were connected to the closed mani fold valve by flexible copper tubing having quick disconnect fittings with the tube ends held to the quick disconnects hv compression fittings. The copper tubing was 19 feel long. The procedure being followed was for the operators to open the tube trailer valves in sequence. A team had opened the valves of trailer #2 and were proceed!: . to trailer -- 4. Another person opened valve 32 on trailer #3 when a leak was noticed at the transfer tube connection on this trailer so the valve was shut off, Valve 28 was then opened on trailer s?3 and the leak stopped. Just at this time a loud report was heard as the copper tubing had torn loose from its fitting at the quick disconnect and the flailing line struck two men. One received serious head injuries requiring extensive plastic repair and the loss of vision in one eye. In reviewing the accident, it was obvious that the tube pulled out of the connector while under pressure, The tubing, 0840* OD, 0.543-0.550 ID, with wall thickness av eraging 0.145, was adequate to carry the load. The tubing was held in place with a compression fitting which consists of an as sembly body, ferrule, and retaining nut. The assembly body received the tubing in a square shouldered well. At the upper Hi" of the body is a taper. The nut is slipped over the tubing, then the ferrule. .As the nut is tightened it forces the ferrule to con form to the taper of the body resulting in the ferrule actually biting into the tubing, thereby making a strong, leak-proof asjem- 1961 Motional Safely Congress bly. Through use and handling, small gas leaks had developed in these connections. It had been standard practice for an operator to tighten the retaining nut approximately '/j turn or whatever was necessary to make a leak-proof fitting- Normally the ferrule "bites'* in at about l/t inch from the end of the tube. The end of the tube involved showed that the retaining nut had been tight ened as far as it could be and that the fer rule was within 1/16** of the end of the tube. Insufficient metal was held by the fer rule to withstand 400 psi pressure. In discussing the incident with mainte nance people it was brought to light that the plumbers always bulged the ends of the tnl>e to make them tighter in the fitting. I'urther inve>tigation demonstrated that the tubing used was too small (in OD) for the compression fitting. Since the tubing was too small for the fitting, this meant that the tubing was not in full contact with the ferrule and retaining nut. This condition makt* it highly probable that a tube could he worked loose by continual flexing, such a bending to mate the opposing fitting, wtiether or not it contained pressure. The only gas involved was that which was com pressed In the 19 foot length transfer tube. The guick lash of the tube can be likened to a bourdon tube--curved tubes under pres sure tend to straighten out. !f the tube does not rupture and vent, it wilt whip or uncoil with a straightening tendency when vented at either free end in order to relieve the strain of the metal when the pressure is suddenly released. The investigation showed the following; 1, The "tubing" supplied was high pres sure pipe. '/* nominal (OJMO" OD) ; how ever, the fittings were designed for tubing, vise H' <0.875 OD). 2. Originally the make-up of the fittings by the plumbers was supervised by scientific -taft employees. The practice was discon tinued after hundreds had been prepared and the work was then considered routine. 3- The 0.035 difference in pipe and tube <izc explains why the plumbers bulged the end of the connectors in order for them to approximate a fit. 4 The assonblies had been used a year. These compression-type fittings had been ti-ol at il>e itc since August, 1958. These fittings were selected after various other connections, that were recommended by leading high pressure users, failed for one or more causes. Normal tube trailer pres sures seldom exceed 240 psi, whereas our specially made trailers handle pressures to 3500 psi. The original coupling was a flex tube, having an accordion-type inner section, woven stainless steel mesh as an outer cov ering, and having screw fittings welded to the hose. These connections seldom lasted for more than two tube trailer transfers. Gas from the trailer in its initial flow through metal connectors heats the tubing to about 200*F; then as the gas expands the temperature will drop to about 0`F. These temperature fluctuations took place in about 15 seconds. The thermal shock resulted in leaks at the weld. In connecting this type tubing, quite often the tubing was ruptured at the juncture of the weld and hose when the tubing became twisted during a hook-up. The second flexible connection consisted of stainless steel tubing in four sections con nected by fittings. All fittings were loosened, the end sections were connected to the mani folds and then the center fittings were tightened making the assembly rigid. This system failed because of leaks and because of failure of the stainless steel threads. It is quite apparent that: 1) the fittings should never be tightened, to prevent leaks, without disassembling the fitting and observ ing where the ferrule is grasping the tub ing; 2) it is not good practice to distort high pressure pipe in order to approximate a fit that propr- sire tubing would make. tn order to prevent a recurrence of an accident previously described, the fallowing changes were made at tube trailer inlet manifold locations. 1. A barricade was erected between the rear of the trailers and the inlet manifold. This barricade was about four feet high and extended the distance necessary to serve the number of trailers to be connected. Z On the inlet manifold side of the wall was installed a work platform of steel grat ing about three feet wide and two feet high, extending the length of the wait. 3, Rigid high pressure piping was buried under the work platform extending from the inlet manifold and piercing the barricade to serve the trailers. 4. Short lengths of metallic flex hose (30 56 Chemical Section inches) connect from the rigid piping to the trailers. 5.Trailer m.initold outlets were modified that an additional connection to the rigid piping is made under the trailer. For those uses of tube trailers or com pressed gas banks at reduced pressures the above modifications were not applied. In some eases, of limited use. where barricades were not practical, the ends of the flexible hose were chained and long lengths were anchored with sand bags. I'l. future Test Problems. To begin an early examination of safety problems in future testing the Los Alamos Scientific Laboratory has recently established a Rover Flight Safety Office: this inde pendent office will be responsible to the lab oratory director. Rover Flight Safely will examine the type and extent of all factors concerning the public safety which can arise from the testing or operational use of nu clear rockets. The ultimate usefulness of nuclear energy for space flight will depend not only on sat isfactory performance but of equal impor tance will be the demonstration that alt public safety requirements are met. It is realixed that umolvcd safety problems can seriously affect the ultimate use of nuclear rockets. The potential pains from the use of nu clear energy in -pace must be evaluated in comparison to the risks. While it is the responsibility of government authorities to evaluate and regulate hazards to the public, it must b the responsibility of the technical staff of research organizations to supply the necessary technical data for the proper eq uation of the safety problems in the nuclear tucket program. Now* that progress has been demonstrated in the technical feasibility of nuclear rockets, effort must be directed to see that there are no unsolved safety problems for the flight testing inevitably to follow. While some theoretical and experimental work dealing with Rover flight safety has been done prior to the establishment of the Rover Flight Safety Office, the work was done more on an individual interest basis rather than as part of the over-all necessary' responsibility. The principal flight safety criteria to be met will require public safety during all launch and flight operations. This will re quire a reliable safe nuclear rocket disposal plan to be available fur all abnormal and reentry conditions. One specific requirement will be the condition that no large frag ments reenter or impact on any of the earth's land masses; perhaps this condition can be met for early testing, from coastal launch pads, by the use of a ballistic trajec tory where the impact point is known. Nev ertheless, such a test requires public safety near the launch area which means that any abort of a booster system or a reactor in cident should not produce any safety prob lems serious enough to be other than those restricted to approximately the launch pad area. The principal launch pad hazards appear to be first, the release of Itazardous particles due to a launch pad fire which might con sume the reactor or any part ot it, and 'econdly, the possible oscillating critical ex cursion from the reactor after immersion in water. The first look at Rover flight safety prob lems will involve the determination ot some of the basic properties of the reactor core materials under normal conditions. Exam ples of some of the questions which have already arisen (and are only partially an swered *o far) arc the following: 1. How* will a fuel element behave when subject to very high temperature? Of in terest here is a gradual temperature rise such as produced by a fast reactor 2. Are the reactor core materials dispos able by post-operational additives ? This might employ the use of chemical fuels to hum up the remaining material or the addi tion at reactive chemicals that might ef fectively disintegrate the core materials. 3. What will the effect be of water im mersion on fuel elements? How wilt fuel loading and temperature variation affect any water reaction? Will the reactor suffer an oscillating criticality excursion in water ami thus produce a much higher fission product inventory than from a single power excur sion ? Will fission products leach out in ocean-water ? 4. What Is the nature of the radioactive source produced by the normal and abnormal operation of a nuclear rocket reactor? What is the rate of release of the different fission 1961 Xattnnal Safety C&nqress products a* a Junction of time, their particle ue distribution and fallout pattern--with particular emphasis on those isotopes of higher toxicity such as iodine.and strontium? 3 Can the reactor be broken into small enough pieces by chsmcal or nuclear ex plosives to assure burn-up on reentry? How small must the pieces be to avoid 3 crincahty incident on a launch pad in case 01 an abort? 6, Are there any design changes which can enhance launch pad and operational safety? Thus far a look at future testing safety problems has resulted in generating more questions than answers. (Experiments will be dorse at the Nevada Test Site if needed in order to obtain the information required for sophisticated evaluation of test risks. ACmCICES (1) Unified Pressure Vessels" SecUon VIII. American Society of Mechanical Engi neers, IMS. 121 "Hydrogen Safety Manual" (tentative) NASA--Lewis. December 10. 195*. t>> Ordnance Safety Manual. ORD H7-324. Ordnance Corps. Deportment of the Army, 1961 (with changes). <41 National Electrical Code," National nr* Protection Association. Volume V, July 30, 1969. 'TrteUon Spark Ignition of Flammable Vapors,'* N'FTA Quarterly, October ISM. pp. 1S5-1S7. teritls In Design Engineering, December i960, pp. 104-106. (?) "Sparka Prom Hand Tools." American Petroleum Institute. March 1956. GENERAL BIBLIOGRAPHY "Hydrogen** U S Atomic Energy Commission Safety and Fire Protective Technical Bulle tin, No. S, August 1956. Kydrocen" Compressed Cas, Association Pamphlet G-5. J9SS, "Hydrogen" Ma(h**on Gas Dat; Boole The Uatheaon Company. Inc.. 1961 pp. 225-236 X-ryogentc Safety" Air Products, Inc. I960 "Liquid Hvdnifcn. a List of Some Recent Papers on properties, Safety and Kandlir.x L.lnde Company IP--1473). "Research on the Hazards Associated with the Production and Handling of Liquid Hy drogen" Zab-takis and Burgess (Bureau of Mines) WADC Technical Report M4t of December 1969. Wright Air Development Center. "Pressure Rise In Vacuum Chamber from Re lease of Liquid Hydrogen" Mark, Watt and Richards. September 19, 1965, University of California Radiation Laboratory UCRL-3I36 "Advances In Cryogenic Engineering" (Pub lished proceedings of the Cryogenic Engi neering Conferences) Volumes 1 through 6, 1964-1960, Plenum Press. `Liquid Hydrogen Safety Manual ' Arthur D Little. Inc. October 19. 196*. C-61092. SI FERTILIZER SECTION COMMUNICATION AFFECTS SAFETY PERFORMANCE By L. K. JONAS Chief, Supervisory Development Division, Engineering Extension Service Texas A. and M. College System, College Station. Texas '..oiimiunicaticn consists t,i more than just Ulking or writing. Other* are constantly in terpreting our actions (or lack of actions) into thoughts that suit their purposes. It might be well for safety and Mipervisorv personnel to remember that someone ha* *aid, "What you do speak* so loudly. I can't hear what you ay." For the purpo*e of this paper, I would like to define "communication" my own way: "Getting proper information to the right individual at the correct time in such manner that there will be common under`landing and/or desired action." Communication which affects one's alti tude toward safe job performance begins during the interview for employment and continues as long as the person remains on the job. A thorough check into the applicant's in jury or accident experience could indicate the need for further safety training. The minimum would be an orientation session on the company policies related to safe job per formance. On the other hand, failure tn emphasize the importance of safe work prac tices could be contusing to the new employee in his effort to acclimate himself to the assigned job. This could lead up to nn accident since the new employee must make many judgment* regarding production vs. safety. Before considering additional factors that can influence the safe behavior of people, it may be welt to tnke a closer look at some of the weaknesses of oral and written com munications or instructions--the communica tions tools that too often fail to accom plish the results we expect. Too often we erroneously take communication for grantee!. At this point, 1 like to use some sort of dem onstration to prove the fallacy of some ideas about "communication" we frequently over look. In this situation wc will relate some things we have proved with the "Communimeter," a device we developed specifi cally for demonstrating problems inherent in communicating our idea* to others. In this demonstration we will ,t4i that one person instruct (communicate with) another on how to *er live rotating dials according to a pre-detenr.ined pattern. These dials must be described and the desired positions identified. If he does this effectively the green tight will turn on. but if done ineffectively the red lielit will flash and a betl will ring. To make this part of the prvgram more interesting we will assume that one person is communicating with another to turn vitlvcs thereby shutting down a boiler that it about to explode, (At this point in the program the "Commutumeter" experiment wa> attempted but tailed miserably.) It is not surprising that this communica tion experiment faded, but it is amazing there were so many communication prob lems which were obvious. Many of these problems we do not rccogntrc in the worka-day situation, but they are there just the same. Also keep in mind that any misin terpretation of instruction ran cause a hazardous situation. Here are some of the facts that can be clearly demonstrated with the Communimeter: E, I'Vw people read instructions and safety manuals as carefully a* they should. This means that they have "two strikes" on them before instruction begins. 2, Words or statements nave different meanings for different people. No two peo ple have the same culture, background, or experience. For example, the same geometric 39 1961 National Safety Congress it nut and should not be considered primarily an occupational disease. There are causes oilier than injury that bring about back disability. It is a well-known fact that severe, even disabling back pain, con occur in the course of a simple motion.' Case* are frequentlv ;cen in which disabling pain occur* while the employee is engaged in motion* to which he is accustomed, which are within normal range, and which lack cxec*ive or unusual action. Such a disability obviously docs not result from a train or sprain. The simple aft of motion Should not be held responsible for the pain. There is usually some other less obvious lactor (or factor*) which is the real cause of the disability, and which has to be searched for. The simple motion during which the pain arose should be thought 01 as coincidental rather than as a precipitating factor. The search for the causative factors should be made by beth the physician and management. This search begins with a thorough, detailed history, followed by a complete physical examination, including x-rays of the spine taken from more than one view. A detailed history should be taken of the events which occurred in the precipitating injury. What type ot force was involved and how was it applied? Was it a fall, twist, lift, pull, or push? The sire and the weight of the object being lifted should be noted. When the pain occurred is important Did it begin as the person was getting into posi tion, or only after he had exerted some force? What was his position? Was it his normal working position? Was it awkward or in a cramped space? Did he slip? It Is important to know* whether the pain and disability occurred immediately or whether there was a latent pain-tree period following the injury. If leg pain is present, it should be determined whether it was im mediate or delayed. It* exact location should also be determined. An important source of im'onuatiun as tu the severity of the injury' and the patient's reaction to pain is what he did immediately following the injury. Did he finish his shift or quit immediately? How long was it be fore he reported i: to hi* foreman or re quested treatment? If the patient i* :`;rt seen sometime after the alleged injury, it i* important to know- what progress hat been made in the interim. Disability from most back injuries either improves or gets worse, and one which re* mains unchanged for a long period of time is cause for suspicion. In history-taking it it well to keep in mind that back pain is a common complaint ;mong neurotics. Pain as a subjective com plaint is difficult, if not impossible, to dis prove, and so back pain is frequently found in malingerers. The type of work involved has a definite relationship to the incidence of back pain. Prolonged heavy work predisposes to back .Usability even in those physicadly fit De generative changes in the spine occur more frequently and earlier in the laborer doing heavy work. New employees unaccustomed to heavy work are prone to develop back pain. Everyone doing heavy work sooner or iaier reaches the age when he is no longer uhte to do it. Such a situation may result in a prolonged disability not otherwise ex- plained Since many diseases may simulate the piclure of low back injury, a systematic review should be made to rule out causative factors xher than simple trauma. The typical acute low back injury occur* most often as a lifting strain. However twisting motions are also frequently re sponsible for back disability. The pain is usually in the lower lumbar region and is aggravated by any motion of the lower spine and relieved by rest. The physical fundings are usually few and include muscle spasm, limitation of motion, tenderness and some times a list. X-ray and neurological^ ex aminations are negative as a rule Under conservative treatment, recovery is usually complete (in three to four weeks).' Clinical Screening of Applicants and Transferees--It becomes obvious the* that normal function of the spine is essential for any job assignment which involves heavy tabor. We know very little about the intricate mechanics that cause sudden stress or strain it the structures of the back during the per formance of routine work. We cannot de termine to what limits each Individual can .c muscles, ligaments, and joints of his i>ody. All the knowledge concerning the ef fect of heavy work upon the spine that is diarctl by medical and non-medical men is 62 Fertiliser See Unit based on experience. Decisions, therefore, greatly depend upon empiricism, common en*e and some degree of intuition rather than upon scientific data. Working condi tions and working standards for jobs re quiring great stres and `train have been established on the basis ot time studies, without giving due consideration to the physical capabilities of the individual. fn his studies cn the mechanics of the pinal column and the effect of the movemen** of the spine upon the intervertebral disks with and without carrying weight, Hans-Henning Manias** found that in a 30vear-old man 6 feet tall and weighing 200 t-oundi the pressure exerted upon the inlervertebral disk of the lumbn *,cml joint in an upright position, not carrying any extra weight at all, is approximately 134 pounds. The pressure is caused by the weight >i the trunk, the head, the upper extremities .nid the tension of the muscles of the bark >nd abdomen. When the same person bends forward 10 degrees without carrying any weight the pressure at the lumbo sacra] joint increases about 123 per cent the tension of the back muscles being 21 times greater than in the unright position. There is an Increase in pressure to 928 pounds during forward tending to an angle of 90 degrees without carrying weight. When lifting 63 pounds, this pressure increases to 1600 pounds. Therefore it is very important to teach employees proper lifting methods, and at this lime f would like to present a few rules for ;afe lifting. 1. Never try to lift beyond your strength. 2. Get a firm footing. 3. Always crouch down to what you are going to lift. 4. Keep your arms straight and keep your back In as near a straight upand-down position a* possible. v Get a firm grip. 6. Lift gradually. 7. Avoid twisting motions. 8. Lift by standing up or by pushing up with the strong leg muscles. 9. Put things down generally reversing the above methods. 10. Learn the trick or knack. The above illustrates that it is of utmost importance to adopt the most economical motion ji.r job performance as well as to deet, prior to their assignment to a heavy mb, employee* whose physical conditions signify optimum function of the spine.' What then must industry do to prevent r reduce the frequency and severity* of the*e injuries? Vint--The company should hire only thoe applicants whose medical history and examiiMimit indicate iliai iliey are competent for hc;iv> labor. The examination given an employee whose n.-rk necessitates heavy lifting logins with hi- previous history of illnesses, operations, And injuries, especially back ailments. Letters -l"mhl be posted to former employers for "ic individual's previous record in safety, .ih-etiteeism and back difficulties. A general tn-pection reveals his body type--normal, dewier or stocky. Individuals of different t-ndy types show different susceptibility to various injuries. Persons who are very tall r very- heavy are poor candidates for heavy work. Anatomical defects and deformities like uymetry of face, wry neck, deformity "f chest, .uymetry of extremities, and poor condition of arches are of great importance Individuals with definite physical defects or vencral muscular weakness should not be t'kieed on a job which requires expending kreat quantities of physical energy*. Age and previous occupation are iml-iftam factors in this evaluation of the employee's ability to perform hi* particular assignment. A history ot frequent back aches of longer duration excludes an em ployee from heavy work. Circulatory and senito-urinary disorders which call for re stricted work render him unfit for more strenuous work. Subnormal muscular or -keletal development, limited back motion, advanced varicosities are other reasons to declare him physically unfit to do heavy lifting. Individuals with high myopia, per sons who are wearing thick concave lenses are not qualified for strenuous tabor.' Serious consideration should be given to the inclusion of back x-rays in this program. Certain, changes In the anatomical structure of the spine are incompatible with heavy labor. Therefore, x-ray findings are of great importance and may often be the deciding factor in determining the employee's physical ability to perform a given job. 63 1961 Notional Safely Congress The purpose of this physical examination program is nut to deny employment to those with physical impairment- The purpose of this examination is to fit tlte worker to the job. The examination is followed by a critical evaluation of all the findings. Such an evalu ation must be individualized. Each case may represent a separate problem which has to be studied and judged on its own merits. Second--A safety program must be de veloped that stresses the proper methods of material handling. This requires constant training and educa tion at the foreman level. These men should be trained to recognize faulty work habits especially as regards lifting and to see that corrective action is taken. To succeed, the foreman must be made to recognize the economic implications of back injury to the employee and employer alike. And to take immediate steps to correct faulty work habits. To be successful this training pro gram must be on a continuing basis. Third--Consideration should be given to new employees and a break in work period be permitted. Also it might be well to con sider a warm-up period for all employees prior to heavy physical exertion. Fourth--The company must develop a treatment program that ts decisive and does not give the employee the feeling that he is ;t "gotdbrick" and motivated only by avarice, tn the past the company and the doctor both developed an attitude of resistance and dis trust since they felt the only cure for these problems was the "greenback poultice." The employee reaction to this attitude was naturally one of resentment and vcogence and interfered with his normal rate of recovery. The psychological response of the em ployee to injury, must also be considered by the doctor and employer.1* This response is conditioned by many factors. For example, fear and anxiety for the future, financial problems associated with decrease in income, etc. Therefore, we must assume that the patient's history and findings are credible and proceed with therapy with the idea that the employee wants to get well and t$ not seeking a settlement.* Many patients with back pain, both aeute and chronic, will improve and recover even though they continue working. However, this does not apply to all cases. As long as muscle spasm and limitation of motion of tlte spine ate present, work involving lifting, climbing, pulling, etc-, should not be con sidered- If special work ran be provided, which does not require the use of the sore back muscles, the exercise incident to the lighter work will serve to preserve muscle tone and hasten rehabilitation. Such a regi men will have good psychological effect upon the patient and will prevent a prolonged convalescence so common in back cases. The physician must ascertain that the work available is well within the limits of the patient's physical abilities. It is the doctor's responsibility to see that the patient is re turned to his usual work as soon as possible, and that the other therapeutic measures are discontinued as the patient improves. (There is no sense in continuing diathermy treat ments on a worker who is able to do his regular work.)* In summary, I ha\e presented tor your consideration a program that is designed to reduce the frequency and severity of back strain and hernia, I want to emphasize that the medical examination alone will not solve the problem. To be effective, the program must be multiphasic and include: 1. A competent pre-placement medical ex amination. 2. An active campaign of instruction in the techniques of proper lifting. 3. Immediate on the job correction by trained supervisors of poor work habits. 4. Improvement of working methods. i>. Utilization of mechanical equipment where feasible. When adopted, these factors give us control of the materials used, the machines, the working methods and the mas. The control of accidents falls within the province of industrial medicine because of the role played by ihe man. An attempt must be made to control the above items on the basis of advanced analysis and continuing inspection. This requires the combined ef forts of the personnel department, the safety engineer, (he industrial hygienist, the plant nurse, and the industrial physician. Signifi cant results can be obtained only by the in tegration of these specialists into an effective accident prevention team. <W Fertiliser Section Bibliography t. Health Suiittin--Scrits B--No. 21--Fife* 2 to I. U. S. National Health Sunrr--July 19)2--Jubc I9)y U. S. Dept. Health. Educates. Welfare. 5, t*d*!trnt Ated/eiiee--Vol, I >--No. 2--J?4*-- N|a ) (e f. Compensable Hernia--The Problem to the Avmit Sut*--Wajee 1- Itrtw, M O, Dir, of tnd Health State Dept, of Health of Kentucicr Disability. William P. Becker, M.D. Chicago, flli- 4. /earnef / OeeupMlitrtdl Medicine--March 19*0 ---pane l}2 to 1)4. Industrial Back Prevention. Chula ftombold. M.D. Wichita, Kaniaa. ?, SitUkut #<i htdmitUI Lew Batk Par*. Ameri can Mutual Liability Co,--Boiloo, 19)0. ). Prt-Er*pl*y/nt*l Diiaiihtj Erdluatitn--Section l--paces 2 to 10. i. Indent. 1-- 19))--PH-- S to 10. ........................................ tinn Projraa--For Workers Assigned To Heavy Jobs. Willum P, Bedus, M-D. Chief ot Emerceocr Dept, Haanhome Work* Western Electric Company. Chgo. *. AUdem Oteupatienti Medicine by Fleming. D'Aioozo and Zapp.--Chapter 17, The "OcvopaDocal Back 1 pKa 221 (o 129. J. p. Gti&a, M.D. 9. Keuter. H. H,--Low Bade Paia In Industry. Commerce and Industry Allocution of New York Inc,--19)), ), Itumtl */ Orri)<iiMf Meditme--Vai, J--No, 2-- 19*1--pife* )2p to ))), Prrrtaiioa Of Low Back WHY YOU SHOULD HAVE AN OFF-THE-JOB SAFETY PROGRAM Br J. S. Q[TEENER Safety & Fire Protection Div,, Employee Relations Dept. E. I. du Pont de Nemours & Co^ Inc., Wilmington, Del In your business is it turd to make a profit? Is the sales-ramtngs squeeze affect ing you? Then you would like to contribute to higher earnings in your company for competition is getting tougher. Don't mis understand me. I have no secret formula. I immediately come to the point that you should have an effective off-the-job safety program in your company if you want to help lower costs. I should also *ay that what I have to suggest is with the presumption that your company is already sold cn the value of on-the-job safety and is doing something about it. I will discuss primarily the need for taking action rather than what action to take. There is a big problem nationally to motivate industry to accept the challenge of preventive action to reduce the accident toll daily occurring throughout the country on the highway, at play and at home. Unless you know, and I presume you don't, off-the-job injuries ace costing your company in many different ways. Here are several ot the costs which accrue when an employee is hurt off-the-job: 1. Relief personnel is necessary. 2. Training of substitute employees is necessary. 2. Equipment is damaged and product spoiled by replacement personnel. 4. Additional work loads are placed on supervision. Injured employees on return to work are not fully effective for some time. 6. Accident and health insurance payments are increased. i. Disability wage costs rise, A Group life insurance payments may be Increased. , 4. Medical and hospital insurance pay ments are increased. Indirectly, there may be other costs. Com munity services and facilities are generally taxed to rapacity. Hospitals, rehabilitation centers, orphanages, welfare and numerous other agencies are called upon to render aid. Since they are supported by tax dollars or community* funds, business becomes involved again. The du Pont Company is completely sold that promotion of off-the-job safety is good business. H.re is the way one of our vicepresidents expressed it to employees: Thera are many things which require seri ous consideration It a btuineu la to be suc cessfully onerated. Coat and quality are tin matters w* moat frequently hear about a* 6! 1961 National Safety Congress every process or action which may in some way be contributory to the end point de sired--in the cue of our discussion here today--in the accomplishment of an effec tive, workable accident prevention program. To the degree that any individual or any group fails to maintain this awareness and interest in his portion or phase of the operation, the accomplishment of that de sired end point will fail la direct proportion. No individual involved in a business op eration, be he a top management man, mid dle management man, supervisor or worker can afford to allow any thought or action to take place which wilt in any maimer result in failure to execute a safe, effec tive accident prevention program. The stakes are indeed high I Too often we find it necessary to "go for broke" when we fail in our accident prevention program. At this point, 1 hope to have established the fact that aeddent prevention ranks in importance with any and all other phases of a business operation and that it most certainly is one of the areas of responsi bility and accountability of managementtop management as well as middle manage ment. If it is agreed at this point that top management has a responsibility, it would appear that agreement could also be reached in the concept that the initiative for recogni tion of the need for and the establishing of an accident prevention program, with or without the services of a safety de partment, rests with top management This is not to say that the possibility for suggestion or initiative on the part of the line worker or supervisor or plant man ager should be prohibited. In fact, it should be encouraged--the line worker is the ooe who knows best the hazards that exist and steps needed to remove then. What we mean to say is, in essence, that for a program to be effective, it. must be established firmly by management policy and continuously promoted, aided and nur tured by management Responsibility and authority must be established by those with tlie power to do so, and assigned to the individual or individuals who are to plan, develop and execute an effective accident prevention program. It is essential that management provide ample evidence, to those involved in every phase of the operation, of its poCbca. its awamess aad vital interest in as tftene program and its expectation of the whole* hrarted cooperation of every group or every individual in the bmium operasaaa. This evidence must be of a aesana ns* Hire--an announcement at the begmsg t a program and then silence from want merit is not enough. Instead, m*naces*Rtt must take steps necessary frtv--s-*y su evidence interest In the program, o effec tiveness, its shortcomings and the seed :or everyone, every day. to tfcmk pocisvdy about the program. Perhaps at this point *< might re consider clarification of the term manage ment, Just who do we mean by managetacsn * My remarks so far have intended to dude all people in an organmaon who have been assigned supervisory poaraom aad who have any voice whatsoever is tbe planning, deveiopmsit and exectmoo of pro grams of this nature. Therefore, while we most definitely feel that top management--frees the chairman of the board cn down through the ranks --must be keenly aware of the needs of accident prevention, aad vitally interested continuously in its effective execution, we must also condude that you--regardless of whether you ore vice president in charge of safety, director of the safety department, a supervisor of a production department with assigned safety responsibilities--you are also iaduded tn this terminology of managauent. Yon have been selected by your organi zation as the one person to eat, sleep, and live geddent prevention programs. You are the safety specialist. You may also serve in other areas of responsibility, but, m essence* you are included in the area of responsible management Yon must accept your role. You must fed, and give evidence of your feeling that accident prevention is of prime importance and see to it that it is given day-to-day attention. You must accept tbe responsibility to spot hazards and remove them when and where possible and practical and also to plan, develop and execute effective pro grams to crate an awareness sad a eee- sdoussess, on tbe part of all people in volved, of the hazards involved, of the haypt* which camot be removed, and the 5S Fertiliser Section best methods of living and working safely while these hazards exist. Yoa must be able to convince individuals bo have best on the job for years and .ors and who refuse to accept sugges--ccj or safety precautions. You will find r necessary to convince the ones who feel 3; h ;t<. 1.-74 are oot for them--that they jeridert snzrune. Ironically, it seems 1 be characteristi: of humans to feel that measures, accident prevention pro- ;-*. are doignel especially for "the other --ac* *sr tat* To achieve coopera te* trim bdividuaIs such as this require* 'he utmost st sellme skill. la cry csrL-ation this means that manatsstesR. you. if you please, must be a professional salesman as welt as a . -ofes*r?oal safety man. This also means the ultimate In clear, concise communications to all concerned as to how the program is ;o work. One technique frequently used by management in this regard is to involve one of these so-called "difficult individuals" in the areas of planning and execution of the program. Let them feel they are n part of the program. Incorporate their ideas when pos sible. In addition to selling the program "down" to the line employees, you will also find it necessary to continuously sell "top man agement" on the value and accomplishment of your program and secure their vocal blessing of it The attitude of the chairman of the board or president and vice presi dent seem to be "telegraphed ' immediately to all levels of employees throughout the business family. Selling men in these positions is some times difficult--for they spend great poriocs of their time in areas of product lines, capful requiranents, new facilities, plant expansions and similar fields, which aQ too frequently are considered more im portant than safety. Yet, these men must be constantly kept aware of and interested in our accident prevention program. They must be kept informed of the effectiveness of the pro gram--the savings in insurance premums due to lower accident ratios, the stepped-up production of products due to fewer acci dents. the improved quality of product* and the many other benefits. In our company, for example, we operated lor a time under the concept that safety was "not for us"--we didn't need it. The situation developed that due to excessive Accident and injury losses, we were un able to secure insurance at the standatd rates. This shocked us into action. Our first move was to appoint one of our men as a part-time safety supervisor--in addition to his other previously assigned responsi bilities. Our experience was one of almost immediate improvement in our accident and loss record. As a result, the decision was made to establish a safety department and assign full-time responsibilities to a safety director. This past year our record was one of which we can be proud. Our premium costs were 13 per cent below the national aver age. Our objective is to be at 30 per cent below the national average by the end of the next fiscal year. Now, what is your role in accident pre vention? What are you doing? What plans do you have? You know by now that you are included in this term, management. We all want to succeed. We all desire recognition, prestige, and that satisfied feel ing that accompanies success. If we are to succeed, we need to give constant attention to several important areas. Number one--ourselves. We must give serious, constant attention to ourselves. We need to be certain that we have definite, clear-cut goals established --well-defined, attainable goals. Too many of us want to succeed, but we arc un willing to take the steps necessary, one at a time, to achieve success. Too many of us look at a successful friend or coworker and Immediately rationalize wherein he has succeeded--an easier job, more God- given ability, or some other unrealistic reason as to why he has succeeded. If we are to succeed, we must recognize that at! of us, successful and unsuccess ful alike, have the same ability and the same equipment, but the successful people make more and better use of the ability and Equipment which they possess. Too many of us strive to develop a successful personality so that we may be a success. In this situation, it appears to me, we have the cart before the horc 69 1961 National Safety Congress The first goai, the first obieeuve, should be to succeed and, as a result of succeed ing, a successful personality will have been developed. Through the achievement of success one gams poise and confidence. Confidence comes from competence, and competence comes from knowledge gained through study and applied practice*. We need to recognize in uur struggle for success that the spectacular comes from many unspectacular attempts. We need to be willing to carry the papers before making the headline*. A* wc move forward in trviny lu con vince top management, as well as each and every individual in our business, it is most important that we are always posi tive and optimistic in our attitudes. In our dealings with our fellow man, we must `(rive to keep in mind that all of us have the same problems. The only difference between us Is the attitude towards the problem that we face. This little poem *cems to express the spirit which I have been trying to develop here : One ship sails west, another cast. By the self-same breeze that blows, it isn't the gale, 'ns the set of the sail, That determines the way it goes. Area number two: We must aiso give constant attention to our job. Your job is the vehicle for "going places" In this country. The amazing thing is that most people do not seem to recognize and understand that fact. Everyone, everywhere nives the indication that he would like to "go places," that he would like to succeed, that he would like all the comforts, priv ileges and prestige which accompanies "g* -- ing places." A sad commentary, evident in too many places acros this great land of ours, is that in sphe of our desire to ''go places," the majority of people today dis charge their responsibilities in such a man ner as to give the impression that this is the "land of the great goof-off." We seem to have lost the desire to do the best we know how and the best we can on the job we have to do. This is * serious --most senous--situation which far super sedes the area of safety, but which also encompasses those of tit in the safety area " activity. Today, our civilisation it being challenged. Whether or not it will stand the test will be determined in large measure by whether or not we, the people of this civili zation, care enough to do those things re quired of us to continue to enjoy the benefits we now have. Toynbee, the noted contemporary historian, in analyzing the rise and fall of the many civilizations of the past, tells us that 19 of the last 21 civili zations crumbled because the people just didn't care. We need ambition. We need a desire to be different We need the courage to rise above the level of the common man to that of an uncommon mart. We need to be willing t? sacrifice to leam to improve on our lobs. We need to study and become a* knowledgeable in our profession as possible. This requires constant Study and openmindedness to new information, new tech niques and procedures. Yes, you will succeed because you know. H has been stated many times, that knowl edge is power. It is indeed a sad sight V *ee men attempt to live in a profession "camel-like--on the hump of their accumu lated knowledge." Ye must understand that t ts impossible tu be an effective leader in any field when wc are willing to "rust on our laurels." We should be willing con tinuously to study and learn. For from the accumulation of new knowledge cumcs a new birth of enthusiasm, a new condi tion of alertness of mind, a new inspira tion to the approach and solution of prob lems at hand. Yes, to discharge our jobs effectively, we must desire to succeed. Area number three: We must give con stant attention to "the wisdom of the ages," As safety people, the only product wc have to sell is an intangible--one which, if effectively sold, will allow ourselves and >>ur workers to say more frequently. "There, but for the grace of Cod, go I." It is satisfying to feel that because of our pro grams, lives are spared, injuries, some which could maim for life, are prevented It has been said many times that history repeats itself because man refuses to listen the first time around. It - is imperative in safety work, as in any other line of pro fessional activity, that we leant from the experiences of others, not from trial am) error. 70 fertilizer Section As wc work with people, wc must eonstazttly keep in mind that strong fiber which is evident in each and every individual .'occenang moral responsibilities. We must understand that immorality and success are .^compatible We must obey the Ten Com mandments in our dealings with mankind wherever and whenever we meet. T- summarize what I've been trying t -ay, we could list specifically the following management's role--your role--in acci dent prevention: 1. To initiate--motivate--act as catalyst 2. Plan, develop program. 3. Explain how program is to work. 4. Assist in guiding execution. 5. Follow up. fi. Provide needs tor continuity of pro gram. As we go home from this conference. ** are faced with two very definite, very clear alternatives. First, we can go home with the thought that this was a good con ference, get up and go bade to work fol lowing the same old groove--the same old pattern of carrying out our responsibilities. Or, we can tollow- the other alternative available to us and pick out nne idea of the many ideas which were put uut at the v-jniereicr. Wc can commit ourcelves to re-dedication to our jobs, to strive continuously for an open mind, a positive outlook, continuous study and an aggressive approach. We must try to convince top management people of the importance of .ifety and the vital importance of their support to the success of accident preven tion programs throughout the organization. Remember--yo are a part of mannge- ELIMINATING THE RISK OF OVERHANGS IN FERTILIZER PILES By T. A. BAYEEY The American Agricultural Chemical Co., Cleveland, O. In modern fertilizer manufacturing, the lunges in methods of operations which '.jvc taken place, have created new and vumptex safety problems. The problems of rmoreri meters for liquid measurement, pipe lines for corrosive material*, and high temperature reactions, itavc replaced the problem of the Georgia buggies and the three-wheeied dump truck*. However, all the old problems have not been replaced, and many are vvith u< every day. Foremost among the carryovers is the problem of eliminating the risk of over hangs in fertilizer piles. This problem has not been ignored. To the contrary, many fine analyses have been made, that it raised a question of whether or not there were really any new* methods in use. It also raised the question of how diligent have )>ccn our efforts in apptying the knowledge we already have. When wc speak of the risk of overhangs, wc refer to the danger of material falling -hding from the height tt a bulk storage pile. Everyone is well aware, by experience and by demonstration, of the devastating damages and fatal injuries caused by the falling of overhang*. A recen* fatality, involving a plant superintendent, should serve notice that pile overhangs have no respect for the position held by an individual. Can you picture yourself buried under the massive weight uf tons of fertilizer in a desperate, painful ^trU31Sl foe air if not already crushed into unconsciousness? Or envision the tragic vigil and cautious haste of a team, seeking to recover a friend and fellow employee from the tumbled slope of a fallen pile? Certainly these are scene* which we all prefer to avoid. The goal then is the elimination of risks hy ov erhangs. An understanding of the causes of overhang* i* vital in order to affect their removal. Flic common causes of overhangs can be listed as follows n 1961 National Safety Congress 1. Ineffective blasting of piles leaving overhangs at top. 2. Cracks or fractures in piles as loose materials gradually break loose. 3. Large lumps on face of pile often occurring after blasting. 4. Undercutting face of piles by mechan ical devices. 5. Building posts holding material from falling. 6. High front bulkheads in entrance to bin, causing material to bridge at a point higher than digging device can reach. There are variations of the foregoing list which can be made, but the basic causes cited are those which will be subsequently treated. Although the ultimate goal is elimination of the overhangs by study of the causes, knowledge should be gained in the correc tive action necessary, should the presence of an overhang be detected. It is the same old story of struggling for the best--while prepared to handle the worst Overhangs caused by ineffective blasting are most often best corrected by blasting the peak of the pile from the top. This avoids working under the overhang which should never be done. The top shot made by the dynamiter working at a safe distance from the brink of the pile is fast and only re quires a small quantity of dynamite. Cracks or fractures in a pile happen frequently after blasting, and are difficult to remove. Latent action of the explosion keeps the pile working for some time. Blasting is still the best way to remove the risk of severe cracks. However, the diffi culty of forming a loading hole is greater in the soft material from the previous shot. Inspection of the pile for the best location as to size and drillability should be care fully made. The use of a bar to lever the fertilizer out of its hazardous position should be carefully surveyed. Many times the brink of a pile is an extremely unsafe area for manually barring down material. Cracks, which appear easily movable with a bar when viewed from the ground, are often very difficult to move. Many a stout bar has been bent in an effort lo dislodge material. Another blast in the best possible location is the choice method. Large lumps on the face of a pile present the risk of potential missiles rolling down on equipment, operators or passersby. Eliminating these large lumps is a mattter of reducing them to safe size. A smalt dynamite charge can shatter a lump effec tively. Manual pounding with a maul can break up more modest size lumps. At times a bar can be used to lever a lump down to ground level where the digging device can cut it down to carrying size. Lumps have been known to roll down the pile and up the bucket and arms of a front end loader, pinning the operator in his scat. Prompt removal of lumps from pile slope will avoid such tragedy. Overhangs created by undercutting the pile face can be handled In a manner similar to overhangs created by other methods. With pulverized fertilizer in a narrow bin. the use of a top shot with dynamite repre sents the safe method of restoring a safe pile slope. The warning should be repeated that the loading hole can be dnlted from a safe distance from the brink of the pile. Fall of the overhang could be started by walking on the brink of the pile and result in a quick trip to the ground and the hospital for the dynamiter. In cases where Che pile face Is in a wide bin, it may be possible to shoot down the overhang by angling a load hole from the side. This would probably call for more explosive and might ,-esult in a deeper cavitation of pile face Overhangs in granular fertilizer have the same risk but the corrective action on possibly be varied In areas where clear ance* w ill allow, a specially constructed boom may be placed in the bucket of a front-end loader. Then the point of the boom can be thrust upward at an angle to the rear of the pile. The piercing action will loosen the top sufficiently to remove an overhang and start movement of top mate rial. The set in granular material* allows the boom to poke through quite readily. These booms of 16-foot lengths con structed of S-inch channel and suitably braced have proven quick and efficient. It is a tool available to the operators and doesn't require a special classification for its use. It is important that the boom be anchored four ways to prevent it from toppling out of control and falling upon the operator or people standing in the vicinity. 72 Fertiliser Seetian Granular material can be blasted from the top if done carefully and with patience. Since it is difficult to form loading holes due to inflow oi granules when the drill is withdrawn, it is a slower job. If water is {toured down the drill bit and allowed to wet enough material to provide a bonding action, a loading hole can be formed. A small charge wilt do the task in a well placed location Materia! that hangs up behind posts or in iaiec braces must be handled to avoid damage to the building. A tong bar used from overhead walkways works best on knee braces and sometimes will successfully dislodge material held by posts. la conditions where ex-denned super phosphate is dumped across beams, an in verted cone will develop on the beam and should be knocked down before it falls un controlled. There is a peculiar condition which has recently arisen in the storage of granular mixed goods. The front entrance to the storage bin has, in some cases, been bulkheaded to gain maximum storage utilization. These bulkheads usually are constructed so that the lower 10- foot section has removable boards set m at an angle. Above the 10foot section, bulkhead boards are per manently fixed. In order to dig material from the bin, as many boards are removed from the bottom as are needed to allow the How of granules until the entire 10 feet is free of boards. The desired result is for material in the bin to feed downward to a point accessible to the front-end loader, but frequently the material resting against the permanent part of the bulkhead in the upper area does not slide and forms a bridge instead. The front- end loader can not reach this material and a treacherously roofed cavern develops. This overhead roof of fertilizer must be removed before safe entrance to the bin can be made. Two methods have been used to break the bridge. One method is to use the bucket boom mentioned earlier to poke through the material and break its arch from under neath. Although the major part of the loader is outside the bin. the bridge can break and iali with enough force to cause a downward action on the bucket and cause an unwary operator an awkward moment. The second method is to poke the bridged material from the top with a suitable bar. The man using the bar should be provided with a safe platform on which to stand so that a sudden cave-in of the bridged mate rials would not cause him to fail due to a sudden loss of balance. The corrective actions described have been used successfully in granular and pul verized fertilizer piles to cope with hazard ous situations. The tools required are sim ple and available to anyone desiring to employ them. There is nothing really new in the methods described. They have been mentioned in other literature and are used throughout the industry. The successful corrective action would then seem to reduce itself to a matter of execution. Successful execution is in pro portion to the practice exercised, whether it be a fundamental play in football or a basic job in a fertilizer plant. Although "prac tice makes perfect" may be a tired cliche, it has lost nooc of its truth. Up to this point, the main points covered were methods of corrective action to handle existing risky overhangs. An examination of the causes of overhangs might reveal some means for preventing the develop ment of overhangs. It is noted that three of the six causes result from ineffective blasting and that one of the six causes is created by equipment operation. This would indicate that part of the causes are under our control and that there U an opportunity to do something about them. Blasting results have been vastly im proved with the use of long delay caps. I do not intend to represent myself as an ex pert in this field, but 1 have seen improve ment occur. Explosive suppliers are a good source of advice u is the National Safety Council. A good deal of progress cid be made by reviewing blasting methods. Overhangs caused by building design represent a local problem, which must be reviewed to find the best way to handle materials under the existing conditions. However, the control of equipment opera tion is readily observed and corrected. If the cause of overhangs from undercutting /v*6f Suitotuii Utility L'jHfjrsss liqiire calculated from the previous thrceperi'"! is shown, .vs a solid horizontal ime on tiic chart. Control limits also arc calculated. using standard statistical for mulae. These are shown on the chart a* horizontal dotted or dashed lines above and below the mean. The distance between the control limits is the estimated amount of random variation which can be expected to occur without any change in the kind, in tensity, or effectiveness of injury preven tion activities. As with any quality control chart, when our serious injury index stays within these control limits, it is considered to be under control. Or, another way ot looking at these variations ot the index within the control limits is that the effectiveness of what we are doing in the way ot injury prevention t about the same as long as the index is within the control limits. If the index, how ever, goes above the upper control limit, tometlung has probably gone wrong in our prevention activities, and we should begin to try to find out what did take place so "rreciive measures can be instituted. Likewise, if the index goes below the lower control limit something special prob ably hu taken place to give us such a good performance and we should try to find out what it was to continue and expand its Through these control charts then, we should be able to detect when effective or ineffective accident prevention activities are in use or certainly when ihey remain in use (Or a idiort period. ThU u M*ncthmg we roufd not detect f>* the *< oi disablmj.' injury frequency rate along. When plant? -licit a> ours operate with but one or two Usabling injuries in a year, and sometimes without any such injuries, the statistics are just loo meager to interpret. We've been using these charts to keep ur manufacturing department management informed month by month of program ef fectiveness. We think it has been a useful and effec tive tool in spurring injury prevention activities. Looking at a number of different classes f Injuries we can see the reductions which liave taken place: FirttAtd Doctor Serioue Ditobflfl/r Caere Coze* tufurtce Caere Per Year Per Year Per year Per Year 1961-52 7,000 SIM Z7\ 13 19*3-54 6.000 450 240 12 1955-56 4,500 325 .200 1U I9S7-5S 2,900 1959-60 2.600 270 Zft) 135 120 8 8.3 Hut aside irom control chart techniques, let me urge you to took beyond just dis abling injuries Let's not be satisfied just because many of our injuries don't involve loss of time. Think of the many times men ime Ialien at work only to get up, limp a little for a few steps, or rub their arms or hands or shoulders for a few minutes and then go about their work. Or how many times such falls have resulted in strains of the shoulder, or leg or arm muscles which have kept them irom doing their full jobs for a few days or evea loafer. They are the same kinds of falls which sometimes result in broken arms or legs, cracked ribs, frac tured skulls--so why not look into them more deeply and intensify your efforts to prevent falls. Or how about the number of times men have bumped into things or have had parts of their bodies caught between two object* and have sustained lacerations which had to be stitched up (sutured--say the doctors) instead of badly fracturing bones or am putating fingers or hands or toes or other wise seriously injuring themselves. 1 can assure you it is very nearly impossible to tell how serious an injury win result once the accident cause has started on its way .And how much time and effort goes into explaining why a man tost time from work, or even why he doesn't have to lose time because there Is work he can do without iggravaung his injury. And bow much more productive that same time and energy coukl be when used in preventing more and more accidents and thus preventing more and more injuries of varying degrees oi serious ness. This basically is what is behind our own efforts In promoting the concept of serious injuries, both disabling - and non-disabling. We make no claim* that our system is the last word but 1 think we are preventing more injuries than we ever did. Perhaps you don't have the same types of injuries I'rrlittzer Section ili.il we have, bul I tcri sure Unit if you looked long and hard at all your injuries ; ou would see a number oi recurring types which could be the basis of your own erious injury index. Of course, your own objectives will de termine which way you will go. If you are vtlsfied with the disabling injury tre- 'iuettcy rate as vgur measuring stick--fine If you are not, then here is a suggest'*-! system. For ousclves, we think it ha* helped m in reset our sights on the goal of prevent ing injuries, rather than largely on the pre vention of loss of time from work, aimportant as that is. OFF/CERS OF THE CHEMICAL SECTION NATIONAL SAFETY COUNCIL 1961-62 General Chairman--H. H. Fawcett, Consulting Engr, Research Laboratory, General Elec tric Co., Schenectady, X. Y, I'ice Chairman in Charge of Program--E, R. Wallace, Sr. Safety Engr-, Industrial Safety Dept, Accident Prevention Section, Eastman Kodak Co., Kodak Park Works, Rochester, Nr. Y. Secretary--G. R. CUMMINGS, Head. Safety and Industrial Hygiene Dept., Eli Lilly & Co.. Indianapolis, Ind. (laboratory and Pilot Plant Sub-Section--f, B. Bu\ck (Chairman), Safety Officer. Na tional Institutes of Health, Bcthesda, Md.; E. L. Stout (Secretary), Safety Engr.. Los Alamos Scientific Laboratory, Los Alamos. N. Met. Rockett and Sdssiiet Sub-Section--G, S. Lewie (Chairman), Safety Dept., Head, Solid Rocket Plant. Aerojet General Corp, Sacramento, Calif.; A. L. Heeseman (Secre tary), Chief Safety Engr., Grand Central Rocket Co., Redlands. Calif, Sctu'tleUcr Committee--I. J, Prabl'LOS (Chairman), Suprvg. Safety Dir., National !>* tillers and Chemical Ccrp, New York, X, Y.; ), X, Romive, Safety Dir., Research If Development Dept, Phillips Petroleum Co.. Bartlesville, Okla.; W, S. Wood, Safetv Engr, Research & Development Div, Sun Oil Co.. Marcus Hook, Pa. Engineering Committee--G. M. Ellsworth (Chairman), Maintenance Supt., Monsanto Chemical Co, Plastics Div., Springfield, Mass.; *A. L. Cost, Dir. of Industrial Safety. Kodak lark W'rit* Kastman Kodak Co., Rodicster, N. Y.; H. A, You, Safety Dir. Callery Chemical Cr*. Muskogee, Okta. Public Relations Committee-- A, P. Osti (Chairman), Safety Engr., Charles Pfizer & Co., Inc., Brooklyn, X. Y,; P. C. Lamb, Safety Adm., Lever Bros. Co., New York. N. Y.; *S. F. Spence. Dir., Safety & Loss Prevention. American Cvanamid Co., New York. N. Y. Technical Publication Ccmmittre--*-.V. H. Christian (Chairman), Corporate Safety Engr., American Viscose Corp, Philadelphia, Pa.; P. J. McDonough, Mgr. of Los* Pre vention. Chemicals Div., Olin Mathieson Chemical Corp.. New York, N. Y.; F. G. Sttphenaox. See.. Gen. Safety Committee. Manufacturing Chemist*' Assn., Inc.. Wash ington. r>. c. Health Committee-- H. W. Rapp, Jil (Chairman), Asst, Suprvg. Engr.r Engineering S: I-oss Control Div.. The Traveler* Insurance O, Hartford, Conn.; E, L, Alpaucm, Ind. Hygienist, International Harvester Co.. Chicago, III.; .1. Houohton. Supv., Industrial Chemical Service. Liberty Mutual Insurance Co., Boston, Mass.; D. .1. Kiliax, M. D, Medical Dir, Texas Div., The Dow Chemical Ca, Freeport, Tex. Training Aids Coiiiiniit,-e--G, L. Feazeu. iL lutinnan). Dir. fur Safety. V, S. Army Chemical Corp#.. VVashlngtun. 1. t*.; C. U. Aitawav, Chief Safety Engr., Thioko! Chemical Corp, Marshall, Te*.; H. K. Lammu Safety Mgr, Kaiser Aluminum & Chemical Corp., Oakland, Calif.; *F_ J. Mcyeks. .Asst. Mgr, Safety & Fire Protection Div, E. 1. du Punt dc Nemours & Co, Inc.. Wilmington. Del. Membership Committee--F. C. Caucusit t Chairman), Dir. of Safety, Sherwin-Williams Co, Chicago. III.; *C. A. HEWUtT, Supr, Safety & Plant Protection, Ethyl Corp., Baton Rouge. La.; R. M. Xlaky. Safety Codes Dept, Citron Carbide Corp, New York. N, Y. 'iafety .t:,urd< I imimiiiri--T, J. Lanican (Chairman), Safety Specialist. Defense Sys tem* Dept , tffncml Electric Co., Syracuse, N. Y.; C. M. Ot-sox, Supv. Health X. Saferv. Kai<-m Chemical Div,, Hooker Chemical Corp* Niagara Falls. X. Y. %/.//after Analysis Committee--E. L. Alpacqh (Chairman). Industrial Hygienist. In ternational Harvester Co.. Chicago, III.; F. E. Macaclav. Safety Sups.. Wyandotte Gtemical Corp., Wyandotte, Mich.; M. A. Snell. Supv. of Technical Service?, Hart ford Accident & Indemnity Co., Hartford, Conn. ijf-the-foh Committee--G. G. Fleming (Chairman!. I hr. of Safety. Celancse O'rp. ot America. Charlotte. X. C.; M. Kjukoriax, Arc* Safety I>ir.. Reynolds Metals Co., Richmond. Va.; W. L. Tisdale, Dir. of Safety. Midland Dir.. Dow Chemical Co.. Midland. Mich. Xominaiing Committee--* G. Meitea, Ph.D. (Chairman), Dir* Industrial Hygiene Div,, Employers Mutuals of Wausau, Milwaukee, Wis.; "A. B. Ritter, Safety Engr* Re`earch Center. Hercules Powder Co* Wilmington. Del.; *}. ,1. Whalkx, Safety Coord., Allied Chemical Corp., Solvay Process Div* Syracuse, N. A'. Research and Planning Committee--*S. F, Spence (Chairman). Dir., Safety and Loss Prevention. American Cyammid Co., New York, X. Y.j *R. H. Al*is?er, Safety Mgr . Merck and Co., Inc,, Rahway, N. J,; A. H. Christian, Corporate Safety Engr* American \'*>co$c Corp.. Philadelphia, Pa. . Idvisary Committee--G. L. GoMEix, Mgr* Safety & Fixe Protection. Monsanto Chemi cal Co. St f^niis. Mo.; I. E. Nichols,. Dir, of Safety. Reynolds Metals Co- Rich mond, Va. .Wm-I'oting Officerj of Snb-Settxans--Laboratory and Pilot Plant--W. S- Woou (Chair man Fleet). Safety Engr., Research & Development Dir.. Sun Oil Co* Marcus Hook. Pa.; L. E. Romillv (Assistant Secretary), Safety Sapv* E. I. du Pont de Nemours k Co* Inc., Experimental Station, Wilmington. DeL: Rockets and Missiles--B. D. HueNeman (Vice Chairman), Safety Engr* Rocketdyn* Div* North American Arianon. tne* McGregor, Tex.: W. G. Havocs (Viet Chairman), Mgr., Safety & Se curity. Thiokol Chemical Corp.. Wasatch Div* Brigham City, Utah Staff Representative--.1. T, Siedlecxi, National Safety Council, Chicago, 111. Member? of Advisory Committee OFFICERS OF THE FERTILIZER SECTION NATIONAL SAFETY COUNCIL 1961-62 General Chairman--Gmthek T. Xiwsam. Dir. <>t Industrial Nclanon* Insurance and Safety. Smith-Dougls?? Co.. Inc.. Norfolk. Va, Vice-Chairman and Program Chairman--tots# S, Makk, Mgr.. Fertilizer Manufacturing Div., Farm Bureau Coop Asn.. Inc. Columhu?, Ohio Secretary--C S. Griffith. Supt. Virginia Carolina Chemical Corp.. Cincinnati, Ohio Sei.-sletter Editor-- Gcorce F. Dietz, Safety Dir., Fertilizer Mamifartnnng t 'perativc, Baltimore. Md. Assistant Xnvsfetter Editors--* Elmer C. Pekrise, Dir. .f Technical Service, Nitrogen Div* Allied Chemical Corp., New York, N. Y.; Gene Hailan, Personnel Dept, Indiana Farm Bureau Cooperative An,, Inc., Indianapolis, Ind. Sotiona) Plant Food Institute-Liaison--William S. Kitxov*. Trcas., National Plant Fowl Institute. Washington. D. C. Engineering Committee--E M. Jo.NLi fChairman), Midwest Product Mgr* Nitrogen Div,, Allied Chemical Corp* Indianapolis, Ind.; R. D. Chamberlin. Safety Supv* Coopera tive Farm Chemicals Assn* Lawrence, Kan?**; Ray Excel, Schrock Bros. Co., Congemlk. III. Public Relations Committee Chairman--William S. Ritnour. Treas., National Plant Food Institute Washington, D. C Membership Committee--*A. I. Raney (Chairman), Safety Dir., Phillips Chemical Co., Bartlesnlle. Okla.: R. S. Brown, Safety' Dir., .1. R, Simplot Co., Minerals It Chemical Div* Pocatello, Idaho; R. L. Freeman, Supv,, Safety and Maintenance. Hooker Chemi<al Corp* Phosphorus Div* Houston, Texas; Charles Fraxxlix, Technical Repre sentative. International Minerals and Chemicals. Indianapolis, Ind. statistic* & Contest Committee Chairman--W. A, Stone, Plant Mgr* Wilson k Tomcv Fertilizer Co* Jacksonville, Fla. {neuronee and Legislative Committee Chairman--*E- Q. Ht'RROL'Ciis. Jr.. Mgr* Insurance Dept* F. S. Royster Guano Co.. Norfolk. Va. Research Chairman--*JokX K. Smith. Safety I/tr* Spencer Chemical Co* Pittsburgh. Kansas Somnatmg Committee Chairman--*A. I. Raney, Safety Dir* Phillips Chemical Co* Bartlesville. Okla. Supervisory Training Committee Chairman--W. C, Creel, Safety Dir* State of North Carolina, Dept of Labor, Ralegh, X, G (>ff-The-Joh Safely Chairman--.Iames W Smith. Production Supt., Western Phospliates, Inc, Sait Lake City, Utah Members-At-Large--Qvtsvts S. Lee, Dir., Plant Fowl Production, The Cotton Producers Assn., Atlanta, Ga.; F. A. Gerarp, Mgr. of Safety. Olin Mathiesoa Chemical Corp.. New York, N. Y.; C. E. Alkixe, Supt,, VV. R, Grace & Co* Davison Chemical Div* New Albany, Ind.; M. C. Ellison, Protection Supv., Mississippi Chemical Corp-, Yaxoo City. Miss.; E. ]. LaKIANT, Industrial Hygienist, Reynolds Meals Co., V*.; G. B, Mows, Mgr., Production & Construction. Cooperative Fertiliser Service, Inc., Richmond, Va.: J. L. Shopex, Safety Dir., Consumers Cooperative Assn., Kansas CUy. Mn.r F. C. Rixefdbt. Ik.. Sudv. Safety i, Claims. Finance Div.. International Minerals Phosphate Co.. Charleston Heights, b. C,; ) iXK, bupv., me v.onuuu Mining S: Smelting Co. of Canada, Lid., Trail. B. C, Canada Staff Ret-reienSatae--'hi.utsHAiL F. Prmtsi.v. N'aucml Safety Council. Chicago, 111. Past General Chairman i PLAN NOW-- TO ATTEND THE 1962 NATIONAL SAFETY CONGRESS Celebrating the 50th Anniversary of the NATIONAL SAFETY COUNCIL WHEN: October 2t through November 2, 1942 WHERE: Conrad Hilton Hotel, Chicago The National Safety Congress brings together safety people from all over the country--10,000 of them! By attending the Congress you become part of the largest and most important safety meeting of the year. You meet safety men with the same safety problems and respon sibilities you yourself have. You exchange views and ideas on accident prevention, health, hygiene and fire prevention--on safety in industry, in traffic, at school, at home and on the farm. From a program of more than 400 meetings, discussions and demonstrations you select the activities that interest you most and that most closely relate to your safety work. This week-long educational program--planned and pre sented by the National Safety Council--can be your most inspiring, most thought-provoking safety experience of 1962. See the Latest in Safety Equipment At the Greatly Expanded Congress Exhibit Hafi See nearly 300 exhibits! This alone--the largest of all safety equip ment exhibitions--will make your trip to the Safety Congress worth while. The industry's leading suppliers will display their newest and best safety products for your inspection, See , . , compare , . . ask questions. There is no finer opportunity to reach well-informed buying decisions for your company. 82 CONTENTS CIVIC LEADERSHIP SESSIONS The Safety Organization and Civic Leadership ............ (Symposium) Representing Civic Organization Viewpoint.............. Mr*. Carrie Noelling Representing the Volunteer ............ Mrs, Henry S. Pierson 4 5 8 PUBLIC SAFETY SESSIONS Local Cooperation for Safe Outdoor Recreation. ................. -- AJ McGee Surgeons and Safety^-The Joint Action Program............... Dr. Preston A. Wade Shooting Safety in Outdoor Education.......... ...............................,Vir/ion W. Smith Shooting Safety in Organized youth Groups.............................. Frank L. Wyman Camping and Survival ............ . ...................................Frank Menttner Safeguards for Big Crowds at Amusement Parks and Fairs ....................................................................... Aelton D. Mullendote When Industry Hes a Serious Emergency. What Is Public's Job ...........................................................Henry E. Webb, Jr. Weather Forecasting for Boating Safety...........................Paul H. Kuitchtnreuiti Engineering Small Boats for Safety (Illustrated)................... .Gordon H. Miller Uniform Markers for Recreational Waterways............... .Keith Wilton The Mobile Boarding Unit in Law Enforcement and Boating Safety ...... .Copt. J. J. Hutson, Jr. Human Factors in Light Plane Safety..............................8. Dixon Holland, MM. Harold H. Brown, MM. Lessons Learned from Aviation Crash Injury Research..................Victor E. Roihe Organizing for Safe Water Skiing .................................................... James R. Lawton How To Us* Local Publicity in Promoting Water Safety. ...... .Philip Lesly Water Survival Courses , .............................. ............................ Robert W. Buckley (0 i3 16 19 22 23 27 33 37 40 43 46 47 $1 55 S< 60 FARM SAFETY SESSIONS Our Stake in a Healthy Agriculture,.............................. ...................Pawl C. Johnson 63 The Aceident Syndrome..................................... .. .Mom* S. Schuhinger, M.D. 66 Workmen's Compensation in Agriculture ................................................. E. W. Foss 70 Why a Summary of Basic and Applied Research in Farm. Home Safety? ............ .......................................... .L, W. Knapp 72 What Oo We Need to Make Falls an Effective Area of Emphasis?..........................................................................Herbert L. Bogert 73 RURAL YOUNG PEOPLE Safety Program Planning ................................................................................ ............... ... Reaping the Harvest of Your Farm Safety Program........Frank R. farrows The Importance and Value of Accident Reporting.........RoJIln Schneider 75 75 71 CONTENTS--Continued YOUTH SERVICE TO SAFETY Attitudes Essential to the Safety Movement............................. Walter A. Cutter 80 Youth Involvement in Accident Prevention--Traffic ...............Illinois F.F.A. 81 First Aid at the Accident Scene. ..........................Chicago Ch, Junior Red Cross 82 j Teen-Age Accident*................................ ....................Donald Duncan 84 j Sentinels of Safety................... ......................... Frank , Ledem 86 | Youth in Community Safety Programs ... . . (Panel) 89 HOME SAFETY SESSIONS The Impact of Home Accidents-- (*) On the Family ............ j (b) On Community Groups ; Cc) On Community Planning , Dr. Leona Baumgartner 91 George W. Lowts 97 .Dennis O'Harrow 103 Here's How We Did Itl ! (a) Voluntary Agencies Christian Smith 105 | |b) Industry ............................................................... William J. Kerns 110 { (c) Safety Organizations ............ Al McGee 116 | (d) Health Department* .................... .............. Richard E. Gallagher 119 How To Communicate Home Safety ( Information Effectively Robert A. Jatnagin 123 Joint Session with Traffte: Traffic Safety and Driving Simulation Slade Hulbert 124 Periodic Physical Examination for Driven Charles L Wilbar, Jr., MM. 127 The Rational for Mouth-to-Mouth Resuscitation Dr. A. K. Monto 134 RELIGIOUS SAFETY ACTIVITIES SESSIONS How Churches and Synagogues Can Help Prevent Accidents.............................................. Religious Activities.......................................... Dan Hollingsworth 138 (Pone/) 143 WOMEN IN SAFETY Safety and the Physically Handicapped Homemaker Dr. Lillian M. Gilbreth 144 Officers of the Public Safety Committee 1961-62 (45 Officer* of the National Conference for Farm Safety 1961-62 149 Officer* of the Home Conference 1961-62.......... , . ...................... ISO OffTcen of the National Committee of Religious Leaders for Safety 152 Officers of the Women's Conference....................|4 Officer* of the Youth Service Committee.......... .. (57 Other Volumes in 1961 National Safety Congress Transactions . Back Cover CIVIC LEADERSHIP SESSIONS CIVIC LEADERSHIP--THE SAFETY ORGANIZATION AND CIVIC LEADERSHIP (A SYMPOSIUM) Presiding: DOROTHY DOWNS, Asst, to Dir. of Engineering, Firemen'* Mutual Insurance Co., Providence, R. I.; Women's National Safety Conference. N. S. C. Moderator: MRS. JOHN E, KRUEGER, Milwaukee. Wls.; Member. Board of Directors, Executive Committee of Women's Conference, N. S. C. (Mrs, Krueger pitched ui for Mrs. Lucille Bl&kestey, who was unable to attend.) (A) THE STATE Mr. j.imc* K, Williams, t cecum c dr., Connecticut Safety ."omnu*>i`-u, gave tin- purpose o the CSC as being to eu-ordiiumthe activities of groups engaged in traffic safety work with the official program. He mentioned that such so-called do-gooder organizations may be found at all levels .i the citizenry: local, city and state. Mrs. Harry L. Nair, chairman, Advisory Committee of Women's Activities, CSC, discussed the woman's role in traffic safety, and said that women in Connecticut have the opportunity to participate in a program beyond their particular affiliation when, tinder the aegis of the CSC, they engage in traffic safety work under the official pro gram. She says that the last thirteen year* have seen women emerge as the dominant force in traffic safety work. Women's organizations have been persuaded to in clude a speaker on traffic safety in their programs. She says it took a year to ac complish the objective of introducing in structors in driver education into the schools. Now 77 per cent of Connecticut schools have a full driver cdnotion course. Mrs. Nair then listed several ways that women's organizations can turn to the CSC for safety information: staff assistance in cduration is available to community organi sations, resolutions of the Women's Work shop of the CSC Conference represent the interests of all community clubs (the permanent women's advisory committee having thus been established) and thus *erve as a coordinative outlet for official safety polio*. <B) THE CITY -- A CHAPTER OF NSC LOOKS AT CIVIC LEADER SHIP Mr. Ivan A. Marlin, mgr.. Safety Coun cil, Chamber of Comment, Fort Wayne, Ind., said that accomplishment m traffic `-afety work depended on active interest and ((instructive work in public safety. He said that ihc Ft. Wavnc chapter of the National Safety Council was mandated to go to work on a safety program under ihc iponsorship of (he Chamber of Commerce. Committee* were set up to cover the various regions of safety. He then mentioned the part played by Ft. Wayne as pilot city tor seat belt study. Mrs. Homer A. Ellison, State Safety Chairman, Indiana Federation of Womens Clubs, spoke of the Ji club* in Aden County, Ind., each with a safety program. She mentioned the frequent talks given by members of the police and sheriff's depart ments. and their excellent cooperation in a voluntary safety vehicle check, of which the paper work was done by the women's club*. In 1956 a well-attended parking clinic was held, with instructors from the police department, and another in the fol lowing year that was a great success, Mrs. Ellison continued that in February, I960, a steering committee of eight persons set up the present safety organization, which advocated that hardware for seat belt installation be included in 1962 cars. (C) THE SMALLER COMMUNITY -- A VOLUNTEER COUNCIL SPREADS THE SAFETY COS- PEL Mr. and Mrs. Ralph Eisoischiml repre sented the volunteer Citizen's Safety Coun cil of Highland Park, ILL, of which Mr. Eisenschiml is president They mentioned the nine committees into which the safety council is divided: elementary school (the focal point of (heir program of safety education) and high school (the most people at work here in driver cduration), police (representative of the council sits Cade Leadership Sessions Willi the chic! of police. h*tevt to peoMesn*. and uses (he material obtained for public relations purposes, making sottt viral), tire, parks and beaches, home, strand?*! court (the treatment of teenagers off greatest interest here, the V-ol of the council being the establishment of a stu dent traffic court in the high school), special events, liaison (especially with the activity of civic clubs), and civil defesx (the big issue being school versus home m civil defense activities). Mr. and Mrs. Eisenschiml -l*wrd publi. rations sponsored by the courted whack are designed to get safety aero** to children who can't read, explained Highland Park s monthly courteous driver award program, and reported that Highland Park had been the winner of the Community Satety Award for 1959, QUESTIONS AND ANSWERS Question. In Connecticut, does one women's organization work on a safety project, or do all of them have the op portunity? Stri, A`air. Safety project* arc limited to the field of traffic safety- On any specifically defined problem, all pertinent traffic legisla tion and the official program of the CSC is made available at a conference of all women's organizations. Question. Is Bar Association talent used in safety measures? Mrs. Sair. The chairman of the CSC i* a lawyer, and he works closely with the legisbtra* in the formation of bills, with local and state Bar Association support. Question. How sensitive are legislators and judges to the press, particularly to news from the traffic courts? Mrs. A'air. They arc sensitive enough so that the court system has recently been reorganized, and the chief justice is a mem ber of the safety commission. Question. In Connecticut, is (here any legislation on reporting deaths and injuries us the home? Mrs. .Voir. There i* tx> statute; it itoodkd by the vital statistics department. (Jlrv Elliaoa noted that in Indiana there was the same situation, the board of health supplying a monthly report.) Question. Is there Any NSC pressure fnr smog eootroi? Mrs. Ellison. There tt in Indiana, espe cially for the control of back-yard fires. Mrs. Nair, There is no program in Con necticut. Question. Do you charge a fee for parti cipation in safety meetings? Mrs. Nair, The safety program in Con necticut is state-supported. Mrs. Ellison. In Fort Wayne, the safety prozram receive* budgetary siipi**rt from the Chamber ui Commerce. REPRESENT1NG CIVIC ORGANIZATION VIEWPOINT By MRS. CARRIE NOELLING Vice President, Kansas City Safety Council, Kansas City, Mo. Several years ago it was publicly stated by Paul jones, then director of public in formation for the National Safety Council, that more women were brought into ti e safety movement in Kansas City, Mo., tltai: in any other community. I quote from ; talk he made the latter part of last year*. ''It the whole country could get the leadership and support of safety by women that Kansas City is getting in ever-incm-ing volume, the .accident problem would be ncarer a solution." It is a real pleasure and a special privilege to tell >ou briefly what civic groups in the Greater Kansas City area are doing in the field of safety. Following the pattern of the Women'* Conference of the National Safety O'-uncil. the Women's Activities Division of the Greater Kansas City Area Safety Council t# sponsoring a group who, them selves, chose as their name "Safety Con ference nf Women'* Organizations.'' This tiri.ii|. i- wade up nf approximately 70 representative# *f business, professional, religious, civic, school, literary, cultural and service dub* and auxiliaries. ''Coffee" meet- 5 1961 National Safely Congress ings arc held once a month on Saturday mornings at die home of the vice president it' the Council, and qualified speakers pre sent a different pltase of safety each time. Literature pertaining to the particular sub* icct is distributed. At the time this group was being formed, at least one member of each club was given a personal or telephone invitation, explain* inj the reason for the organization and a.-king her to realize her civic and personal duty to the cause of safety and, if she attended, always to make a report back to her organization. The response was mot gratifying, and at no meeting have wc had less than 80,000 individual club member* represented. The programs presented stimu late open discussions which usually con tinue long after the meetings adjourn. This same enthusiastic sharing of ideas and responsibilities has results! in outstanding 'aicty programs which no one individual or organization could have developed alone Realizing the tremendous power that can lie created when enthusiastic women min together tor any purpose, a speaker said recently, "Every man should get down on hts knees every night and thank the go.*) f-ord that women <km't know die power they really have.** Maybe individually they r/o know, but sometimes we fait to realize all they can do or accomplish when organ ized for a worthy cause, working together The Women's Chamber of Commerce developed a mobile unit to carry their driver testing program to the people, ap pearing at high schools, colleges, community centers, fairs, shopping centers, national conventions, churches, commercial truck and bus drivers' conferences, in fact, anyplace where there were drivers or an interest tn driving, there seemed to be a demand for this program. This project brought to the Women's Chamber the highest 1959 Carol Lane Award for Traffic Safety. Within a 2-,vear period, more than I67.JS5 man-hours were spent by volunteer workers in testing .ihuie representing 346 eight-hour days. It was impossible to keep a detailed record of the number of volunteer workers or their organizations. However, it is estimated that over 1,100 three-hour shifts were staffed to carry out this program. Our Parent-Teacher Association of the public schools has been recognized as con ducting the most effective bicycle safety program in the United States. They have had requests from over 60 major cities, such as New York, Los Azigries and Chi cago for copies of thrir booklet of 29 typewritten pages covering every detail of their important program. Home safety workshops and baby sitting clinics are conducted every year through our safety council. Another annual program, the national "Operation Edith," was originated in Kansas City. This means "Exit Drills In The Home," which are featured rack year during Fire Prevention Week. In cooperation with the fire department, women's groups itavc supplied Christmas tree dealers with more than 50,000 combination price tags and holiday safety reminders. The Railway Business Women in Kansas City carry on a strong safety program, featuring speakers on various safety sub jects at their regular meetings several tunes v year and distributing safety information. Reports of their activities arc made at their national meetings. Through the Women's Conference, in formation regarding a revised traffic code in our city was passed directly to other organizations by officials of the municipal courts, police department and City Engi neer's office. When in I960, Kansas City's traffic toil rose at an alarming rate, at the mayor's request we participated in an all-out traffic safety program, and a marked decrease in the number of fatal accidents u shown in this year's record. From January through September last year, there were 50 fatalities; but for the same period this year there were only 29. In conjunction with the American Red Cross, a water safety carnival was held at one of the nearby lakes, where marine operating regulations were explained and brat safety demonstrations were conducted. A series of 39 original safety cartoons were published locally and through inquiries, went into every state in the Union and several foreign countries After working with one of our women's groups on a "Safety Fair," the Association of Community Councils * has established a Traffic Safety Committee, comprised of representatives from each of the more than 13 community councils. 6 * r~c f-eudership Sessions Three thti-;uul <( the familiar yellow was mt-lrumimtal in Retting Kaii-.i* City.tnd green scImihI safety patrol flag* were St, Joseph Diocesan f'uuncil "f Catholic ! made by members of women's organizations this year at a saving of over $1,700 to our area safety council. Also the focal chapter nf the National Secretaries Association has Women, representing JO.00Q women in nur area, to set up a safety committee and for the past 3 years a report of their activatelias been read at their monthly board meet riven many hours of secretarial work in the safety emitted office. ing*. At their annual conventions safetv displays have been prepared and literature \ leading member of our group was ap- t all phases of safety are made available A t I ! { tJtnted by Governor Ualiun of Mi-v-uri t-* H-rve tn this area to cirr* tn .in rdura- lional campaign regarding traffic safety legislation. This campaign w* aimed particularly at civic, church and women'* organizations. She spoke at counties* meet- ings explaining the pending traffic legist*- tion, and handed the voters explanatory \ Sunday School leaflet ol a large reliri >u- organization with headquarters near Kansas City contained a Ten-Point Creed or Teen-Age Drivers. It was later printed n cards and our women's organizations distributed them to teen-age drivers throughout the area, and they hate become j j i j * leaflets and maps showing the legislative districts and mailing addresses of their legislators. The flood of correspondence from their constituents caused Missouri I regulators to bring abcut the greatest i part of the driver education kits used tn our public schools. The first National student Traffic Safety Conlercnee was held in Kansas City in 1959, and again in I960. Delegates from all (he states and Alaska | trides in traffic safety laws tn the state's history. came, and these creeds were distributed at that time. Sine* then, requests came from all over the United States for supplies of At the time of the Central States Safety these cards to be used in other driver Congress which meets in Kansas City education programs. bi-annually, the women have always helped nifh the plans and have always had a women's session. This year, we are told, the women's session had the best ' (tendance of any at the Congress, regardless of a deluge of rain that day. On January 1st of this year, our safety council added a new division known a.* If I were not, as the Egyptian mummy said, "pressed for time," there are many other worthwhile safety projects l would just love to teM you about. But now, I must dose, and t would like to share with vmt the safety prayer that we use to close everv meeting of the Safely Conference of Women's Organizations; Religious and Church Activities, which wilt stress the moral aspect of safety. They lad "Father-God, we thank you for this sau* an interesting session at the Central States place in which we dwelt and work: For the Congress, where a talk was given by Harold life-saving bond that unites <; for the Holmes, director of this division (or the hope of greater accomplishments with which National Safety Council. They participated we expect the morrow; for the health, in an area "Safety Sunday" in May, by c.undness of Umb and general well-being furnishing material for sermons, house that makes life worth living, and for our organs and bulletins. Churches of all de friends and co-workers to .alt parts of the nominations cooperated in this program. The earth. Give us and them courage to con , council and church leaders are now working tinue the life-saving and accident-prevention ; on a Christmas safety program for the efforts that must be so pleasing to You. coming holiday season. Flies* us in all our safety endeavors. Give We know that women have proven their leadership in spiritual guidance as well as alleviating suffering. us the strength to meet the day-to-day problems of discouragement, antipathy and apathy. Give Your own special blessings to One of the leade* in our women's group all who in the spirit of good will, lake up that most humane cause: Safety." 7 IV/il K'nlwnni Vhf.'ly Cmu/rrs REPRESENTING THE VOLUNTEER By MRS. HENRY 8. PIERSON Chairman. Greater Chicago Women's Safety Conference, Des Plaines, 111. The rote ut a \ohmer is the most exciting ami rewarding experience in a lifetime--especially m the field of safely. Alt the hurry, worry', fear", and sweat make sense for you are doing something lor some cm* else. My experiences have been thrilling and varied with one thing leading lo another. One experience that was different was a Mood typing program which started in hv.mjton, 19). The object was to record all liersons having type O blood for use in case of disaster. The remaining experiences have taken place and are taking place in Des Plaines, ffl.. where I have lived for the last five years. To move into a strange area makes it easy to break ties so I thought 1 was out of safety forever--my children grown ;md away and I thought that at la*t 1 would have time to team to cook and darn the socks. For two years this is what I did. Then I read in the local newspaper that the Des Plaines Safety Council would wel come anyone interested in safety. That did it--I sent in my name and have been hooked -\er since. S attended the general meetings bm ranie away disappointed. People brought in their neighborhood problems and gripes hut wc got no safety education. There `ccmed to be a need for good safety in formation. So f offered to otgzntse a Home and School Safety Committee, such as Evanston has had for thirty-five years. The Safety Council, as well as the public and parochial schools, the police and fire departments all agreed it was an excellent idea and there was a need but they didn't think it could be done. However, they were at) willing to help if I got the thing organized. Letters were written to P.T.A. and parent groups of at) schools asking that they send a woman representative to the newly organ ized Home and School Safety Committee iii the Des Plaines Safety Council which would meet one morning a month. The letters included accident facts on the na tional level as well a* on the local. The object of the committee stated to be that f safety education at the adult level as the -chools already had an excellent program. We divided the school year into a dif ferent type of safety each month, covering back-to-school safety and the "Safest Route to School;** fire prevention and Halloween; pedestrian and firearms; holiday and Drink, Don't Drive; winter driving hazards; poi sons; Spring clean-up; civil defense; bike safety; vacation etc. The police and fire departments sent a representative who reported on alt local accidents and fires. The fire department issued a special bulletin on fire prevention each month. At each meeting we recorded these reports on special sheets so a continu ous record was kept and at the end of the >car we had a true picture of our own community. The Home and School Safety Committee is in its fourth year and now includes representatives from the Woman's Club and neighborhood civic groups. \*ext was a baby sitting course open to the public The Interdenominational Church Youth Group were looking for a civic project and at Ihe lime the city officials had nothing to offer. However, the Home Safety Review published a splendid baby sitting program ami we presented it to the group. They became most enthusiastic and decided to undertake It. With the cooperation of the lies Plaines Safety Council a seven week course was outlined with meeting on Satur day mornings. A different speaker and sub ject for each meeting. We had a pediatri cian, a nurse, fireman, policeman and meeting on home safety, child safety and first aid. Teen-age boys and girts as well as adults regularly attended. Each w.is required to pass a written examination in order to graduate and receive a card showing them as qualified sitters. The course was successful and was re peated the following year. This Fall we offered the "Safest Route To School" on a city-wide basis. We just made use of all the information available 'ivie Leadership Sessions the parochial schools and the Police De partment all cooperated. We obtained a lis from each principal of the intersection] guarded by patrols and adult guktdt wifi the hours they are on duty. The newspaper; printed this information and included a mat of city blocks on which the parents were t< mark the school and guarded intersections-- then to draw a line from school to horns following the safest route for their child lo follow. This was accompanied by nr "Open Letter to Parents'* by the safety council making a plea to nil parents to establish with their child the safest route and to walk with his child over this route until he knew it by heart and then to ini>t that his child use only this route to and from school each day. Tin's is the first time a etty-wicte effort has been nude t'< *h.*w low the schools and the police department work together to provide the school children with the greatest protection possible The latest project ts :n the final planning stage. We are pUrtnins a rhnic on winter driving hazard* ;!! take place early in January through the cooperation of the safety council, the Driver Education depart ment at Maine Township High School West and the Park District. The clinic will be held in a field house on a Saturday morning where drivers young and old can see a movie, hexr a chalk tab by the driver education teacher and an explanation of charts showing the stopping distances under various road conditions. This will be followed by a demonstration outside on the ice skatmx rink ot the right and wrong way to h-indle your ear on tee ,nd snow. We has? found tia* i. a Irish: lack of actual knowledge r *- * hamflr your car unier adxxv- rri.-e v- we are offering : the dmn* c-'u-en- - i t*e- Plainei the cpp --=nry 'earn what : do and when to d i* b* an Myriwr! teacher. You can tee that there no ,iiot to the opportunities awaiting an mthustasuc vol unteer. I hope you will pen the ranks an-' experience this exaung and rewarding service. PUBLIC SAFETY SESSIONS LOCAL COOPERATION FOR SAFE OUTDOOR RECREATION By AL McGEE Dir., Home and Public Safety. Seattle-Kin* County Safety Council, Seattle 4, Wash. The Federal Charter ot the .National Safety Council provides that one of the Council's objectives is "cooperation with all evi-tinc agencies and individuals concerned with Safety." I suppose this wording im plies that there are some agencies and indiiulual* who arc not concerned with safety, hut l mut confess that I have never yet encountered one There are many individ uals and agencies which think they are not concerned with safety, because they have rmt yet discovered how safety affects their interests. When we set out to organize local co operation for safe outdoor recreation, we have a primary duty to show those who are oblivious to the impact uf accidents, just how they are personally affected. Let me give yo*i > couple of concrete illustra tions. Out in the Pacific Northwest, some 200 boat builders, boat sellers and marine supply firms have organized a trade associa tion called Northwest Marine Industries. Inc. The principal purpose of this associa tion is to encourage the sale of marine products and services. This it does in admirable fashion by sponsoring each year the Seattle National Boat Show. But Northwest Marine Industries has no direct humanitarian responsibilities, it is not a "Safety" organization. However, this "non-safety" organization puts more money into the annual operating budget of the Scattle-King County Chapter of the National Safety Council than any ot the rest of nearly SQG firms agencies and individuals who hold annual member ships. Why? Because someone pointed out that each serious boating accident is fol lowed by a wave of cancelled orders. Junior high sdi.-ils are nut "safety organ izations" either. Their principal purpose, dnee tile Russians fired the first Sputnik into orbit in 1957. has been to turn out junior grade scientists. Yet. de<pite the pressures put on school curriculums by the international missile race, South Mercer Island Junior High School in King County Washington recently installed a required course in boating safety which all eighth graders must take- Why? Because someone reminded the members of the school board that youngst * who drown now won't be around to sh .t rockets later. And in a school district where some of the larger families own as many as a dozen boats, this is a pretty potent argument. Let me go back now and ue these two examples together. South Mercer Island School District had no teachers who were boat safety experts, but the Scattle-King County Safety Council had access to the best brains in the business through North west Marine Industries. South Mercer Ittd few text materials; w- were able to Oiler them such a wide variety, alt tumished bv ihe boating industry, that they had trouble choosing between them. Fcxir untrained in structors put 270 students through the first course last year and told tu afterward that the help we gave them enabled them to do a good job despite the lack of previous experience. The same "help" -- including guest lec turers, the loan of films and wide variety of printed text materials--are now available to all 75 King County High Schools and Junior High Schools without charge. This "without charge" feature is important. School budgets always seem to be over strained. The point I want to make here is that every one of us in this room lives in a community where there are organizations which have not yet itiscovcred just how they are "concerned wiili safety." We often can aid them to full awareness and enlist their aid in solving community problems. Let me give you some more examples: .`0 PmMe Safety Seuvjns The primary ci-ucern of newspapers is news rather Ilian safety education, and for weekly ncwrspajvrs line mkmj;. righf>/rb<v*) news. Yet when we staged our Frcv Fauiik Boating 1'cshval this year, JO newspapers and a couple of magazines gave us free advertising that would have Cost nearly $2,000 if paid lor at their regular rates. Uby? We gave tl to them as hard news. There were 34 weeklies involved and in almost every case we were able to find a volunteer who lived practically next door to the editor. These volunteers carried our handouts to the editor personally and said: "Mr. Editor, I live in your circulation arm and I'm serving on a countywide com. mittee which is putting <m the Free Family Boating Festival. We arc giving the people of our county five hours of free life saving demonstrations and marine entertainment, t hnp you will find room ror our eopy." More often tlian not he did, because now he had a perfectly legitimate reason for doing so. "Mr. John Smith, prominent di-. trict businea- man. i. serving on a county wide committee which will put on the 1061 Free Family Boating Fe-tivt.l" And having `*'d tlut much, the editor could hardly do -- we write letters to the Federal Ccenmunicutions (i-tnmi-M-m praising the licensee* whenever thev help in* Ottr letter*- g< directly into the ufiiciat tiles, ;md when the license renewal date rolls around, the station has our written endorsement in the field of public service. Television stations don't really owe us anything either, but they are usually willing to give u$ a bit of lime for safety projects. The trick here is to avoid accepting an expensive gift that really isn't worth any thing. Television time sells for $100 h minute and isn't worth taking unless properly used If we get our safety message on the air at $:0Q a-m, no Sunday morning who's watching: Usually, nobody. Anyone up at tliat time is either getting ready for church or too sick to care whether lie's safe or not How about those local versions of Toddy -' Those nine in. week-day shows with news, interviews and exercises? Well, they arc line for the light, bright type of message or interview. But what itou-vewife wants disaster with her second cup *it coffee? And disaster is u>ually what we are peddling. stop without saving a krt more. How about the cookbook sliows? Usually Radio stations have n urueru concern very good, if your safety message is with safety education either. They are per directed at young mothers. We ran (he mitted to fulfill their public ervrce obliga GEMS baby-sitter training course on one tions by giving you weather reports, the of these mixmaster marathons in ten- time of day, rvhginu* programs, or "great debates." Your -.{ announcements on safety compete with the March of Dimes, The United Fund. Heart Fund. Milk Fund, minute sections, one each week for six weeks. It turned out great for both us and the station. Poison-control doctors, pedia tricians and ortltopedists work fine on these, Muscular lfystr^phy and Cystic Fibrosis. but traffic safety experts get nowhere. But despite thi hectic competition for a Documentary or panel discussion pro limited amount or public service time, the grams can sometimes be "put in the can" Seattle-King County Safety Council has for future use, now tliat most stations Iiave done very well in it*. en*-rts to use radio video tape machines. You "tape" a lialf* for safety education. hour documentary on some controversial ^ The biggest single attraction of our Free subject tike driver training in public schools, Family Boating Festival this year was a anti llie station will slip it into the schedule rowboat race for dive jockics -- tor a when the ball game ends early or a can of "Blistered Balm Trophy."* Nine jockies film fails to arrive on schedule. These pro from eight stations competed, aad oar "race grams are tricky to put together, hut they announcer" was a prominent local television work hard for you when you get them star. For a week before the festival, these right. fellows talked it up on the air, giving us publicity that we were completely unable to measure, but which w certainly welcome. Why were all f *te< uaumt vo good to us? Becaue e $- -earthing practically no oilier public -erv ice nrgamzarxxt vents to The most desirable spot on the daily tele cast schedule is the evening newscast, but you can't get on this with platitudes and poetry. You need the new*-cnnnected inter view with the victim--the kid with the eye just blinded by the firecracker, the pretty II 1961 National Safely Congress who liad ItW stitches after running through a gin** door, Wc ;uk insurance adjusters and firemen to lip us to unusual accident* which might not otherwise be re* liorteil. One TV station gives us half-a- . dozen two to three minute newscast inter views a month. Each of these is worth as much as an hour of "dog time." if you're any good at scouting talent at all. you'll have to work hard to avoid be coming a talent scout instead of a safety peddler. Some of the most charming people m the world work in TV and if you're not careful, they'll charm you right out of your mission. I've carried boxes of pickles up and down stairs, helped build sets and carried messages for the producers while shows were going on. Sometimes my little buddies forget to toss in the safety plug which W'as my sole reason for being at the station. Sometimes my boss is watching and notices it, too. So much for television, and I will return to it only briefly in connection with my next example of agencies who suddenly discover out of a clear blue sky that they ire, indeed, concerned with safety. Early in I960, we were contacted by the talcs manager of a firm which manufac- tures power lawn mowers. He said his product, which has many built-in safety features, had been taking an awful beating, vales-wise, from cut-price, inferior, unsafe mowers. We checked the reputation of his firm and his product and discovered that here indeed was a company whose product reflected the company's sincere desire to perform a public service. It was a company which had budgeted funds for safety educa tion. We said we would try to help. But if anyone had told us then that wc would be able to Itelp as much as we finally did, we would certainly nut liavc believed it. This sales manager had the friendless, wistful look of a cocker spaniel about to be spanked. So we persuaded television in terviewers at all four stations to give him a rough time--a real Mike Wallace treat ment. .And the sales manager had his audience nearly in tears. They were so sorry for him, as he gave his little pitch on power lawn mower safety. He didn't once mention the name of his company, but four of its shiniest products were on camera with him most of the lime. The commercial value of the irev time an the lour stations was $3,tiUO.U0. Viewer* l>cguii to call up and ask wlicrc they could buy this `'safe" mower. And we were able to book tire sales manager into high schools for demonstra tions and distribute thousands of Power Mower Safety Leaflets to students. When safety supervisors and engineers begin to feel their wav cautiously into an off-the-job safety program for employee*, they would do well to re-evaluate the firms from whom they buy supplies for their onthe-job safety programs. You will find that some firms deal on the basis of price alone, with little thought to quality and none at all to public service. You will also find firms like Johnson Si Johnson who not only sell high quality first aid supplies at a fair price but who have as a public service conducted a nation-wide "Emergencies Don't Wait Week" each year for the past U years. The Resusitube, an aid to artificial respi ration which has saved hundred* <*f live* m industrial accidents, is a Johnson & Johnson development. It is now included in marine first aid kits, and available sepa rately for use m plants and factories. A working arrangement with one good firm like Johnson & Johnson can help your aff-the-job safety program immensely. You ran pick the best brains of a national organization which has been making mis takes and then correcting them for mam years. Their advice on off-the-job safety lias now reached a high degree of refine ment You can tic new efforts to their established ones and get the benefit of nationwide publicity. And it often turns out that this sort of cooperation is more valu able than saving a few cents on a case of inferior adhesive bandages. In summary, let me say that l have been talking to you as public safety director for a chapter of the National Safety Council and I have assumed that most of you arc -afety supervisors for industrial firms, t have attempted to show you how one safety council has worked to organize local co operation fer safe outdoor recreation in the Pacific Northwest. Of course 1 have only- scratched the surface of this important subject You can get othe'r ideas by writing to managers of safety councils anywhere, or by studying carefully the summaries prepared by NSC. Vuhlie Safely Sessions SURGEONS AND SAFETY--THE JOINT ACTION PROGRAM By DK. PRESTON A. WADE American Association for the Surgery of Trauma and American College of Surgeons New York City burgeuns are mure-ted primarily in treating the sick and injured. The preven tion of injury' and -at*:y problem* have iraditionaily been left wihcr agencies However, m the !a-t few year*, the plt>>ician ha* made prevention one of his major interests. The American Avvodxtion for the Sur gery of Trauma and the American College of Surgeons have joined with the National Safety Council to develop a joint action program in which an effort is being made to improve the prevention of injuries and also help the tnunm of the injured. The history of the Joint Action Program began in 1936 when Dr. Charles G, Johns ton, president of the American Association for the Surgery of Trauma, wrote a letter to the National Safety Council pointing tut the necessity for those concerned with the prevention of accidents to work with ilvne concerned with the treatment of the acci dent victim*. The first formal meeting of the top level representatives of the three co-operative organizations was held in October, 1937. This group decided upon a joist action program and formed itself Into the policy committee and directed Dr. Paul K Hawley, the director of the .American Col lege of Surgeons, and General G. C Stewart, executive vice-president of tiw National Safety Council, to have prepared a basic document outlining the program This document was prepared by Dr Jane* 15. Mason and Mr. Ralph Kuhli and wu published jointly in May. 195* entitled, "The joint Action Program." The objective .t tile program was the approach a sUul front to prevent accident* and minimize the serious effects of trauma. The National Safety O.-uscil t concert*-: with the prevention of accidents and thr two other agencies are priman. c>mcerard with salvage after accblvnt- . urrvd but. actually, th , two aspect* -hr traawu problem cannot be separated and the pel*- Jems oi prevention and restoration arc interlocking. As a result of this effort, all of the safety council managers and the local trauma com mittee* of various state* and localities were asked to co-operate and to serve as co ordinators and to promote the program. There were several project* in which all of the interested group* cnuld co-operate One oi these was concerned with the trans portation of the in'urrd in which ambulance attendants would be properly trained anti qualified. Secondly, the community-wide promotion of attendance at courses of in struction In accident prevention and first aid and. thirdly, an effective, vigorous sup port at the state and local levels of the objectives of the President'* Committee for Traffic Safety. Later, in July of 1959, planning memorandum No. 2 added new proj'ect* for the promotion of seat belt* and for safety in sports. The policy committee for the combined program plans and allocates projects and programs. The chairman is Dr. George M. Whcatley, a meuber of the executive com mittee of the beard of directors of the National Safety Council. I am the vicechairman and other members are the top representatives of the three sponsoring orgammticos. We. the turgeunt of .America, arc ex- reasriy interested in the prevoatios oi accijmu and have entered into this association with great enthusiasm. We have found in our efforts to help the injured, that, en many masiem. proper preventive measure* might hare obviated the serious injuries which we Automobile Crash injuries--'One of the nut important efforts in which we have been involved has to do with the prevention ,i injuries in automobile crashes. Wc have noc of course, had a great port in the of accidents except insofar as e have supported the governmental and 1.1 ]Q6l National Safety Congress local agencies in proper screening of appli cants for driving licenses and helping in the usual traffic control discipline. We have, however, taken a great interest in the pre vention of injuries in inevitable automobile crashes. Speed has become so vital in our national economy that we must accept the inevitable price of injury and death. The Cornell University Medical College w.ts a pioneer in the effort to investigate the cause of death and injury in automobile accidents. Hugh DeHaven, in 1940, first beeame interested in the factors involved in freak survivals o( free-falls and suicide attempts. He applied these factors to the designing of cockpits of fighter planes dur ing World War II and as a result of his recommendations, the cockpits of fighter planes were constructed so as to package the pilot in the plane. The improvement in mortality and injury rate was so effectual 4* to cause the armed services to ask him to continue his investigation. It was only natural that his discoveries would be applied to automobile crash injuries after the war. The American College of Surgeons be come very much interested in the results of preliminary studies in which He found cer tain major causes of death in automobile accidents. The first was the finding that passenger* ejected trnm an automobile, at the time of the crash, were apt to sustain severe to fatal injuries five times more often than the jassengerc confined within the vehicle. This led him to suggest the possibility of a confining seat belt. The other finding* of the Cornell Auto mobile Auto-Crash Injury Program showed that there were certain areas within the interior of the automobile that caused serious injury. Usually these were the pro tuberant areas on the dashboard as well as the conventional steering wheel. He made several suggestions, five of which were: 1. improving the design of the steering wheel so as to catch the driver when the crash occurred, cradling him in the steering wheel so as to protect him from the foree of the driving rod; 2. padding the dashboard and removing the protuberant objects from it; 3. improving the design of the car door so as to prevent it from opening at the time of the crash; A adding seal bells; 5. fixing (he seat to the chassis of the car so as to prevent ihc extra weight of the seat with the passenger's body from being propelled atpiinst the front part of the car. These suggestions were considered L> the American College of Surgeon* Trauma Committee and transmitted by resolutions through the Regents of the College of Surgeons to the five major automobile manufacturers in 1955. It is to their credit that they took cognizance of these sugges tions and all complied in one way or another. One automobile manufacturer in cluded all of these five improvements in ihe 1956 model and centered its advertising campaign on safety during that year. Un fortunately. there was a severe drop tn that company's sales for that year and this was thought to be due entirely to the accent on safety. Apparently, safety is not popular to the automobile buyer so this had to be dropped in their future advertising cam paigns. Nevertheless, all of the automobile manufacturers have continued to add these safety features in their automobiles. The Cornell Auto-Crash Injury Research Department made a study of the results of these improvements. It was quite interes-ting to note that the study of the 1956 ear* indicated that there was considerable Ie* danger in injury and death in those cart which had been fitted with the new design car door. The incidence of ejection from the car was considerably less as was the injury and fatality rate as the result of being ejected from the car. A further in vestigation of the use of seat belt* indicated that there was a remarkable decrease iti (he incidence of death and injury a* the result of the use of scat belts. There is no question about it llut the seat belts do not prevent death or injury when automobiles hit, head-on, m crashes at high speed. But for the usual aecidou the seat belt has proved to be a life saving device. The surgeon has also Interested himself fa the pedestrian problem and. rerertly, (he Cornell University Trauma Research De partment has made a study of 200 consecu tive pedestrian deaths, the study being undemken with the cooperation of the police department and the medical examiner of the City of New York. This study will show- that there are a few improvements that can be made in the design of the auto mobile to prevent death but, most certainly, 14 Public Safety Sessions the pedestrian's disregard of the law of Furthermore, Curry and Lytle have traffic lights is probably die must consistent shown in a study of 2500 cases at Flint, cause of death. Mich., that m only one case was speed Surgeons are also interested in the in juries sustained on the farm and as a result of their studies of the injuries treated have made certain suggestions as to improvement in farm machinery. The medical profession has also interested itself in such things as the serious injuries resulting from rotary lawn mowers and gas and oil heaters and has made suggestions that may be helpful in the manufacture and ale of these products. necessary to prevent serious difficulties in the treatment of the patient while, in some nine eases, a rough and rapid ride might very welt have caused an aggravation of the injuries and even a fatality. We, there fore, feel that we have sufficient evidence to indicate that speed is unnecessary in the transportation of the injured and that care ful transportation and obeying speed laws is not only helpful to die patient being trans ported but also will prevent injury and death to the unwary pedestrian and motorist. For many years, physicians hatc taken In my opinion, the speeding ambulance the lead in the effort to control the injuries causes death tu more people than it saves- that result from sports, particularly in 1 believe there should come a time when football injuries. The advice and counsel of ail ambulances should be made to travel at those surgeons interested in the sport have normal speeds and obey all traffic regula helped to prevent serious injuries and death. tions. This concept of ambulance control is Particularly in the treatment of the injured resented by ambulance companies and football player on the field, the proper volunteer ambulance units and many will transportation and care of the patient has give examples of how speed of the ambu | helped a great deal m the prevention of the lances saved a life but these claims are | worsening of his injury. It has been as the all speculative and depend upon the opinion result of the physician's insistence that the of an interested bystander. However, the | practice of sending a player back into the death caused by the speeding ambulance is I game after be has been injured has been not a speculation but is a true statistic I abolished. Many of the serious knee injuries It was iound that La one large American | which are often the result of a secondary city ambulances were used to transport i injury on what might have been a simple radio stars from one studio to another so knee strain have been prevented by proper that they would not have to be delayed by investigation and control. Also, the surgeon usual traffic regulations. Ambulances should ` lias helped in great measure to help design be required to obey all traffic laws and the the helmets and face guards which, in the surgeons of this country will, some day, past, have been more harmful than helpful. give evidence that speed is not necessary in ; ; * Ambulances and S'/vcd--One <ii (he most important contributions a surgeon can make lo safety is the control ':i the speeding ambulance. The excitement and hysteria engendered by an acri-lem u-ually stimulates all concerned to ue great speed in everything they do. As a result, ambulances are usually driven at an unntcc-'ary rapid rate. ambulances and strongly support their con trol. Civilian Defense--There is one further effort in which the surgeons of this country are interested and tliis has to do with civilian defense. With international diffi culties being such as they- arc. it is our solemn duty to take cognizance of the It ii very unusual for one to sec an ambu lance traveling the streets of any city at a danger and prepare for our national sur vival This means tliat the medical profes sion must take steps to assist the govern reasonable rale, obeying traffic laws. Yet. ment in teaching the public as well as the j we in (he medical profession, know that medical profession and paramedical person > there u rarely a need for speed in an nel to treat and take care of those who are | ambulance calL injured in a mass catastrophe. IS tool Xaltottul Safely Congress SHOOTING SAFETY IN OUTDOOR EDUCATION By JULIAN W. SMITH Dir., Outdoor Education Project, American Association for Health, Physical Education, Recreation, Michigan State University, East Lansing, Mich. One of the significant det t-Mniient* in education during the past several decades is the concern tor the wise use of man's leisure time--that increasingly large portion m waking hours when he can participate in activities of his own choice. Due to the influence of industrialization and the ex[landing role of the school, the curriculum now include* a wide variety of offerings which help equip children and youth with the skills, .iititudes. and appreciations which contribute to good living. In a volume cit- titled Leisure and the Schools, the following statement Is made: The entire school curriculum must be conceived at a tool for developing at titudes, understandings, knowledges and skills required for leisure literacy. The most recent announcement from the Educational Policies Commission of the National Education Association lias this to say about cduettion for leisure: The worthy use of leisure it related to the individual's knowledge, understanding, and capacity to choose, from among all the activities to which his time can be devoted, those which contribute to the achievement of his purposes and to the satisfaction of his needs. On these bases, the individual can become aware of the external pressures which compete for his attention, moderate the influence of these pressures, and make wise choice for him self. His recreation, ranging from hobbies to sports to intellectual activity pursued for its own sake, on conform to his own concepts of constructive use of time. An examination of the current scene indicates that the outdoors is occupying an increasingly important place in man's life as he seeks to find good and wholesome adventure and relaxation in this complex urban society. This is reflected in the em phasis In education (mown as outdoor educa tion which helps develop concepts and in sights about the natural environment and man's relationship to it; provides laboratory* experiences for more effective learning in some uf the essential subject matter areas; enables one to acquire skills with which to enjoy a lifetime of creative living; and gets us back in touch with those aspects of living where our roots were once firmly estab lished. Learning in the outdoors applies to the educational activities that take place in out door settings; white education for the out doors encompasses the skills and knowledge necessary' for satisfying participation in outdoor pursuits. Learning through the use of the outdoors as a laboratory contributes to the phase of outdoor education which might be termed the appreciation arts. Education for the outdoors consists of the development of the manipulative and creative skills which are expressed in the more active types of out door recreation activities such as shooting and hunting. Historically, shooting and hunting have been favorite activities for generations. But only in recent years have schools and other educational agencies recognized the need for teaching the basic skills for these significant activities which have lifelong values and in which so many people can participate. Shooting and hunting are among the important activities in the phase of outdoor education which may be called the manipulative skills or education for the outdoors. While shooting has been regarded as a desirable activity in a broad program of physical education and recreation in schools, colleges, and agencies for some tune, it was not until the National Rifle Association initiated its excellent program of hunter safety that the need for system atic teaching of safe shooting and hunting came to the attention of the public la the mid 1940's, the National Rifle As sociation enlisted the cooperation of the National Education Association in setting up a broader hunter safety course which could be conducted in cooperation with the school and community. Hundreds of thou sands of youth have participated through community sponsored hunter safety courses 16 Public Safely Sessions under the leadership of N.R.A. instructors. It became increasingly evident that the basic skills for a wide variety of sports and activities in which large numbers of chil An important phase of shooting safety In the Outdoor Education Project is the pro gram involving the use of the air rifle as an instructional tool. Many elementary and dren, youth and adults can participate should secondary schools now include marksman be a part of the curriculum of schools and colleges and that broad opportunities for participation in these activties should he provided by community agencies and organ ship and gun safety activities for young shooters. A survey conducted by the AAHPER, after the Project had been under way for three years, indicated that izations. Ideally, the home should provide the number of shooting programs in schools early instruction in the care and use of sporting arms, but as in many other activi ties, the conditions of modem living have deprived many children from the oppor tunity for participation with their parents in shooting and hunting. and colleges had increased from 12 per cent to 28 per cent Safety is recognized as an important phase of hunter training. Operating on the basis that a good sport is a safe activity, safety techniques and procedures arc in Prompted by the need for leadership in cluded in the instruction about guns, in the schools, colleges, and community agencies demonstrations of the use of guns, and in for teaching the skills, appreciations and the actual participation. It should be pointed . attitudes through outdoor education, the nut that shooting in an educational program American Association for Health, Physical is considered a sport and is taught accord Education and Recreation initiated the Out ing to the same principles that are used in door Education Project in 1955. Following other sports and games tiiat are part of the the effective pattern in a cooperative pro school and college curricula. gram by business, industry, and education, Shoaling and Hunting Instruction -- In the Project was developed with the financial schools and colleges, shooting and hunting support of the American Fishing Tackle fit logically into physical education and j Manufacturers Association, the Sporting recreation. They are included with other { Arms and Ammunition Manufacturers' In- activities in the regular physical education 1 stitute, and the Daisy Manufacturing Com- class period or through school dubs, intra t piny, and in cooperation with the National mural sports, after-school programs, and in Rifle Association, departments of the special activity periods. Rifle shooting, ; National Education .Association, and the especially, has often been administered as American Casting Association. The Project, a club activity, but in order to provide j now in its seventh year of operation, has more basic instruction for all who need it. given impetus to the initiation of many the physical education class is more inclu new programs of shooting and firearms sive. | safety. Gubs provide excellent outlets for field Over 50 state and regional workshops in experiences and competitive events. Many volving school and college administrators schoots offer concentrated Instruction in and teaefteri, recreation and conservation hunting and correct gun handling in activity personnel, and outdoor education leaden periods and after school hours. This kind have been conducted. In each of these, of instruction often is conducted prior to I shooting clinics were provided, with the leadership of nationally known instructors from the N.R.A^ S.A.A.M.I., the Daisy Manufacturing Company, departments of coojcxvatteo, and Industry. Shooting clinics the opening of the hunting season. In elementary schools, shooting through the use of the air riffe is often included in physical education classes, clubs, after school programs, and in school recreation have also been included In many other departments and school camping. In colleges state and national workshops, conferences and universities shooting may be offered as and conventions. Two publications of the a service course or as a part of the pro A.A-H.P-E.R_, entitled Shooting and Hunt- fessional classes in physical education. A mg and iferksmanski/t for young Shooters, portion of a report on the Outdoor Educa have wide distribution. Thousands of oilier tion Project prepared In June 1%I will publications from the N.R.A,, S.A.A.M.I., illustrate the development of shooting pro and Daisy have been distributed. grams. 17 1961 National Safety Congress Program developments in shooting ' Students learn casting and angling, shoot ing and hunting education, boating and water safety, archery, winter sports and other outdoor activities in school, college, and agency programs. Percentage increase in shooting and casting programs: In 1935--12 per cent *4* of the schools surveyed reported programs Now--28 per cent + have programs (reported in survey of 1938) Programs listed in schools and colleges that were surveyed, most of which were represented in the Outdoor Education Workshops; 1958 survey--Casting: 358 Shooting; 528 1961 projection--Casting: 1000 + Shooting; 1056 Note; More titan a million youth arc enrolled in the schools reporting these programs. Hundreds of other programs are under way in schools and colleges which were not surveyed. In colleges and universities-- 3,000 prospective physical education teachers and recreation leaders re ceive instruction in shooting and casting in physical education and recreation courses and activities each year Total for five-year period: over 15,000--approximately 5,000 of this number are certified American Casting Association and National Rifle .Association instructors Examples: Pennsylvania State Uni versity--900 students receive shoot ing instruction each year Michigan State University -- ISO students receive shooting instruc tion each year. "Outdoor schoolsEntire classrooms of students and teachers spend one week periods in camps, cm school time and as pari of the school program. In 1956--300 school districts in the United States In 1961--750 school districts in the United Slates 250,000 children in elementary ar.d iecondary schools learn science and outdoor skills (including casting, shooting, archery, and woods sur vival) in these outdoor schools part of the school program. Resources--There are many resources tot teaching shooting in the curriculum ot -chooli and colleges and in the programs of community agencies. The National Rifle Association with its certified hunter safety instructors reaches into nearly every com munity to assist in the initiation and de velopment of the instructional programs, Many physical education and recreauos leaders now have had instruction in college or through in-service education and are competent to teach shooting. In most in stances, conservation departments have per*onnei available to assist in the preparauwi >f local instructors and in some instances work directly with schools and colleges. The Sportsmen's Service Bureau of the Sporting Anns and Ammunition Manufacturers' In stitute has excellent publications and pro vides some field service. The Daisy Manu facturing Company, through its Training Services Division, offers leadership and materials in the use of the air rifle. Other leaders are often available from sportsmen'? club* and industry. Because of the extensive participation is ihooting and hunting la the United Sates and since there are firearms in upwards of 23 million homes, shooting safety should be h part of the basic instruction in the public schools and opportunities for participation i-cr those interested should be provided by tiie community. Like other community ac tivities, this can be a cooperative venture between the xJwol and other education and recreation agencies. Local safety councils, sportsmen's club*, parent-teacher associa tions. and other civic organizations can do much to make shooting a safe and satisfy ing sport It should be pointed out that the sport of shooting, through participation in shooting games, constitutes an activity which has great appeal and extensive parti- ctpation for a wide range of age groups. Hie number of hunters each year consti tutes another large group of citizens who seek wholesome eutdebr recreation, many of whom need more instruction In shooting safety. Since sltooting is a legitimate and recog Public Safety Sessions nized spurt, and because oi its opportunities for lifelong participation, shooting safety is finding its place in outdoor education. It is estimated by Marion Clawson that as the vear 2000 approaches, ten times as many people will be participating in outdoor activities. Many millions of these outdoors- men will use sporting arms for recreation. It is a challenge to the nation's educational y*tem to develop outdoor minded citizens who will find wholesome recreation and de vote their effort* to the care and preserva tion of our natural resources which make outdoor recreation possible. Shooting, like many other activities, is an avenue to the ..ut-oi-d*<r, and outdoor education needs to provide the .'pprecation arts along with the skills in order that those who seek the open spaces may find maximum satisfaction* in their endeavors. SHOOTING SAFETY IN ORGANIZED YOUTH GROUPS Bt FRANK L. WYMAN Dtr,, Program Dtv,, National Rifle Association of America, Washington, D. C. 'v* tuig -afety in organized youth d-.e-n't *u*t happen- o safety ever i * It i- planned for an is the end ;* -hie: of cvntinuous and constant effort, "nr 'f this planning and elTort is shown ;n *he Outdoor Education Workshop projrv. It i through this type of educational rk ;lJt we can reach the largest number : pecgle a: an impressionable age fadoubtediy, there were youth shooting many stars prior to the 1920's, but :t was at that time that the first major vrietr effort was made in such groups on a Rational scale. It was at that time that die well known Winchester Repeating Arms Au. organized the Winchester Junior Rifle Corps. As can well be imagined the response iruen young people was immediate, as it always is whtn the words "gun" or "shoot" are voiced around youngsters. In fact, the response was so great and in a field rather far removed from the actual manufacture of rifles and ammunition that the originator of the ides offered to turn the entire project "ver to the National Rifle Association, at that time a small organization. Tlie NRA accepted enthusiastically and et to work to teach both firearms marks manship and safety to boys and girls. The .Association's records were not too complete in those days, but reports indicate lliat it a* not until 1931 that these youth shooting .:rmips totaled over 200. Today there are VOOO Jwior NRA Rifle Clubs actively engaged m a safely training and competi tion program, These clubs have ,i membership of approximatelv 250,000 young men ant] women under 19 scars of age. During the average 12 month period they will earn about 400,000 pieces of shooting qualification insignia, such as medals and brassards which are offered as an incentive to de velop and to maintain the young persons interest through the program, as well as ' attest to the winners shooting prowess. This program has become popularly known a* the XRA Junior Shooting Pro gram and is conducted by volunteer leaders, and instructors in in^al communities. Frankly, the National Ktfle Association is not financially able to furnish paid em ployees for a project with 250,000 eager participants and 53,000 trained instructors. This program to be successful relies on municipalities, schoots, churches, business firms, luncheon clubs and adult shooting clubs to become group sponsors. Dedicated men and women arc required to become the trained instructor* Without these sponsors and instructors this <atety project could not carry on in the successful manner in which it is operating. Many firms and individuals who are members of the National Safely Council arc already actively engaged in shooting safety work. Every member can take part in some helpful manner. The town or city where 19 /0*$f National Safety Congress >0U live can assist with facilities through its park or recreation Department, Your business or employer cun tip likewise and hundreds have done so already, either be cause someone in management had a per sonal interest in shooting or because an employee or business associate called at tention to the need- Your schools, churches ,ind dubs alt shoutd have this good work called to their attention, not only from the *afety training aspect, but also as a recrea tion which appeals to all boys and to many girls. Shooting occupies an enviable position in the safety training field because it is aa enjoyable sport which can be, and is, participated in on an equal level by both sexes and most age groups. Furthermore, it can be enjoyed as a family recreation feature to a degree seldom found in an acute outdoor sport. The family recreation feature has been attractive to many in dustrial recreation departments as an assist to them in their personnel relations. The National Industrial Recreation Association membership m active in support of a marks manship and safety training program. I have spoken previously of the need for range facilities which many municipalities, business firms and clubs are helping to solve. Shooting to many of u brings up visions of large areas being required for one sole purpose--to be closed for every thing except use a* a shooting area. True, some tyPs of shooting do require extensive real estate, but 1 am happy to say that the types we are concerned with today do not. The youth shooting program concerns itself with nothing larger than .22 caliber and usually the firing is indoors, or on outdoor ranges confined to comparable dis tances to those used indoors which is SO feet from shooter to target Sometime* even this short distance may not be available in a convenient, comfortable location and wbes that occurs there are parallel program* at ZS feet with low-power CO, gas rifle* and at 15 feet with spring type air gun*. The same safety training can be accomplished at 25 and 15 feet with the appropriate gun* as is accomplished at 50 feet with the more familiar and commonly known -22*s. More about range location*. Many range* for the types of firing we have mentioned are so located that they use an ares for shooting which at other limes is actively used for an entirely different purpose. For instance, a school gym a a desirable spot A dub auditorium can quickly be made into a satisfactory, safe range; and as quicldy returned to Its status as an audi torium. This comes about through using the available space for 25 or 15 foot shooting or by building the backstop for 22 caliber firing on a platform, which is equipped with caster*. Thus, the backstop is pushed into position for range use and easily moved into its storage space when the area is not being devoted to shooting. Many such ranges are in daily me and more are being built Outdoor ranges are frequently equipped with a low shelf under which the rifles re main at all times, evoa while being fired. Due to the low shdf the rare ballet which would not bit the backstop will be contained in the wood from which the shelf is made. A range soch as this is well adapted to park aneas and has been used during the last two Boy Scout National Jamborees, which by the way presented the opportunity to give firearms safety instruction to 53,000 Scouts who chose rifle instruction as one of the elective sports they wished to take part in. As you have no doubt gathered rifle shooting as a sport and safety training project is very much of a group activity. This U most desirable for our purpose of safety training. An instructor can supervise several young people while they shoot with little more work than required to supervise a single boy or girl Competitive shooting is an ideal sport where those talcing part leant modi beside how to shoot safely and welt Through observing others a youngster learns many correct shooting habits. They team cooperation with their teammates, bow to observe the habits of others and correct faults quicldy and efficiently. They learn that careful and precise handling of equip ment is necessary for good work to result --and all the while they team more about "Safely." tn order to spread safety instruction among organized youth groups to the greatest extent dose .work ts earned or with many other natkoal associations. A natural bond exists between,tbe NRA and the Boy Scoots of Anwia. One of their merit badges is for rifle shooting and here 20 Public Safety Session* the sate handling of fircarma is a very large and important part of the work each Scout complete* to cam this award A tenet of annual postal type tions is conducted in cooperation with several national associations, induding the Buy Scouts, the Veterans of Foreign Wars, the American Legion, the YMGA and the DeMolay. Several of these names may come as a surprise, but through them shooting safety instruction reaches a new audience, tic of youngsters who might not otherwise have been exposed to firearms safety train ing. province, and more are being added each year. There is not a state in the nation where hunter safety instruction is not available, either as a sate project or by individuals dedicated to the work. Millions of pieces of literature, such as manuals, examinations, safe hunter identification cardsand insignia, and safely posters have beendistributed in this campaign for safety. The effectiveness of the campaign, in face of a major increase each year in the number of hunters going into the field, is shown by the many words of praise received from conservation departments. For Each Fall season is heralded by botu the example, the Washington State Fish ami beautiful autumn leaves and a rash of Uame Department recently stated 'Tn newspaper stories on accidents to hunters. Washington it is very apparent that the Close scrutiny of these articles may dis activities in the field of hunting safety have close that the unfortunate victim died from accomplished their primary purpose . , . a cause far removed from a firearm, but the there has been a definite reduction of fatal fact does remain that there are too many unsafe hunters going into the fields and wood*. accidents . . Other states have made similar statements in their official reports. Many times this afternoon you must have A little _ more than ten years ago the noticed that [ mention marksmanship train State of Sew York, through its conserva ing either with or closely akin to safety tion department, came to the NRA for help training I assure you this was not a mis in connection with its problem of too take. When either a young person or adult many hunting accident*. That state had is instructed in rifle nuirk-mumship ;i lame dready used its sp!en<tid corps of game part of that instruction deal- dirutli with wardens in an effort to give safe hunting safety. An expert marksman ! usually \ instruction to young people who were ap safe person with a firearm for he, or she, plying for their first hunting license. Their has handled firearms sufficiently to *lmot game wardens were literally swamped with subconsciously take safety precautions which applicants for instruction and many more have been teamed through hours spent in trained, qualified instructors were needed, instruction, practice and competition. There and the instruction material for this fore, it is not a mistake to mix marksman Special work was also needed. NRA con ship and safety instruction -- they go to tacted its affiliated clubs in New York who gether naturally, An expert driver usually furnished hundreds of instructors the first is a safe car handler and an cxjtert year and thousands later. In cooperation swimmer usually is super safety conscious with our good friends in the National for both himself and others. Education Association the needed material was prepared, both to teach proper instruc tion techniques to instructors and to teach the hunters themselves. From a small beginning with only one state in the pro gram, die now nationally known and ac cepted NRA Hunter Safety Training Pro gram has expanded until at present 51 states are using it, plus one Canadian As said before, each of you, each of your business firms, your churches, lodge*, luncheon clubs and kindred groups, a* individuals and as organizations can take an active part in the program to offer even more education on shooting safety through organized youth groups--the National Rifle Association of America will be glad to tell you how. 21  196t National Safety Congress CAMPING AND SURVIVAL By PRANK MENTZER Editor St Publisher, Family Camping Magazine, Philadelphia, Pa. For a good many years, our family has enjoyed living during our vacations under what many people might consider to be hard ship conditions. We have enjoyed living under canvas, without all the niceties of home. We find it a pleasure to be without television. There is a relief to be away from the jangling of the telephone. And there are many compensations for the inconvenience of a pit toilet, for the trouble of having to tote your water from a central supply. Over the years we have discovered that no matter where we go we always arrange our gear in just about the same way. Thus, separated at the time an unexpected attack occurs. Here again, the camping family is better equipped and trained for survival. Because of the teamwork involved in setting-up and breaking camp, every member of the family knows not only what he or she is expected to do, bet could also take over for a missing or disabled member. We me hearing and reading a great deal about fallout shelters these anxious days. Concrete shelters, steel shelters, indoor shelters, outdoor shelters. What to put in them; what to leave out. everywhere we go our camp has a feeling Bat lave you read one word about bow to of sameness, of being at home. five together m such a confined space? The gear that has given us *> many pleasant vacation trips and happy weekend*, receives loving care. We have developed the hahtt of maintaining and storing it <n that it is always ready for an unexpected op I-ast August we camped with three days of continuous rata. We learned that two adults and two active duklrea com five together in confined quarters and under ad verse conditions. It is possible, we admit, portunity to go camping. that we did not learn this lesson as well Packing the family station wagon has as we could have, for by tbe end of the fallen into a routine: each item has its place, third day we were all a little edgy. predetermined by experience. If we are ever forced to seek refuge in Now, suppose war does come again into a fallout shelter, we will be better prepared our tis'es. Suppose the order is given to to survive because we know what many of evacuate that section of Pennsylvania iu the pitfalls are and, I hope, how to avoid which we Jive, As a typical camping family, just how arc we better trained and equipped for survival r them. What 1 have j'ust said about the ability of the camping family to survive is based First, because we have been training to operate under "adverse conditions", wc could pack our gear into our wagon and be on our way in 30 minute*, t'pon arrival at the evacuation zone, we could set-up in less than .in hour--completely prepared, equipped and trained to live under these conditions for an indefinite period of time. In contrast, can you imagine the pande monium that would reign in the homes of my neighbors, none of whom are campers? For that matter, ixjw tong would it take your family to evacuate? When you arrived at the safety zone, what would you do? One of the many conditions that are men tioned in e\ery discussion of civil defense i the probability that the family will be on my own family. I know our own situa tion best. Bat wist I have said Is just as true of most every other camping family. We will all differ in degrees - but we are all trained and equipped for survival as family groups. None of us tad ourselves into thinking that fife under emergency conditions will be anything like vacation camping. But the transition will be easier for us than for our non-camping neighbors. I am not "some kind or a aut, or some thing.** I do not prmch the gospel of doom and gfoorn. On the contrary. I am the eternal optimist. I honestly do not believe that 1 wilt ever lead my camping gear into mv 22 Public Safety Sessions i.itiuii wa^.H ini' any reason other than a pleasure trip. But if l am wrong, our family will move out with the efficiency and confidence learned through camping for the fun of iL And we will be able to (end help and "uidance to a mass of people who witl l>c thundering in a sea of confusion. Today, survival is nicniii*md primarily in connection with nuclear blasts. I tut there are other catastrophes--that families, com munities and a nation--must be prepared to survive. In all of these, I believe, the family that camps together has the best chance for survival, and makes the greater contribution to the future of our nation, SAFEGUARDS FOR BIG CROWDS AT AMUSEMENT PARKS AND FAIRS By AULTON D, MULLENDORE Asst Supt, Engineering Div. The American Insurance Group, Newark, N. J. The subject of public safety, u* it relates to crowds at amusement parks and fairs, is something I am sure many of you have not thought much about. This lack of interest may be explained by the tact few of you are directly responsible for safety of persons gathered at amusement parks and fairs. How long has it been since you attended an amusement park or a fair? I am sure it has not been very long; most of us have either had a personal urge or have been urged to attend such events by members of our families. If you have not attended such an event, it probably will not be long until you will have had the opportunity to do so. If you have attended such an event, you should have been concerned with this aspect of public safety. I believe that any person, in any crowd, should be alert to any condi tions which might conceivably produce an emergency and a resulting panic. Think with me for just a moment about this problem is order that we may put it into proper perspective, 1 have tried to estimate tbe number of persons annually exposed in crowds, at amusement parks, beaches and fairs throughout this country. The only conclusion I can reach is that the total annual attendance far exceeds the total population of the United States. This is certainly an astounding figure and it is a foregone conclusion tint, if this be the case, .uch crowds pose one of the greatest public atrty problems we have in these United States. We must be alert to the fuel that crowd* in amusement centers are becoming larger. As more leisure time is developed, more of it will be spent at amusement centers. People will seek out such places >>f amusement as a means of relaxation and escape from the routines of work and normal living. To help get this problem imo perspective, let me elaborate. There are approximately 300 cities wit*- a population of more than 100,000, and there are over 3.000 countio in the 50 states, all of which are constantly promoting, arranging and causing crowds m gather at public places. AH of the major, and many oi the minor, cities in the Nnited States boast of having one or more amusement centers, either privately or publicly owned. Each year the season usually begins with Memorial Iriiy and runs for at least three monLhs, ending with Labor Day, so you cat: see most ot these places of amusement operate at least one quarter of the year on a seven day per week basis. Many of them, in areas of moderate climate, are open on a longer schedule. Places like Disneyland, and the state fair grounds in Dallas are open for longer operating seasons. Furthermore, keep in mind that practically all of our state.* hold some kind of state fair, and a large majority of the counties within these stale?. conduct fairs. You may be saying that these are not crowd exposure* because people are not grouped in confined areas, but tel me re- 23 1961 National Safety Congress mini] >tm lli.it at all of these amusemoit j^rks :md fair*, there arc .special event* winch ere repeated, sometimes nightly. I teicr to events such as rodeos, horse race, stock car races, fireworks exhibitions, prize fights. tee shows, horse shows, ball games, loliticaI rallies, dance halls, roller skating rinks, restaurants, boat races and excur sions, musical concerts and drama programs. Also, there are man) amusement device* which carry dorms, and sometimes hun at amusement parks and fairs be considered a special problem? Why separate these from crowds at professional football and basdttll game*? Isn't the hazard the same? The difference is that crowds at major ball games are generally larger and of necessity require and get special handling. Millions of dollars have been spent, in a well planned program of permanent building* designed and constructed to provide safely for these groups. dreds. such a* roller coasters, miniature Crowds at amusement parks and fair* trains, ferri* wheel*, and the like. Readily, often gather in buildings which were not we see that the problem of group exposure originally designed for public occupancy. .<( such events in the foiled States is some Sometimes these buildings are conversions thing for us to be concerned about. So let and do not pouett the same safety standard us become aware of this exposure and which would be required today for new properly control such crowds in order to construction. Building and electrical code* prevent catastrophes. ..were not in existence or were not enforced Many companies annually plan group picnics and excursions which crowd em ployees into place* of amusement in num bers sometimes in excess of the building wr area capacity. They crowd into amuse ment devices to the point of overloading. A few years ago, at a mid-western park, a miniature train was upset when a rowdy group of picnickers over-loaded and began swaying and rocking the ride excessively. *hea these structures were built. The original design and construction might not have contemplated their use as a place for public assembly. Some of these building* may have inadequate exits, sub-standard lighting, and in many cases no emergency lighting at all. They may have inadequate ventilation, may be built of combustible materials, and may have weak foundation structures susceptible to collapse under Dozens of riders were injured. Let us be heavy loads. aware of this type of exposure, and con I might add that all too often these tinue to set up controls in accordance with combustible materials arc made more haz the purpose of our profession as safety ardous because of the addition of non* engineers, police, security officials, etc. flameproofed drapes, bunting, billboard*, l,et me pause here to pay tribute to the individual owners and operators of amuse ment parks, pools and beaches. This group ,,f responsible businessmen and women liavc long been concerned with the safety of their patrons, and with few exceptions, have provided adequately for the public's and other decorative or advertising mate rials. Oftentimes, the addition of such materials cuts down and reduce* the number of exit units. The famous Coccanut Grove Might Club fire in Boston in 1942, where 492 persons were burned to death is an example which illustrates this point, safety. The National Association of Amuse !b speaking of collapse, I am sure that ment Parks, Pools and Beaches, with you have seen a parade, a political rally, headquarters here in Chicago, is doing an or a sports event, which called for the outstanding job of promoting safety among erection of temporary stands or bleachers. its many hundreds of members throughout All too often, these stands or bleachers, the United States. In spite of the fact that because they are temporary, are not each year, millions upon millions of persons properly constructed. Footings are not assemble in groups at amusement parks and secure, bracing may be inadequate and the fairs on an almost daily schedule, none of quality of materials used is not commen our country's 'major catastrophes or holo surate with load requirements. There have causts have occurred at such places. This been repeated instances of catastrophic! segment of nmrrican amusement industry is where grandstands have collapsed, seriously indeed to hr commended for this accom injuring dozens of people. The best example plishment. of this was the collapse oi stand* at Balti You may ask then, why sltnuM crowds more Regiment Armory in March, 1952, in 24 rustic Safely Sessions nlixh JLi't i-rr^-n- were injured white watchmg an Kt lvw. A more recent in- 'idcs* was the collapse of a viewer's stand at the Indianapolis auto races in May <>t U* year. Two died and scores were in jured A few moment.* ago 1 mentioned nontUmeprx>ie*l material*. Thi* brings to mind one of the greatest catastrophic* in the country's history. It did not involve an amusement park or fair, but it was a place of amusement I refer to the circus fire which occurred in Hartford. Conn., in 1744 in which 148 persons were burned to death when a big-top tent was completely dc-troyed by fire. Tents are a continuing problem at places of xmmnent, especially fairs, because smaller tents are often used as a temporary structure to house crowd*. Occasionally, we find than at amusement parks. Tents are always a fir* hazard unless they have been properly flameproofed, and occasionally, they pose a problem from the standpoint of collapse due to sudden wind gusts. f also referred, a few- minutes ago, to buildings not having proper ventilation. I am sure >ou are wondering why this should he a concern of ours when thinking about the publie's safety. Over-crowded, poorly ventilated building*, nr area* can conceiv ably cause panic, and panic as you knuvv, often causes injury'- Uct me cite you a couple of instances; one back in 1936, and another one within the last year or o. fn 1936 when Texas was celebrating itcentennial, thousands of public school chil dren were transported and gathered at the Colton Bowl to witness and participate in the celebration. They were gathered to sing patriotic songs commemorating this great event It was a hot, still, sunny day when these thousands of children were gathered on the playing field and in the stands. The stated objective was Jo crowd as many persons as possible into this place because great numbers would be impressive. You know, they like to do things big in Texa*- Suddenly, without any forwaming, doz ens and dozens of the*c children began to faint, collapse, ami fall itcmti>e of extreme heat, excitement, and the crowded condition. The sltape tn* the Cotton Bowl, together with the existing weather conditions and the immense crowd brought about a situa tion which caused (he children lo lose consciousness and >uu can well imagine how serious such an emergency could become, a* panic ensued One would think that such a place, would have natural ventilation at all times, be cause it is open. Here was an emergency created because of the lack of proper venti lation, even in an outdoor are*. Properly ventilating the Cotton Bowl, under similar conditions, would itave been almost an impossibility. The control of such situations obviously is in proper planning and super vision for -tich large crowd*. Potential emergencies must be anticipated and planned fur; in so doing, they arc prevented. I should like to bring another incident to your attention. It occurred a couple of years ago in a mid-western state and received a considerable amount of national publicity. At a basketball game, in a public school gymnasium, the school buses were parked near the building air intake vent; during the course of the game, the engines of the buses were permitted to run in order to keep the buses warm. The exhaust from the buses was drawn inside the ventdating system. Many people inside the Gymnasium were overcome by carbon monoxide. Natu rally, confusion and near panic ensued. 1 cite these instances to show* you how remote the cause of a catastrophe or panic can be I cite them also to emphasize the point that any time you have a crowd of people together, you have a problem with reference to public safety. We usually think in terms of Public Safety as it relates to fires. As we all know, it is certainly one of the primary factors to be considered when crowds of people are assembled; but, a* you an *ee, these are not the only factors to be considered. Any con ceivable emergency which might cause panic, should be anticipated and procedures put in force to deal with it. just in case it develops. Panic, which develops within n crowd of people, is a horrible and often a catastrophic experience. Therefore, panic control is fundamental and basic in handling crowds. Whether the h*catim is owned by an individual, a inttiiuipalily, vuiinly nr state, it U always itnjx .riant i* see that one person, or belter still, a committee of per sons i* assigned and given the responsibility 2S 1961 National Safety Congress for public safely. All too often, events arc planned, publicity arranged, and large crowds are expected to gather without anyone in particular giving thought, or being concerned about the safety of the people. You may say, well, that is every body's business. I agree with you, and I am one who believes that everyooe should be concerned, not only with his own safety, but the safety of all the members of the public However, being concerned is not like being responsible There must be someone, or some committee, assigned and held re sponsible lor the public's safety- liven though wc`d tike for everyone to be con cerned, we cannot escape the fact tliat the a smut, `'that which is everybody's business, is nobody* busines," still applies. Someone must be in charge oi safety and be held responsible. Your local police and firemen are always available to consult with you and help you plan such events, Building inspectors, em ployed by municipalities, can advise you concerning exit codes, building floor load requirements, wring, and ventilating re quirements. Your fire marshall or chief can give you advice on flame-proofing materials, and setting up permanent as well as emer gency' Are fighting equipment. He will assist you in training your em ployees in handling emergency situations. Tor most events, local and state police are available for on duty assistance if they are called upon. Stand-by firemen arc like wise available and often render valuable service. If public police and firemen are unavailable in your area, you can designate and train your awn employees to carry out certain function? in the event of an emer gency Advanced safely planning i* absolutely essential where crowds gather. Hays before the crowd assemble*, those responsible sliould inspect the area, checking exits, uing the national building exits code as a guide, because this is generally the accepted standard throughout the country. Any de- fcctivc wiring should be removed and any new wiring needed fur the performance should conform with the focal and national electric Codes. It is important to see that emergency lighting is installed to take care of any kind of temporary' disablement oi the regular system. This inspection should involve all of Un seating arrangements, making certain there is no collapse hazard and that there will be no overcrowding in the event it become* necessary to evacuate the place. Competent technicians should check out the heaiinz and ventilating systems for defects and ade quacy. Adequate fire extinguishers should be available ami those responsible should be familiar with their location awl method of use. Finally, management should review what has been done by the safety committee, making sure that there is nothing in exist ence which is likely to cause an emergency. These plans should involve details of what each usher, watchman or other employee will do in the event an emergency develops. So, in summary, i might point out that there are several major causes for catastro phes and panic when you have crowds gath ered. They are fire, collapse of structures, poor ventilation, and overcrowding of places of assembly and amusement devices. The three points I want to give you for control oi ties* hazard* are: 1. Place the responsibility for public safety upon an individual or a committee. 2. Secure the help of all public agencies such as police and firemen; appoint or lure additional help to handle the crowd if needed. 5. Days before the crowd assembles, man agement should make a complete inspection of the premises, checking lighting, structure r,i buildings, heating, ventilating, and fire hazards; make sure there are adequate con trols established to take care of any emer gency; check also to see that all known hazard* have been removed. I conclude with this admonition, plan not to have an emergency, but also plan to have one. 26 fubhc Safely Sessions WHEN INDUSTRY HAS A SERIOUS EMERGENCY. WHAT IS THE PUBLIC'S JOB? By HENRY E. WEBB. JR. Safety Dir,, Nitxo Plant, Monsanto Chemical Corp., Nitro, W. Va. The public's job i* to .tsjivt in titc con tainment i,i an emergency and in an or derly return !< normal operation-, Tu un derstand this job. we must have the amwer? i<< several questions. t. Who is industry? 2. Who is the public? J Wliat is a serious emergency ? 4. How does industry plan for the con tainment of an emergency; 5. How- is the public included in such plans? 6. Who is responsible for coordinating the public's effort? Who is industry; Industry is a plant or a group of plants. Within the term ''plant'* we have first of ail the people that are engaged in the operation of the plant, whether they are on the actual property r away irom the plant, so long as they owe their livelihood to the proper opera tion of the specific plant. The real estate enclosed by a fence is a part of the plant. The buildings and the equipment therein are pans of the plant. A particular plant may* be a portion of a totally industrial community or it may be a part of an in dustrial-business community or it may be a part of an industrial, business, or resi dential community. Who is the public? The public is com posed oi people, property and equipment within a gives area. There may be an over lapping as in the first instance where the public may comprise a community which has a plant or business or residential area, any one of which may be an exclusive mem ber of a public community, in addition, we will certainly find other dements of ronsnunity life such as organizations whose purpose is to protect the common good, the fire department and the police department. Educational institutions, churches, lta*pual, libraries aad other plants whose purpose is to assure community members of a well- rounded Hfe, generally, complete the total community. There is considerable overlap m the term.* industry and public. If we consider our peo ple, vve find that they arc oi <u industrial community and may be a member oi still another "public" community. A person1* al legiance and interest most certainly are governed by his own residence. His re actions to a situation winch will involve his family wilt be more acute than to a situation lint is remote to the well being <>t his own family. For the ftxmi/y of (he individual in the plant, their concern about the safety of other individuals in a plant where their breadwinner is not a member is of a lesser degree than the plant where he spends liiv working day. The whole of a specific com munity whether it be totally industrial, resi dential, business, nr if it i>e any combina tion of these, must be examined very closely to determine where one ends and the other one begins. Xgw let us examine question three. What i* a serious emergency? fn our industrial environment almost routine plans for the handling of an emergency are developed. In the chemical industry for example, one mut assume that certain things may go wrong with an operation. Therefore, means arc provided to care for an unusual oc currence. A sudden pressure rise in a re action may be compensated for by an over pressure device on the reactor or by cooling or by a combination of the two. One step further, if a reactor's content* exceeds these control measures and a ma terial is released which is flammable and which catches fire, an emergency beyond the initial scope of the safeguard is en countered This emergency may be countered by sprinkler systems or by other method* to extinguish the fire. Suppose a fire which exceeds the ability ..{ tfie extinguishing agents occurs, then there are measures such as diking and hold-up ponds as another line of defense. If the entire reaction occurred in such a rapid fashion as to spread large amounts IPSil National Safety Congress >>( flammable materials over a wide area oim|ilctclv beyond the scope of sprinklers and ponds, there is the plant Are organiza tion which becomes effective, and we bonier on a serious emergency. This emergency may or may not be within site ability of the plant to contain. It may endanger adjacent operations which in turn can create even more serious problems. If the material which is burning and which has threatened the surrounding plant area .*1so gives off toxic vapors, the entire plant is then threatened and if the plant is ad jacent to a residential or business com munity we have a threat to the "public." Since there is a threat to the "public** and it lus been recognised, most plants have plans for the containment of serious emer gencies. In one area it may involve only the co operation of adjacent industrial organiza tions. In another it may involve a total industrial-bustness-residoitUl area. The Kannwlia Valley may be considered as an ex.unple of such a heterogenous community .irul an example of how industry plans for he containment of an emergency. So, ques tion four is best answered by a description >>f the Kanawha Valley Industrial Emer gency Planning Council. The KVIEPC includes the area along the Kanawha River from Gaulcy Bridge to N'itro, _a distance of about 60 miles, and from Charleston north along the Elk River to Clay, a distance of about 43 miles. High hills border these rivers and limit the size and number of ways in and out of the greater Kanawha Valley. These limiting factors were emphasized during a serious plant emergency when aid to the stricken plant was delayed because of heavy traffic that included many sightseers. Following this incident members of in dustry met and developed the Kanawha Valley Industrial Emergency Plan which was approved on May 21, 1952. Refinements <f the Traffic Diversion Plan and expan sion of the Emergency Plan's scope fol lowed. The name of the mutual aid group was changed to the present one but the objectives remained as they are today. The valley 1$ particularly heavily industrialized from Belle to Nitro, In the KVIEPC we have 34 members and 31 associate mem bers, 100 per cent of the eligible groups. The objectives of the KVIEPC are eight fold : (1) To establish a well-coordinated and practical long range plan for handling in dustrial emergencies in the Kanawha Valley. (2) To build public confidence ia and understanding of how to cooperate with established industrial and utility emergency procedures. (J) To insure cooperation with municipal, county and state agencies to the same ex tent that the public may be involved or affected by industrial emergencies. (4) To encourage self-sufficiency in each industrial plant and utility installation with material assistance from others within set limits. (5) To establish an organization of Ka nawha Valley industries and utilities itt or der to facilitate cooperative action to any degree in event of an all-out emergency' (conflagration, sabotage or enemy action). (6) To set the stage for appropriate eval uation of potential industrial emergencies appraisal of the adequacy of available materials and manpower to cope with fore seeable emergencies. (7) To improve techniques and facilities for emergency control through: a. Application of available manpower and faciUties more effectively, and b. Supplementing protection within prac tical limitations. (g) To cooperate fully with national ef forts to safeguard industrial plants and their utilities in order to insure continuity of production in peace and war. Each organization sends to the council at least one official representative and one alternate. The council U responsible to the managements of the participating industries und utilities. The council elects a president, vice-president, and board-ol-directors aU of whom serve for one year. The president and vice-president serve as chairman and vice-chairman, respectively, of the board of directors. All past chairmen of the board will serve as ex-officio monbers to the beard. Board-of-director members serve as chair men of the standing committees of KVIEPC These committees are: communications, fire protection, materials assistance, medical and welfare, membership and by-laws, program, 28 i'ul/lie Safety SVrriiiin public relations, risk evaluation, .security and qanizations such as the Red Cross, Salva traffic. tion Army, civil defence auxiliaries, and Other officers ti the cutiticil arc secre tire and police auxiliaries. tary and treasurer. The responsibility ter coordinating the The "gut*" of KVIEPC is our traffic public's effort, in answer to question six, diversion plan. Zones have been established it the responsibility of the duly elected pub and all police agencies in each zone have lic servants, whether the public consists cooperated to work out methods of divert totally of a residential community, or of ing traffic from the disaster scene and at a residential, business community, or even the same time pass through roadblocks the if industry is included within the boundaries aid needed at the stricken area. Hits plan of such community. It is his job to make is tested continually by dry runs and re certain that through all avenues of com vised as the need is observed. munication, people are advised of the emer Frequently one or more plants in a given rone will simulate a serious emergency in vrder to tent other iacets of the mutual aid plan. gency that exists and are instructed as to how they might ben aid in returning the situation to normal. It is his responsibility through his de tt ts well to emphasize that there is no partment of public vatety to iee that com magic number tint activates KVIEPC KVIEPC it a method ot operation, a way >t cooperation, a simple jiolicy ot good ueighborliness. When a plant has an emer mittees and sub-committees in whatever de cree necessary arc formed and that the work of traffic control, ui the control of people in and out of the area in private gency tlut threatens to Ircvome serious, an and other vehicles is determined: that evac- authorized representative of management will call that state police nearest their plant. He will state that an emergency exists and re quest that the traffic diversion plan for his uation routes for the general public have been established; tlut emergency supplies in the kind and amount needed as dictated by the community's character have been area be activated. If assistance in the form of material, manpower or a combination of these is re quired, it is requested by the involved plant who calls direct to a member organization established; and dial his plans have been tested through dry runs to a point where he can expect that the general reaction, when the emergency alarm is given, will be carried out along pre-determined lines. fur the aid needed. (Our KVIEPC has been alerted and has rendered assistance in the `'natural'' disasters that have afflicted the communities within the scope of our Since Industrial emergencies van involve a total community and because sueh events may be caused by natural forces and con sidering that the total community may have operations since the inception of the plan.) Question five. Within the KVIEPC the total public is included. The plan as out lined has as members all of the individuals developed after the industrial start, we must concern ourselves: with moral rather than legalistic values. In an area where a mutual aid plan i who either manufacture or handle danger ous materials or who find themselves giv- ing service to such industry or who are themselves concerned with the preservation exists, is tested and working, the public job is largely one of considered cooperation. Where no plan exists the previously out lined one can be made to work. of life and property. First, a traffic plan must be developed. Civil defense plays tin increasing part in the containment of emergencies whether they be natural, industrial of caused by enemy action. Civil defense in a well-or ganized sense ts largely accomplished by existing officers of a community who simply swap hats when the need arises. Possibly the largest segmau of the non-industrial It must be tested to detect and eliminate the bugs in it. The best plan in the world is no good if shelved after its conception. Some communities have developed wonder fully comprehensive plans but have done nothing to ittiflatten! them and when dis aster has hit a tremendous loss of life and property has occurred. public finds its place in industry's plans for Second, a risk evaluation group must be the containment of an emergency in or- organized to assess the needs of a particu- 29 1961 National Safety Congress lar area. From this croup will be developed lines of communication and oilier functions necessary for the preservation of life ami property. Third, the plan must be widely publicized. Everyone in the community must know that a plan exists. Everyone must know the re sponsibility that he has to the community in which he resides. Everyone must coop erate in the plans and tests to the degree that he is involved, be it to stay at home and listen to the radio or for a phone call, or to follow a diverted traffic, or to come to an assembly area for assignment. The "five knows" of emergency planning tliat have been developed by KVIEPC ap ply to any mutual aid effort. They indicate again, public's part is planning and aiding to restore normal operations after an emer gency has been dealt with. < l) Knasif Your Hazards To prevent an accident, to avoid an emer gency, requires that one must recognize a hazard. Whether we are part of an in dustrial plant or a "communal plant" wc must be able to pin-point the type of emer gency that we might encounter. The range of emergencies is wi<!e. It might be some thing as personal as a heart attack, insulin shock, heat stroke and the like. It may be something a unexpected as the Dash Hood that claimed twelve lives this past july in our Kanawha Valley. It might be fire, explosion, mechanical f.iilure. inadvertent release of air or water contaminants, even toxic gas or radiological c vposure. Hurricane, tornado, earthquake or war time are but a few more of the problems that confront one who is "hazard hunting." It is a tribute to man that he can handle hazardous materials safely; that he can per form hazarduus tasks safely. We seldom hear of an electrician being electrocuted, or a trained deep-sea diver drowning, or a "powder man" blowing himself up. The outstanding record of the Atomic Energy Commission and the various space age agen cies is example enough that knowing your hazards will minimize the potential for ac cident* and the development of emergencies. (2) Knoxo Your Facilities As a member of the chemical industry. I can vouch for the need for good plant layout, proper arrangement and specifica- li.m* for equipment and machinery, prescrip tion of adequate protective equipment with, full recognition of hazards inherent in the process. Wc must know the limitation oi our facilities if we are to combat acci dents. We must be aware of the conse quences of the loss of our protection de vices and instrumentation, loss of control and loss of manpower who are in position to take emergency action. (3) Know Your People Risk evaluation such as those made by insurance engineers involve pinpointing of hazards and their potential to inflict harm to people and damage to facilities. The es timates of these hazards and their effect determines premium rates. This illustrates that no matter wfiat we do, how we do it or where we do it, the common denomi nator in all of our thoughts and calculations is fieofile. The insurance engineer's evalua tion; the research engineer's project; the chemical engineer's pilot plant. We depend upon the manufacturer of railway tank ears, of pressure vessels, or an atomic reactor to make these items with "built-in" safety factors. We have to de pend upon the pilot of an airplane, the driver of a car or a chemical plant operator to take the prompt, proper aelion when danger appears. We can develop, communicate and com pletely understand information concerning potential hazards and limitations of facili ties, but if we have no plan of action, very little will be accomplished. Knowing our ixople means knowledge of ability to ap ply the emergency plan. People must have :i willingness to cooperate and be motivated by opportunities to drill and test themselves. We possess five senses: seeing, smelling, tasting, hearing and feeling. Every one is essential to accident prevention and disaster control. Even these will not produce the results we want and need if attitude is wrong. If mutual aid is to work, then the attitude of the managements concerned must exemplify the willingness to cooperate as a good neighbor. The plant or community that seeks help through mutual aid must t>c wilting to give help in return. The principle of self-sufficiency must prevail lo the maximum. Government agencies and authorities and private agencies concerned with the pro tection of life and property must eliminate 30 Public Safety Sessions {litical bias and genuinely cooperate to *eck a c- --tr--*->n plan for emergency action. (4) Knote Your Community In an industrial sense community rela tions are affected by an industrial emer gency. In a "communal" sense industry is affected by a "public" emergency. For in stance. an aut>< -mashes * power line and shuts down the community ineluding in dustrial operation*- A train derails and spills flammable, toxic material into a tank farm. A targe supermarket is closed, a teak In a gas main occurs, an exptoion throw* flaming debris throughout the "communal" and industrial community. From past experience we can predict what .m uninformed "public" will do in each spe cific emergency situation. If you don't be lieve me, read Omald Robinson's The Fact of Disaster. He has compiled an excellent bibliography i.r re*earch in "disaster be havior.'* An informed "public." a "public'* with a tested mutual aid plan that carries assur ance for those who might panic and disci pline for the curiosity seekers is the sort of "public" that we are discussing today And working toward nchiesmg tomorrow. Knowing your community means fulfilling a moral responsibility to do one's part in a community concept of emergency planning and disaster control. The introduction of the fire chief to the plant emergency on the evening oi a fire makes no sense. The change in a traffic pattern that might affect emergency mutual aid to a plant will not be r- rognized as a hazard unless police authorities are aware of their part in the overall plan. The Salvation Army, Red Cross, members of the press cannot be ex pected to perform their services without guidance of those who know conditions and potential dangers. The director of civil de fense should not have to dictate emergency orders involving hazardous conditions be yond his technical abilities to recognize and control. (5) Know Your Plan Howard Minckler, director of manufac turing of the Organic Chemicals Div.. Mon santo Chemical Co., speaking at the Fourth Annual Industrial Mutual Aid and Disas ter Control Conference at Cincinnati, May, 1960, said while discussing mutual aid, "The point I want to make is that the road to preparedness begins at home. We have to make the effort to stand on mtr own two feet before wc e.in expect others to join us, . . , Wc must make detailed plans to avoid the risk of being unprepared to meet these responsibilities." Your plan has to be designed to meet the specific and unique needs of your in dustry. jour community, your topography, your people. A single point of authority is desirable for planning and must be strived towards in serious emergency though the pitfalls to such an achievement arc many. In the Kanawha Valley, we speak of a cooperative authority and a procedure that brings together the leadership necessary to cope null a given set of conditions. You have heard of the title "Emergency Director." It has been used many times. ( tell you there ain't no such animal. We du not direct emergencies or disaster*. The chaos resulting from an emergency dictates the regin*iMi,/z fur control. If your iiouse is on fire, you have called the fire department and you direct the chief to the scene of the fire and give him in formation about v hat's burning, location, etc. The fire chief determines what sort of equipment is necessary to extinguish the fire and to protect adjacent *tnicture* from exposure. I'rompt-arriving police determine who comes into the lire area and is avail able to obtain aid such as medical or ad ditional fire equipment. The wfed dictates and directs the action. A traffic diversion and control plan is of the utmost importance. We must be assured that emergency aid in any form can be called for and can get to a stricken plant, quickly. Also, the problem of evacua tion. clearance oi the injured to hospitals is of equal importance A master plan for cooperative action between nre departments in a specific area is fundamental. At one plant in the Kanawha Valley eight fire companies from six municipalities worked successfully in a team operation to provide water for fire fighting at a chemical plant which lost it* own protec tion because of an explosion. Now the fire services are in the best position to solve thetr own problem* but it is tip to those dept-ndin;} on the fire service to let them know what these potential problems might l>c. J! IWjI Xtilinal Safety ( cmtjrfSS A good basic medical plan including res cue and first aid xt the scene in cooperation with fire and police services ami planned usage of local hospitals are practical parts of any plan tor disaster control. Material assistance is a well-understood term in mutual aid circles. But unless there is a registry and procedure to ask for spe cific assistance in an emergency there wilt be no guarantee that the mutual aid will be efficient or effective. Your plan should .`tart with your personal knowledge of "Wliat you would do in case of!" What U your building plan, area plan, plant-wide plan, the plan to seek outside aid? What are your ties with Civil Defense and the Red Cross? In dosing may I stress that people cause disasters and people restore conditions to normal. We can each do our pert insofar as each of us knows his job and participate* fully. To sum up. lets look once again at the original six questions and their answer* as to what part the public plays when in- lu*try has a serious emergency. I, Who is Industry? til. What is a serious emerKsacy? IV. How doas industry plan tor the containment of an emergency? V How la the public in cluded in such plans? VI. Who It responsible for coordinating the public? People I Property 1 Equipment , ;nt U People Property | - ~ __ c"TM," LIo*l Equipment j , 1 Total f Community j \ 1 Industrie! Residential f J Business One that threatens i Invoice a total industrial or cow muaal plant. Plant emergency plans and mutual aid organisation. Thru mutual aid. CO and/or other emergency service or ganizations . .. Duty elected public oAScers with aid from business snd in dustry management. A cooperative authority. Appendix Emergency exercises are practiced in earn est Our folks know that an Incident could occur which would call upon all their skills, that might sorely tax their ability to act reflexlrely--to do the right thing at the proper time. Therei is a minimum otf Joking aanrdJ kidding during these tests. Occasionally, somev,,r .j doused by a water hose or showered with foam as the simulated fire lighting ac tivities are carried out. Such thins* are ac cented with good grace. Once In awhile a really hefty 'victim* 1* chosen and then we have many comments from the Utter bearers. In i*37. the National Association of Manu facturers visited Charleston. West Virginia, and made s Aim about the Kanawha Valley Industrial Emerrency Planning Council. A copy of thle Aim way be borrowed from the KVTEPC or from the West Virginia Safety Council. 90C Nelson Building. Charlestnn W, Va. Last year Monsanto was the ncene of one ft the many drills that are conducted to test in-plant plans as well as several facets of the mutual aid plan. Communitv Mutual Aid The FWc -Knows" f Hasardt--Fire. Explosion. Electric Shock. Toxic gas 1. Gaa lines (other burled pipelines! 1 Electric servlre (transmission lines, dis tribution systems! j, Transportation through dty (Train, truck, pipe lines, air lines, boat) 4. Flammable* stored in area (Gasoline In servlre stations, autos, trucks. HOMES, stoics) 5. Adjacent Industry (Us threat potential) It. FactKite* 1. Homes and material* stored therein 3 Business's such as Grocery. General Mcr- rhandtae. Dry. Exterminators. Hardware, etc. 3. Schools, churches, hospitals, bank* -- other public buildings ill. psople Housewives, children at home. InArm and 111 at home School children Business people Professional persons Artisans and craftsmen, ete. IV, Community Street layout: dead-end streets, width or ^Bujtfneaui^^ufa residential distribution throughout community, ... Building's else, type, ooc*traction, heating, ventilation access. Schools, churches snd other publle building. How protected when empty. Police and Fire Protection Mutual Aid Civil Defense DRILLS Home Schools, churches Hospitals Business buildings _ Other public buildings Methods of Inspection--checking for flammnbie or toxic vapors-gaa leaks {natural gas ,,.,,iygen--CO.--CO--cleaning Aulds, etc.) rower failure--who affected, how. Fuel supply failure--Prelection, how. 32 tr'il Saliamit Safely Cattgress WEATHER FORECASTING FOR BOATING SAFETY By PAUL H. KUTSCHENREUTER Asst. Chief, U. S. Dept, of Commerce, Weather Bureau, Washington 25. D. C. THREE DROWN IN SUDDEN SQUALL HEAVY SEAS CAPSIZE PLEASURE BOAT COAST GUARD RESCUES SIX How Often have you jecn similar head lines? What can be done--or could have been done--to prevent, or at least to lessen (he number ot such accidents? Know the \eatherl The June 1901 issue of the pu in cludes a summary of the Coast Guard's tabulation of 3.790 recreational boating ac cidents reported in i960. Of the 759 deaths resulting from accidents to pleasure craft, seven and one-half per cent were attributed directly to either weather or tea conditions. Of the 926 injuries, four per cent were at tributed to weaiher and sew condition*. Inadequate weather safety precautions, presumably by less experienced boatmen, during the calendar year 1960, then, resulted in nearly twice as many deaths as it did in injuries. It is extremely likely, also, that weather and sea condition* were contributing factors in an important percentage of the other causes such as excessive speed, un safe loading, over-powering of the hull, in experience, inattention, forrcifulne-**, and poor judgment. Recognition of the importance of weather forecasting for safety of life at sea dates back to the very beginning of the United States Weather Bureau. A joint Cqngresjional Resolution, HR 143, signed on Febru ary 9, 1870, created (he first U. 5. Government weather service. By this Resolu tion the Secretary of War was required to provide for taking meteorological ob servations and to provide information on the approach of storms on the northern lakes. These functions were assigned to the Signal Service of the U, S. Army, predeces sor to the present L\ S. Department of Commerce Weather Bureau. Although the intent of this initial Resolu tion was to proride weather information for the safety of shipping on the Great Lakes, recreational boating lias developed and grown to such an extent that the pro vision of information and warnings for light pleasure boating is an important aspect of the Weather Bureau's service. According to estimates made by the Out board Boating Club ot America and the National Association of Engine and Boat Manufacturers, in I960 there were over eight million pleasure boats, including cabin cruisers, in operation throughout the U. S-cacoasts, Great Lakes and inland water ways. This is an increase of over * mil lion pleasure boats since 1957. These or^affixation* estimate that the number of individuals making i.t least two or more boating pleasure trips during 1960 is ap proximately 40,125.000 This large increase in the popularity of pleasure boating has created a problem of familiarizing the large number of new -kippers wilh weather safety rules. ll'eather Hazards Of the weather factors affecting boating safety, the most important are: wind and waves, fog. lightning and heavy rain. Of these, wind and waves are by far of major importance. Fog and heavy rain are im portant primarily from die standpoint ot reduced visibility which, in turn, makes navigation difficult. Except for fog, these weather hazards result mainly from thunder storms, squalls, strong cold fronts, tornadoes over inland areas, deep mid-latitude storms, and tropical storms and hurricanes. In ad dition, there arc the relatively infrequent but none the less icry Aimasint seiches on the Great Lakes From the standpoint of weather-caused fatalities among pleasure boat enthusiasts, the sudden squall or thunderstorm tops the list. These frequently develop and move quite rapidly in otherwise fair weather con ditions; their exact path and time ot oc currence usually cannot be forecast veryfar in advance. The unwary skipper can thus easily be caught off guard and away from safe mooring. Doitar-wtic, the pleasure boat owner sus tains the greatest loss from major mid-lati tude storms, tropical storms and hurricanes. These are usually well-developed before 1961 National Safety Congress reaching our coastal sections, however, and it is generally possible for the eather Bureau to issue warnings at least ^ to 24 hours in advance of their approach, Ad.ijoncs in connection with such storms in variably include advice to small boat skippers not to venture too far from shore during the early stages of the storm; later, to seek shelter and safe mooring as the storm ap proaches. For example, the advices issued in con nection with Hurricane Carla, whose center passed over Port O'Connor on the Texas Coast on the late afternoon and evening of September 11, 1961, are an excellent ex ample. As Carta moved through the Yuca tan Channel on September 7, the Weather Bureau advisory broadcast shortly after 1:0Q p.m. stated that Carla was a dangerous hur ricane and that its force would soon be felt over most of the Gulf of Mexico. The same advisory also cautioned small craft from Sabine Pass, Texas, to the Florida Keys not to venture too far from port. This cautionary advice was later extended to include all Texas ports. As Carla mp. pronched the coast, boatmen were advised to seek shelter and safe mooring. In many cases there isn't a really safe mooring in low lying coastal sections to the immediate right of the path of the hur ricane center. Wind, tides and waves com bine to tear boats loose from their moorings and convert them into veritable battering ram* to destroy any structures in their path. The weather-wary skipper is well advised to complete precautionary1 mooring for maxi mum security1 well in advance of the onset of hurricane waves and tide? and not to attempt to change moorings once hurricane wave* and winds lave set in. While the experienced pleasure boat skip per generally recognizes and usually ap preciates the importance of winds, waves and reduced visibility, the hazards of light ning are frequently overlooked. Actually, danger from lightning at sea has been rec ognized ever since the days of Ulysses. The English Navy lost many ships because lightning ran down the masts, caused fires aboard and sometimes punched holes in the hull. The use of a chain as a grounding device dates back to Captain Cook's Pacific expedition in 1768- During a thunderstorm the operator of an outboard motor boat alone in open waters is almost as inviting a target as a sailboat with its masts. This is equally true also for larger power boats with non-metallic hulls and especially for those with inade quately grounded'electronic equipment Es pecially vulnerable is the radio antenna; (si tes* it is grounded directly to the water, this is a particularly^lethal instrument in an electric storm. Withoufadequate ground ing, the antenna sbcnldbbc lowered when ever a thunderstorm1 is 'encountered. An equally good target for lightning is the fisherman who keeps right oa fishing in spite of a thundersquall A wet, metaltipped pole is as dangerous as an ungrounded antenna. H'hat the Pleasure Boat Skipper Needs to Know How can the pleasure boat skipper keep from becoming another statistic in the log of weather-caused boating casualties ? The first requirement U to observe three weather safety rules: Weather Safety Rule No. I: Check weather and sea condition* before setting out. Weather Safety Rule No. 2: Keep your weather eye "peeled" while out. Weather Safety Rule No- 3: Keep check ing on weather forecasts and warning* un til ynu return to your mooring. These three rules could readily be com bined into one simple statement: Keep up to date on the weather. What the Weather Bureau is Doing to Meet the Need The vast majority of pleasure boat cruise* cover periods of from two to twelve hours. All of the weather information needed in order to observe these safety rules is readily obtainable from the United States Weather Bureau. Forecasts especially prepared for the purpose are readily available in fre quent radio broadcasts. A corollary safety rule therefore is: Keep a good radio restiver aboard. The forecasts are also avail able by telephone from your local Weather Bureau office--if you can get through his usually busy telephone. - The Weather Bureau issues annually a series of coastal warning fadlitics chart* covering all areas of the U. S. seacoasts, including the Great Lakes and Puerto Rico. 34 Puhlie 'safety Smumr These charts contain explanations of warn ing displays made by the Weather Bureau at over SOD seacoast points in the U. S,, voice weather broadcast schedules of com mercial and government radio stations op erating on standard bands, as welt as those on the 2-3 me. frequencies. These charts Are available from the Superintendent of Documents, U. S. Government Printing Of fice, Washington 25, D. G, for ten cents each. Those for your own area are usually available also at yacht clubs, power squad rons and elsewhere in the area. Marine forecasts and warnings covering the following 36 to 4S hours are issued every si* hours. These now cover much smaller areas than they did a few year* ago. As a result, the forecasts contain much more detail and are of greater use in plan ning boating operations. For example, years ago onty a single forecast was issued for the stretch of coastal waters from Eastport, Maine, to Block Island, Rhode Island, Separate special forecasts for boating in terests are now issued four times daily covering the area 15 miles seaward and ex tending from Eastport, Maine, to Ports mouth, N. H.; Portsmouth to Chatham, Mass, and Chatham to Block Island, R. 1., as well as separate advices from Boston Harbor, Buzzards Bay and Xarragansctt Bay. Special boating forecasts are also is sued for comparable small areas along the rest of the U. S. seacoasts and tor a num ber of inland lakes, dams and reservoirs. VVeather observing stations have been es tablished at a number of seacoast and inlet points to furnish reports which include not only wind, weather and visibility but wave heights as well. Bulletins containing fore casts, advices and repons of current weather to boatmen are broadcast by AM and FM radio and TV stations and also by marine radiotelephone stations on regular daily ichedules. To Increase the small boat skipper's ap preciation of weather safety factors, the Weather Bureau arranges weather exhibits at a number of the larger motor boat shows which are usually held throughout the coun try in the late winter and early spring months each year. The theme of these ex hibits has been "Boating Safety through Weather Knowledge." Valuable assistance has been received from the U. S. Power Squadrons and numerous other organiza- tions as well as boaLing enthusiasts. All of these have been very helpful to us in making improvements in weather service to promote the safety of navigation among small craft operators. To improve die short range forecast ac curacy of hurricanes and severe local storms, the Weather Bureau has installed modem weather observing radars at a network of stations. Our eventful goal is to have every square mite of the U. S, and immediately adjacent waters under constant weather radar surveillance. Information from these radars is included in regular and special forecasts on AM radio stations, in the special short range forecasts broadcast especially for boat ing interests in some areas and m the auto matic telephone forecast service in many areas. By keeping in touch with any of these, pleasure boat skippers are less likely than ever to encounter sudden or unex pected local squalls and thunderstorms. An amazing recent addition to the fore casters' weather observing tools is the weather satellite Tiros tit is still in orbit and has been instrumental in pin-pointing several hurricanes and typhoons, it gave the first indication of the formation of Hurricane Esther. Tiros I showed a unique square cloud formation at 2 ;00 pan. on May 19, 1900, approximately 30 miles west northwest of Wichita Falls, Texas. This cloud formation moved northeastward and later spawned tornadoes and hail. Future satellites are planned to help main tain a constant broad-scale weather surveil lance of the entire globe. Radar, then, will give a "close-up" picture of important seg ments of the broad-scale weather patterns detected by the satellites. Study and cor relation of these will further improve the forecaster's knowledge and understanding of the various physical factors at work in the atmosphere and hence his ability to further improve hi* forecasts. How to Get Boating Weather Information Insuring that weather information and advice are readily accessible to the everincreasing number of small boat skippers still poses a problem. This becomes par ticularly acute during summer w eekends and holidays and especially in many of our large metropolitan areas. In earlier years, one could easily telephone the Weather Bureau and talk to the forecaster. As with boat- 33 1961 National Safety Congr.-st mg, however, requirements in other areas (or up-to-date weather reports and fore casts have also expanded. The busy-tele phone has become a serious problem. There have been instances where people have tried in vain for as much as two to three hours to telephone a Weather Bureau office. More telephones and more people to an swer them is not the solution. The Weather Bureau began looking around for automatic devices capable of bringing especially tailored forecasts to largo segments of the popula tion. In eleven oi our larger cities the tele is used for continuous broadcasts which currently cover the hours from 6'JO a.m. to 2:30 p.m. on Mondays. 0:30 a.m. to 7:30 p.ra. Tuesday through Saturday, and 7 ;30 a.m. to 2:30 p.m, on Sundays. These broad casts include boating forecasts as well as tpot weather reports from Coast Guard stations and other short points. Here, too, in order to evaluate the semce, receivers have been installed at several yacht clubs, docks, and other places where the recipients have agreed to give u the benefits of their comments and suggestions. phone company has cooperated by installing Scheduled marine weather forecasts and automatic telephone forecast service. A warnings are broadcast on regular schedules twelfth installation will be added early next by marine radiotelephone stations; special ,,\car. Information available by this facility warnings are broadcast on receipt. Hourly includes local weather and forecast informa and special aviation weather reports and tion which the small boat skipper can use aviation advices axe broadcast by ^air navi to good advantage in planning his outing. gation radio stations at 13 and 43 minutes More important: since local forecast de past each hour; some, such as at Andrews mands of mot of the public arc satisfied Air Fore* Base in Maryland, have continu by this means, it improves the odds tlwt ous broadcasts. These broadcasts include the pleasure boat skipper ml) not encounter wind, weather and temperature and are of a busy telcphutte when he series specific boat- use to the small boat skipper. Schedule* ing weather information directly from the and frequencies for these as well as other Weather Bureau. weather broadcasts of interest or use to To provide special boating weather and forecasting information in areas where this ilsnind is particularly heavy, the Weather the pleasure boat enthusiast are listed on the Coastal Warning Facilities Chart men tioned earlier. Bureau has been experimenting with the Finally, what aids are available to help installation of special broadcast equipment. "keep your weather eye `peeled' while out;1' Continuous FM marine weather broadcasts The careful skipper is well advised to uke for liarbor and boating operations are now advantage of available weather courses such made in the New Vork and Chicago areas. as those offered in many localities by the Both transmitters (KWO-35 in New York U. S. Power Squadrons. In most instance* City and KWO-39 in Chicago) operate on he will find that his local Weather Bureau a frequency of 162-53 MC, each >ear from forecasters conduct these courses during May through October. A number of sur their off-duty hours and that they provide plus receivers have been made available to much In the way of specific information on yacht clubs and other marine interests in how to obtain and to make the most of the these areas in order to help evaluate the weather and the forecast* available in the programs. local area and vicinity. In Washington, D. C, special boating forecasts for the Chesapeake Bay area are transcribed by the Weather Bureau fore casters and are available by dialing NAtional 8-4100. In Baltimore, upper Chesa peake Bay area forecasts are similarly available by dialing SO 6-3382; in Los An geles, ORchard CWI234 is the marine weather forecast number. In Providence, still another pilot project in rapid dissemination of forecasts directly to the public is underway. FM multiplex In summary: Helping to promote boating afcty is an important junction of the U. 5. Weather Bureau. In effect, it is a part of our organic legislation. The W eather Bureau makes special weather observations, prepares forecasts and warnings ior in creased boating comfort and safety. In cooperation with the Coast Guard. Coast Guard auxiliaries, power squadrons, yacht clubs, government and commercial radio stations and any other means available, it does its utmost to see that this information 36 Public Safety Scstiont reaches all marine interests. Intelligent and in the final analysis, up to the skipper. effective application of available weather Even here, the Weather Bureau helps pro information in promoting boating safety is. vide guidance and suggestion* ENGINEERING SMALL BOATS FOR SAFETY By GORDON H. MILLAR Chief Eng., McCulloch Corp^ Scott Div,, Minneapolis, Minn. Over the past ten vears an increasing number of people have adopted boating as a means of recreation and a hobby. This trend, and the ability to participate in this wonderful sport, has been made possible primarily through the availability of out board motors and boats. It it possible for almost anyone to buy a boat and an out board motor, and with little or no train ing and completely unaware of whether or not the boat and engine combination i< a *afe marine vehicle, take hi* family out for a weekend or an afternoon on the wa'cr. In the past two or three years it ha* become more and more understood that safety problems involving boats and motors are related to several primary factors- First, boats must be made sufficiently safe so that even in the hand* of the inexperienced the boat does not become dangerous. Sec ondly, the combination of the boat and en gine must be rated in a way and told un der circumstances which make a satisfactory boat-engine combination. Most people have had the opportunity, I am sure, to observe, in populated boating areas, boats which are both underpowered and overpowered and which are dangerous in the hands of the inexperienced boat op erator. With rare exception, engine* and auto mobiles are not sold separately. It is allowable that boats and motors arc a com pletely different breed than land transporta tion vehicles; however, the combination of a boat and motor still represents the ma rine vehicle and there is no reason to ex pect the average uninitiated consumer to possess the knowledge necessary for mak ing the best selection. A partial step in the direction of boat and motor combination selection exists in the ratings which are provided by the O.B.C Although there is no law governing the site of an engine a person can put on a given hull, boat* rated by <he Outboard Boating Club state specifically on the brat name plate the sire of engine for which the boat is rated and the number of people the boat can carry. From a corporate point of \icw, how ever, we at McCulloch Corp. feel that the responsibility of a manufacturer goo much further than a rather loose attempt at wed ding the boats and motor*. It i* our bade philosophy thru boat*, motor*, and the ma rine vehicle, should lie designed to be com pletely compatible with each other; indi vidually designed to be safe in the hands <>f the inexperienced and that these com bination* should not allow optional selec tions of engine power and boat performance which would produce an unat'e marine ve hicle. From the engine point of view, safety ron*in* primarily of operating reliability and freedom from failure of rotating parts which ma> cause human injury due to frag mentation. In this regard engines today arc the most reliable, the atcst, and best per forming power plants ever made available to the consumer. The boat problem is not a* clear cut. ft is impossible in (he short time available to cover all the problems which the average boat builder and manufacturer must face. In the design of a small boat, however, consideration must be given to stability, performance, construction, ability to install accepted auxiliary safety equipment, load carrying ability, and safety with and with out power under all conditions of weather die boat will encounter. With the introduction a number of years ago of die fiberglass method of construc tion, tremendous latitude was made avail- 37 IV(>1 Satxdt.il Sefrty t \>ttgrcjs able to the small boat designer* with re card to Hull shape, structure and appearance. I believe it is adequate to state that from the standpoint oi performance, the line* of the bottom of smalt boats must be laid out in the manner which will produce smooth pertonrtance in turns, level ruling capability, and freedom from abrupt boat reactions which can occur w nh the inexperienced ''perator. Part ot the solution to the boat handling problem is a knowledge of the hydrodynamics of boat bottoms and the po sitioning oi the keel and planing surfaces in a way which will produce an accepted performance standard. tn order to do this with some reasonable assurance that a workable combination will result, ibr small boat designer must know from the very beginning the weight and performance of the power plant. N\hen boats are designed to accept any and all engine#, compromises in performance result which detract from the safety of the boat combination. The manufacturing solution to the problem of small boat performance is in our judgment the integration of the boat and motor package so that the small boat designer eliminates the need for com promise and produces a small boat and maxi mum performance for the power plant avail able and with the maximum degree of safety which can be built in a given hull design. lus. The sides of the hull ate formed m a manner which provides both longitudinal and lateral rif7dity and provides space for permanent delation- Ptgure 2 The next series of figures show a model *..f this' hull cross section in various con ditions of flotation. Figure 2 shows the condition when both the side tanks and the bottom tanks formed by the hull structure are used for dotation and the passenger compartment is punctured in a manner which would simulate a free flow* of water into this part of the boat. The center of gravity ha* been adjusted in the model to the same height as produced fay the outboard motor and hull combination. As cam be seen in Figure 1 To illustrate this point. I would like to refer to Figure I. This figure is a diagram oi a cross section ot a small boat where consideration has been given to a hull struc ture rigidity', flotation, sheer line configura tion for splash control, boat configuration for ride control, and designed with the basic thought that the passenger compart ment will hold people. This can be seen in the cross section; tremendous rigidity in the beam strength is achieved through the use oi controlled bottom sections which are channeled to give a very high section modu Figure 3 Figure J this condition is a safe coedition and although the boat is towered in the water it remains upright and does not cap size. Figure 4 shows the same model in a con dition of submersion which punctures both the passenger compartment and the double bottom flotation tank. Once again, in this condition the boat will float in an upright .38 Public Safety Session] The distribution of flotation is tremen dously important in any small boat design. It it not adequate to provide only vacant space for flotation as flotation tanks them- selves can be eventually punctured and as was shown, under certain conditions, can result is a dangerous flotation system, it is also not necessary to fill all compartments with foam as certain conditions of tank flotation are completely adequate for both flotation and stability. It is, however, tre mendously important to fill the key flota fashion although it will be lower in the water. Again, this is considered a reasonably vaie method of flotation as the passengers will remain contained in the hull and stand a more reasonable chance of rescue tion compartments with foam material which wvli remain buoyant even though the com partment is punctured. In the hull used for live model from which the film was made, and referring again to Figure I. it is technically obviou. that foam must be used to completely fill the side tanks so that the dangerous con* flition of upsetting the craft during a swamp ing condition is effectively avoided through proper design of the hull structure. To reiterate again, the possibility of util izing to the maximum die fundamentals of boat design can only occur when the engine, boat and passenger carrying ability is de signed as an integrated package. When a hull is designed for a wide selection of Figure 5 engines, large compromise* must be made in the location of the center of gravity both vertically and longitudinally a* well Figure 5 shows a situation where the a# dimensional compromise* which will alter bottom flotation tank remains unpunctured boat performance and the ability of the and the side flotation tanks are punctured boat to resist swamping. xi well as ihe passenger compartment- Fig. There are, of course, many other factors affecting the safety of small boats- The ability of the boat to resist fire and the proper location of fire fighting equipment i* of great importance. It is further of importance to provide proper venting of fuel tanks, proper venting of confined area* in the bilge* and to minimise during the design and manufacture the chance that fuel vapors will be trapped and a fire result from a spark or open flame. ure 6 shows what happens under these cir cumstances as the relationship of the cen ter of gravity of the hull with regard to positioning- of the flotation in the hull structure produces an unsafe condition and the hull no longer remains upright but turns upside down. All problems related to safety, however, arc more susceptible to solution when the engine and boat combination is manufactured as a marine vehicle rather than separate add-on, packages. Above and beyond the manufacturing responsibility, however, con tinues to loom the necessity for the exercisemem of judgment on the part of the user\'o matter how thoroughly a small boat i* designed and no matter how skilled ait 39 1961 National Safety Congress operator i employed, in the last analysis, i-ef-tain boating accidents result exclusively from the lack oi judgment with regard to weather, loading capabilities, availability oi fuel, knowledge of safety devices, and the nercisement oi simple precautions if in trouble It is our job as a manufacturer of marine vehicles to minimize the exposure of the u-er to danger when trouble doe* necur and tills h.is been done to a great degree through boat and engine integration. The ultimate responsibility- for safety in performance must still rest with the user and this judgment can only be altered or improved through education. In the long run. it is education which will minimise that small portion of boating accidents which cannot be solved by intelligent boat design. UNIFORM MARKERS FOR RECREATIONAL WATERWAYS By KEITH WILSON Dir., Michigan State Waterways Commission, Detroit I have been invited to address you today to outline the recommendations that a committee of state officials on uniform markers is maJdng to the Council ot State Governments relative to the national adop tion of a system of uniform navigational and regulatory markers. Thc*e recommenda tions are to be submitted to the advisory fond of the Merchant Marine Council, U. S. Coast Guard, at a meeting scheduled for October 31. in S.in Francisco. Calif. Representatives from all 50 states have been invited and, if these recommendations are adopted by that body, they will be sub mitted to the Council of State Govern ments for submission to the individual states. To give you a brief background on this matter, and to acquaint you with some of the governmental organisations active in this field. I would like to outline to you die manner in which this study Was in itiated. A group called the North Central States Boating Law Administrators, which consists of officials charged with administra tion and/or enforcement of the boat regis tration and boat safety laws of the states of Kentucky, Indiana, Ohio, Michigan, Illinois, Iowa, Wisconsin, and Minnesota, first determined the need for a uniform marker system and created a special com mittee to investigate this matter. This Committee came up with recom mendations which were accepted by the parent organization and were then referred to the advisory panel of the Merchant Marine- Council, U. S. Coast Guard. This group recognized the desirability of action in this area and appointed us own com mittee which included two members from the north-central states organization and it is this committee which is making the recommendation* that 1 am here rcjr.rtins upon. The general problem was to develop a -jstem of uniform navigational aids suit able for all water areas and tv;<* ox water craft to supplement the Coan Guard system, and still be compatible with it. ?peoncaJly. there existed a need for water signs or markers which would convey to the smallcraft operator information which under the C.oast Guard system is normally found on navigational charts or in published regula tions. Small-craft operators, often without experience and without navigational charts, need markers on the water itself or on the adjacent land to Indicate presence of natural hazards, zoned areas, and directionv and distances. The committee divided the problem into two general areas, the first being to develop a system of regulatory markers to indicate to the watercraft operator the existence of regulatory areas, speed zones, restricted areas, etc., and the second being to develop a system of navigational aids to supplement the U. S. Coast Guard system. Ia attempting to evolve a satisfactory buoy, careful consideration had to be given 40 j Public Safety Srnioin to the colors of the buoy and its markings. More the Coast Guard has almost com* pfetely pre-empted this held and. unless our regulatory marker was in a design accept able to the Coast Guard, it could not be used cn federal waters. Therefore, the rotors international orange and white were fleeted, since these colors have been desig nated by the Coast Guard for use on special purpose buoys. To avoid confusion with ther >pecial purpose Lucas, it was agreed flat the buoy would be painted white with in orange band at the top and an orange hand at the bottom of the buoy. The white area between (he bands would be used to place any special symbols or lettering to indicate the purpose of the buoy. The committee, alter further deliberation, decided that it was desirable to standardize the markings which would be used on the white portion of the buoy, and, after ex perimenting with a multitude of markings. settled upon the use ot three distinct desig nators for this purpose. The first designator consists of a diar-nd stupe which is to represent danger nude the diamond, in letters of black, will appear an explanation 'it the specific danger involved. In cases where boats are to be absolutely prohibited, * diamond shape with a cross will be used and any explanation given will be given utsidc of the diamond itself. The diamond alone would be used when you wished to warn the boatman of some danger ahead, especially to himself, such as a submerged obstacle or a dam or some thing similar. The diamond with a cross would be used when you wished to abso lutely prohibit boat operation within an rtfea and would be used to mark swimming leaches, wildfowl preserves, waterfalls, and -imitar areas. Where a regulation has been established, the same buoy with a round designator would be used, with the nature of the regulation indicated in black letters within the designator itself. This designator indi cates prohibited or controlled activities and would be used to warn of speed limits, no wake areas, and similar prohibitions. For informational purposes only, a rec tangular shape is provided and the purpose of this designator is to inform boatmen of distances, directions, and the availability of services. It is considered likely that this type of information will generally be pro vided on shore signs because of the limited surface of a buoy, but a buoy can be used if desired. For navigational buoys to supplement the Coast Guard system, the committee at tempted to follow the federal system to the greatest extent possible. However, certain problems are faced on inland lakes that do not exist on navigable waters of the United Stales to any great degree. This required the adoption of a special system of markers for this purpose. The Coast Guard system is called a "lateral" system of markers and depends upon a given body of water having a definite inlet or outlet or, where sueh does not exist, presumes the inlet to be to the north and the outlet to the south of the given water area. However, many inland lakes have a multitude of inlets and outlets and also have sufficient obstructions and islands to preclude the use of the lateral system of buoys. On these waters, a `'cardinal" system of buoys is more effective and this system de pends upon the use of buoys which permit travel to the south or west or to the north or east of a specific type of buoy. The committee found it necessary to adopt both systems in order to adequately deal with the varying conditions found on interior waters of the various states. The committee therefore recommends that the lateral system be used on well-defined channels, including rivers, which would re quire the use o( the all red and all black buoys used by uie Coast Guard. In these situations, a red and a black buoy- will be installed at both ends of the channel so that there shall be no question as to the fact that boats should pas's between solid red and solid black buoys. Any staggering of the black and red buoys should be limited to instances where they are close enough together to eliminate any possible confusion, and they should then be installed in conformity with the buoys at the be ginning of the channel. The use of numbers on these buoys is discretionary, but if used, the numbers should be colored white and may be reflectorized. Odd numbers should be used on black buoys and even numbers on red buoys. In those instances where there is no well 4! 1961 National Safety Congrest defined channel, or the obstruction is of such nature or in such a location that it can be approached from more than one direction, a cardinal system will be used, by using a white colored buoy with a red top or a white buoy with a black top, the width of the top color to be approximately one-third of the portion ot the buoy show ing above the water level. Navigation will be to the south or west oi the red-topped buoys and to the north or east ox the blade-topped buoys. The use of numbers on these buoys is also discretionary, but, if used, the numbers should be colored white and may be reflectorized. and shall be placed on the top portion of the buoy. Odd numbers should be used on black-topped buoys and even numbers on red-topped buoys. (n cases where the obstruction is of such a nature that boats should go outside, that is away from the shore around the end of a reef, a buoy striped vertically with red and white stripes, the white stripe to be twice the width of the red stripe, shall be used. The significance of this buoy is that boats should not pass between it and the nearest shore. Use of this system wilt require only that a boatman have a reasonable idea of the direction of north and, thereafter, he can proceed throughout any body of water marked under this system without reference to charts or other material. Ot course, this assumes a working knowledge of the buoy age system, and each of the states is ex pected to give wide publicity to this system when putting it into operation. The committee has also adopted a stand ardized color for use on a mooring buoy, the buoy to be white with a blue band through the center. The Committee adopted the color white for use on all other water structures, such as ski jumps, diving rafts, etc, as the principal designating color. Because many of these aids will be used at night, the committee has also nude recommendations relative to the use of reflectorized materials or lights. If reflectors are used, a red reflector will be used on a solid red buoy, a green reflector on a solid black buoy, while all other buoys will have a silver or whits reflector. Whenever navigational lights are used, they shall be flashing and the color of the iight lens will be as outlined foe reflectors. That is, all red buoys will have red colored lenses, black buoys will have green colored lenses, and all other lights wfll be white. Whenever lights are desired os bridges, they shall be fixed red lights marking the edges of the safe channel with a single fixed green light to be placed' over the center of the safe channel so as to Indicate the maximum vertical clearance at that point. The Committee made one final recom mendation, and that is that the flag pre scribed by the Underwater Society of Amer ica for use during diving parpoees be adopted and recognized by the individual states. This flag is red with a white diagonal stripe running from the upper left hand corner to the iow*er right hand comer. The committee has spent a good deal of time and research in arriving at these rec ommendations and we believe that we in stituted this study at a propitious tune in that most states are just now beginning to recognize the need for such a system. We feel that this system will provide for every reasonable need of any body of water and that through use of a standardized sys tem on a nation-wide basts, confusion and the likelihood of misinterpretation of the meaning of these buoys will be greatly re duced. However, to be effective, it will be necessary to secure the affirmative action of each of the individual states and it is in this area that individual boatmen, boat ing organizations, and boating groups can be of great assistance both to themselves and to the Council of State Government*. I urge each o! jou to encourage boating officials in your state to adopt this system when the day arrives that such markers are required on waters of your state. If we can begin on a uniform basis before various states have an opportunity to in stitute their own special program, the prob lem should be greatly reduced and it should he much easier to maintain uniformity in future years. 42 Public Safety Sestitnu THE MOBILE BOARDING UNIT IN LAW ENFORCEMENT AND BOATING SAFETY By CAPT. J. J. HUTSON, JR. Chief, Port Security and Law Enforcement Dv. United States Coast Guard Washington, D. C. It often comes as a surprise to many of nur citizens to find that the Coast Guard functions as a water-borne law enforcement body, since most people, when recalling this service to mind, think only of the search and rescue functions which our farces per form. However, the law which states that Coast Guard "may make inquiries, examina tions, inspections, searches, seizures, and ar rests upon the high seas and waters over which the United States has jurisdiction, tor the prevention, detection, and suppres sion of violations of laws ot the United States'' is not really new. When originally established in 1790, the Coast Guard, then called the Revenue Ma rine, was primarily concerned with law en forcement. in particular the apprehension of smugglers who were evading the payment of custom's duties. The young nation could no more countenance the loss ot this revenue then than the federal government can allow esaston of income taxes today. A small fleet of sailing cutters effectively reduced smuggling to a tolerable degree and thereby began our now traditional responsibility for law enforcement on the federal waters. Over the years there have been continu ing changes in this responsibility until today the Coast Guard's enforcement job has taken a very' different aspect. Rather than pursu ing the smuggler intent on violating revenue taws, our force* are now busy enforcing the laws and regulations concerning safety of life and property on the navigable waters of the United States. These laws and regu lations are numerous. There is the Federal Boating Act of 1958, with which most of you ire conversant, which requires the numbering of boats and the reporting of boating accidents. The Motorboat Act of 1940 specifies certain lifesaving equipment requirements and pro vides ior the assessment of monetary penal ties for reckless and negligent operation. There arc others covering water pollution b> oil or refuse and of course, those which concern merchant vessels. For today, 1 shall confine myself to thoe laws which concern the smaller watercraft, in particular the pleasure boats, and to their enforcement. New advances in boat building technology, sate modern propulsion equipment and the advent of the mass-produced popular outboard motorboat, have made their con tributions to (he explosive expansion of rec reational boating. In 1947 there were ap proximately two and one-half million boats used for recreation; today there are over eight million boats. The mobility of the average boatman who owns an outboard motorboat transported on a trailer creates many problems, such as what is his state of principal use required tor numbering his boat, overcrowding of popular water areas from time to time, and last but not least the overtaxing^ of the capabilities of law enforcement oiftcials to give proper coverage to given areas for the safety of the boating public Our Coast Guard law enforcement capabilities have not kept pace with the increase in the boating population. Perhaps here would be an appropriate spot to explain how the Coast Guard law enforcement program operates in the recrea tional boating field and what It attempts to accomplish. The two primary Federal boating laws, which I mentioned earlier, were established as aids in the promotion of boating safety. The Federal Boating Act of 1958 provides for numbering boats for identification (perhaps to identify a reckless operator) and to provide a system ior re porting of beating accidents, while the Motorboat Act of 1940 requires that boats carry such lifesaving devices as life jackcls, fire extinguishers and carburetor flame arrestors and provides, under a 1958 amendment, certain administrative monetary penalties which a proved reckless or negli gent operator may be required to pay. 4.1 1961 Nalitmai Safely Congress The enforcement of these Uw is aci-miplishcd basically bv boarding motorboats n the navigable liters of the United States and examining their equii>ment to insure compliance with legal requirement*. Additionally, Coast Guard craft frequently patrol federal water areas, apprehending the overtly reckless cr negligent operator. These two types of operation are the basics <>f the Coast Guard program. As >ou can M?e, it is a program slanted towards assist ance to the average pleasure boatman, towards making his water-borne recreation >jfe and sane. The boarding operations are conducted in a courteous way and in a very short period of time--usually less titan 15 minutes per boat Our boarding officers have always been considered as `'friends of the boatman" and uc wish to liave this thought continued. Until very recently all boarding and water safety patrols were conducted by regular Coast Guard facilities such as our maior cutters, patrol craft and small craft attached to shore stations. These facilities include ioO shore stations operating 500 small boats and JOO patrol craft and larger cutters. The primary mission of these units is not taw enforcement patrols or boarding but rather includes such duties as search and rescue, ocean staiica patrols or servicing aids to navigation. Boarding and safety patrols an only be accomplished by these units when they arc not engaged is tfaar primary duties. ,Uso, these units are, in nearly every instance, located oaiy aJoag the sea-coasts, the Great Lakes or m a few instance* on the major river systems. The great number or recreational water areas which are of a lesser degree of importance commercially, but which arc navigable waters of the United States and therefore subject to Coast Guard jurisdiction, are not covered by these existing forces. The vastly increased number of boats and the increased use of these more remote in land waters subject to federal jurisdiction and the increases in these areas through flood control and irrigation projects require additional Coast Guard facilities. Because of seasonal use of many of these inland areas and because of the great expense in building and maintaining permanent stations, new methods had to be investigated, look ing toward an effective solution at reason able cost to the taxpayer. From litis new thinking was developed the mobile boarding unit concept. This new- type unit was to consist of a small number of fully qualified boarding petty officers, equipped with a smalt outboard motorboat and trailer and towed by a truck. Being completely mobite, it could travel from place to place without any difficulty whatso ever, spending as much time as nerd be in an area boarding boats, instructing fledgling boaters in the rudiments of boating safety and carrying out water safety patrols. The first mobile boarding units were placed in operation for a few months dur ing 1957 but due to a budgetary crisis, bail to be suspended. Because other Coast Guard programs of national importance took pre cedence, the mobile boarding units remained out of commission until last year when, on July 1, Congress authorized the Coast Guard to re-establish twenty units. This fiscal year we have been authorized an additional 15 units so that, by the bvguimns of the boating season next spring, the Coast Guard will have 35 operational mobile boarding units, with more planned. Geographically the units are located from Maine to Hawaii and from Washington state to the Florida Everglades. Most often the mobile boarding unit is based at a large Coast Guard installation and operates on the Inland waters remote from regular service facilities. As now organized, the mobile boarding unit consists of four petty officers: a chief boatswain mate, first class boatswain mate, second class engtneman and a third class boatswain mate. The equipment consists of a 16-foot modem design, rugged, fibreglass boat built by the Coast Guard, a 40 H.P. outboard motor, a heavy-duty boat trailer and either a carryall or panel truck. A com plete set of equipment is provided including such item* as samples of approved life saving equipment and safety handout pamphlets. Both the boat and vehicle arc equipped with two-way transistorized radios which enhance both their law enforcement and rescue capabilities. 1 hesitate to quote dry statistics, but in the case of the mobile, boarding unit pro gram, they may help me to show their effectiveness. During fiscal year 1961, that is, from 1 July 1960 to 30 June 1961, mobile boarding -M Public Safely Sessions units boarded and examined 41,169 motorboats and issued 12,377 reports of violation on these boats. It should be noted that although the units were authorized on 1 July I960, it took some time to detail personnel and collect the required equip ment. Most of the units were operational by late July; a few did not begin operating until the start of ihe boating season, around 1 April 1961. Therefore, the statis tics quoted earlier are not entirely repre sentative of their potential. However, when you consider tiiat the total motorboat boardings tor fiscal year 1961 by all Coast Guard units were 152,441 and violations totaled 25,125, it can be dearly seen that the mobile boarding units were performing their mission very well, despite the organizing difficulties encountered, f would like to pursue these staustial records just a bit more, citing the opera tions of one mobile boarding unit which operates in this area. Mobile boarding unit U9-1, under the operational control of Com mander, Ninth Coast Guard District, Gevei-vnd. Ohio, was assigned to the Fox Chain ft Lakes, located in Illinois near the Illinois* Wisconsin boundary. Being a targe water irra located near Chicago and other metrojuiitaa areas, it receives tremendous usage during the boating season. During the period of 1 April to 30 June 1962 this four-man unit boarded 2,647 boats and issued 365 reports of violation. This unit thus boarded and examined in excess of 29 boats every single day during this three-month period and cited approxi mately one in seven of these boat's operators for some violation of the boating safety* laws. I had not as yet received a report for the three-month summer period when I left Washington yesterday, but it can be as sumed that the statistics for that period will be even more impressive. The record of all the mobile boarding units closely parallels tiiat of the unit at Fox Lakes, although certain of them arc more affected by seasonal closings than others. It had been considered tiiat because of the seasonal nature of some areas, the personnel attached to the mobile boarding units would be idle during the inclement fall and winter months. However, we have toutid tiiat because of the experience gained by these men, they make excellent instruc tors for our regular established unit per sonnel in boating law- enforcement duties. Therefore, regular training programs have been instituted in every Coast Guard district covering the very complicated duties of a boarding officer. These courses cover such subjects as "Beating Laws and Regu lations," "Reckless and Negligent Operation cases," "Numbering Boats Under the Fed eral Boating Act of 19?8," "Lifesaving Devices,*' "Documents, Papers and Inspec tion Requirements," "State Boating Laws," and many more Men of the mobile boarding unit travel from one Coast Guard unit lo another dur ing the late fall and winter months, con ducting classes for periods of three to five days duration. Whenever the weather per mits, actual boarding duties are performed tinder the watchful eye of the instructor, and when the weather is such that actual boardings cannot be made; they are simu lated In the classroom. By such training our regular forces become mo - competent boarding officers and our mobile boarding unit personnel keep from becoming rusty m their regular work through forced in activity. It is well worth noting that persons other than regular Coast Guard personnel are also instructed at these training classes. In the last year and a half, forty states have adopted approved motorboat numbering sys tems, and thereby accepted the responsibility for enforcement of their boating laws on their own state waters. The Coast Guard accepts that the states also have concurrent jurisdiction with this service on the naviga ble waters of the United States within the state. \'ow, only a very icw of these 40 states lad any conception of the problems involved in maritime law enforcement nor did they have trained boating law enforcement offi cers. In many states th* responsibility de volved upon the county sheriffs, in others on state game wardens. The Coast Guard volunteered to include a limited number of these- state and local enforcement officers in our regular training sessions conducted by the mobile boarding unit personnel. During one three-month period early this year, 138 civilian enforcement officials were 45 JVOl Xtiliosuu //>' l*vnyras recipients of Coast Guard training. In every rase, these officer* have expressed their sincere thanks to our personnel for the training received. A side effect of such train ing is that the federal and state or local enforcement officers better understand each other's problems, which has resulted in in creased cooperation between the two forces. Another important aspect of the mobile boarding unit program is the public educa tion work carried out by the personnel at each area that they visit. The men call on the local civic organizations and boat or yacht dubs, show water safety movies and give lectures on boating safety and the Coast Guard function in this field. During the period of 1 April to 30 June of this year, mobile boarding unit personnel were engaged in such endeavors 3,771 hours. No similar program of public education at the more remote water areas had been possible prior to the inception of this new type program. Before closing, I would like to comment that these mobile boarding units are en thusiastically received at each place they rail. State enforcement authorities, local resi dents, and the visiting boatmen have all indicated their appreciation for the services rendered by the units and more often than not have requested that they make more frequent visits to an area. Insofar as pas sible, these requests are met. Schedules for their operations are planned welt in advance and are often submitted to state boating law officials for their comments and rec ommendations. Such scheduling permits more efficient utilization of both our Coast Guard mobile boarding units and of state and local enforcement farces. The Coast Guard has ample reason, through long and trying experience, to know that the traffic slogan "where traffic law's are enforced, daths go down," is equally true on the water. Through our mobile boarding unit concept, as well as by opti mum use of our regular forces, we believe that enforcement of the various boat safety laws and regulations will result in lower accident statistics and more real pleasure to the boating public. HUMAN FACTORS IN LIGHT PLANE SAFETY By B. DIXON HOLLAND, *' D. Dir., Dept, of Occupational Health, American Medical Association, Chicago There is a total of about 114 thousand planes aloft, of which fewer than 1 thousand are commercial airliners, 42 thousand are military planes and over 70 thousand are private and business aircraft (general avia tion). In 1959, certified air carriers flew 1.15 billion plane miles, general aviation planes almost 1.65 billion plane miles. In 1959 the number of private pilots and commercial pilots (most of whom are in volved in private aviation) exceeded the number of airline pilots by a vast majority, these numberv t>emg respectively around 4*4 thousand. 25? thousand and 19 thousand Marring tlus psertire that Icoks so pretty for genera! avurnoe, however, are the fol lowing urk taititfurt (those for 1957 are cited) * 44 There occurred la general anation over 42j0 eociiienu, one for every li acuve air craft. About a tenth, that Is of these ac cidents were fatal accidents, costing a total of SO) tires. There was one fatal accident tor every 1ST active aircraft, contrasted with the occurrence of one fatal accident tor every 3j00 motor vehicles. Investigations have shown the pilots to liave been at fault in most of these acci dents. This fact accounts ior the interest and intercession of physicians in this situa tion. Physicians are rightfully concerned not only that firing be safe but that it be pleasurable, its plasure not marred by the discomfort and pain that could accompany a disregard of certain health rules. There are certain inherent limitations, physiological and psychological, built into the hitman machine that have to be reckoned with, disregard of which can lead to an accident. These limitations are found to so- Public Safety Sttrietu called normal, healthy, able-bodied persons --and this is the type of person we are talking about, one medically certified to fly a plane. Some have despaired of insuring proper regard for these built-in human limitations except through legislation. For instance, the need for oxygen at a certain altitude is one of these built-in limitations of the human machine Some have advocated strict gov ernmental regulations to require that planes lacking oxygen equipment be prohibited from flying even momentarily at such an altitude Our program is planned to revolve around iwo subjects. Since there has been recent publicity suggesting the possibility of Fed eral legislation relative to oxygen use, we thought this would be a topic of interest. As weather is the major cause of death in private aviation, it was felt that a medical explanation for pilots as to why the fol lowing two statements are factual was ap propriate. L You cannot always avoid clouds at your option (because of the visual limitations of the human eyes). II, You cannot maintain control of an aircraft under instrument conditions without training because of the limi tations of the positional and motion senses of humans. Though the minimal instrument require ment for new private pilots has been in effect for the pat \ear or so the vast majority of general aviatn-.n pilots flying today have little or no instrument training. Based on letters to the editors and other articles in some of our national flying maga zines, it appears that many pitots are not conscious of the above two facts. Explana tion and repetition of explanation of why adequate instrument training is a must, can not be overdone if the vast majority of fatal general aviation aircraft accidents are to be avoided. HUMAN FACTORS IN LIGHT PLANE SAFETY By HAROLD N. BROWN, MX). Chairman, Safety Committee, and President-elect Flying Physicians Association, Lombard, 111. The following is extracted from the pre sentation on "Human Factors in Light Plane Safety" given to the National Safety Coun cil, General Aviation Safety Meeting. This paper is limited to a discussion of what the writer is convinced is a major cause of death in general aviation. It refutes the concept that cautiousness alone will always permit a pilot to avoid clouds. Pilots frequently enter clouds inadvertently. This is because of the limitations of their eyes in determining distance when familiar ground objects are absent This writer, whose concept is supported by the Flying Physicians Association through their teach ing and self imposed instrument require ments (in effect since 1958), is anxious to promote instrument training for all pilots, at least sufficient in amount to permit them to extriace themselves calmly and with full control from instrument conditions inad vertently entered. The Federal Aviation Agency has devised an excellent stimulus by placing a btue seal on licenses of those pilots demonstrating adequate proficiency. Since June 1960, the Federal Aviation Agency has required such proficiency prior to Issuing a new pilot's license. The Aircraft Owners and Pilots \s*oeiation is effectively promoting its "360* rating" which incidentally qualifies any pilot <o rated for the Federal Aviation Agency's Blue Scat. The publicity associated with the Aircraft Owners and Pilots Association's rating is extremely effective in promoting consciousness of the necessity for adequate instrument training. It is generally conceded that S to 10 hours of proper instrument training with occasional refreshing serves the pQrpose. In spite of these efforts, many pilots not inclined to avail themselves of this training, state that sufficient knowledge of weather together with caution, would prevent a large 47 I'M! K'niifiifil Knfrty ( number of fatal accidents caused !>,< lark of instrument training- Others state that thnminimal knowledge may tempt pilots to enter clouds when they are not fully qualified for the entire instrument system. It is our contention that until a pilot has some instrument training, he has inadequate basis for judging the dangers. These pilots have a right to know the facts so that the basis for their judgment is through know!* edge rather than supposition. We should no longer accept the concept 'hat clouds can always be avoided at the pitot's option for the medical reaons dicursing vision which follow. Once inadvertent cloud entry occurs, the untrained pitot can expect a "graveyard spiral" for the reaons outlined following the discussion of inadvertent cloud entry1. This it a typical story* of what happens to the uninitiated. This pilot is flying along anxious to get to his destination, knowing titere is some haziness or clouds about, but feeling that he can stay out of the clouds if he is carefulHc does nut realize how limited his depth perception is and does not have the benefit of experience which helps the trained pilot use whatever few clues there are to be*t advantage Unintentionally, and suddenly, lie enters the clouds. The aircraft starts to roil slowly but the pilot's semi-circular canals do not perceive this stow roll. Because the nose drops in a turn, speed is built up. This, the pilot detects cither by noise or his air speed indicator. He assumes he is descending `traight ahead, as the buttocks pressures are equal. He pulls back on the wheel Thoueb he is tightening the turn and probably losing altitude, the Increased pressure on hi but tocks tells him he is climbing. He knows something is wrong because his airspeed is still high. Eventually he catches a glimpse of a toppled artificial horizon or a markedly offset needle. He will then suspect he is banked, but because of the lack of training and resultant panic he will not know in what direction. He will also not know to what extent He may get another try at it if his guess is correct. In ihts instance, a newspaper account by a nonpilot observer will read "Airplane must have had engine trouble as l heard it zoom twice before it came out of the clouds in piece*.*' Ift It ihe pilot guesses wrong as to the direc tion of bank, the newspaper article will be identical except for one zoom instead of two. If the airplane disintegrates before striking the ground, it usually occurs when the ground is first seen in a dive. Extreme sud den back pressure on the wheel, at this time, pulls the airplane apart. In this instance newspaper articles will be nular except that included in the comments will be some thing to the effect that the airplane, must have exploded. I.et u* discuss the human mechanisms which permit the above to occur: Depth Perception Mechanisms 8inocuhr yisioer--Convergence -- Within 20 feet of the viewer, the closer an object is, the more the eyes turn toward each other. The brain interprets this change of the muscles which control eyeball move ment. in terms of distance, it is upon this single principle that a photographic range finder is based. Using mirrors, two images of the same object are superimposed by varying the angle of the mirrors. The dis tance is evaluated from this angle. Between about 20 feet and infinity this angle is almost constant as the rays from the object ap proach parallel in both instances. The range finder is more sensitive than the eyes (can differentiate up to as high as even one hundred feet and infinity) because it amplifies the angular change by internal projection of one image. Without trans planting the eyes farther apart, the same limitations apply to convergence depth per ception in humans. Stereopsis--This 5$ another depth percep tion mechanism requiring both eye*. It also applies within 20 feet, having almost no value beyond that. It can be thought of in two wrays. Within 20 feet, each eye sees a different view of the same object. The brain interprets these different views in terms of distance. Stercopsis is alo used for compar ing the relative distance of objects. If we look at an object 20 feet away, with a pencil at arm's length along the line of sight of the left eye, both images will fall on the same spot of the left retina (the film of the eye), but the image from the pencil will be displaced toward the outside, of the right retina. This difference informs you of the relative distance of the pencil and distance object. Use a pencil and try it, closing one Public Safely Setnons at a time. Remember that the lens of the eye inverts and reverses the image. These above mechanisms, which are not usable beyond about 20 feet, can not help us avoid clouds. It can be said then, that aside from a larger field of vision which two eyes provide, depth perception beyond 20 ieet is achieved as well with one eye as with two. Monocular Mechanisms The following mechanisms can be thought <ji as monocular (one eye). They give depth perception information at all distances. However, you will see that for tile most part they use ground objects for interpreta tion and thus arc frequently useless m de termining distances to clouds. Known Sice--A man, whom we assume is five or six feet tall, is at an unknown dis tance. If the image he creates on our retina (the recording film of the eye) is small, we assume he is at a great distance. If a cat's image is the same size, that is, takes up the *ame space on our retina, we would conclude he is much closer than the man, because we know a cat is less than one fifth the height of a man. Approaching a cloud in the air. We frequently can not tell if it is small and close or large and tar. This is because clouds can have the same shape and appearance, and be vastly different in size. Thus, the known size mechanism frequently does not help us. Geometric Perspective--If we look along a railroad track upon which is lying a steel rod, we know* the distance to this rod be cause the rails appear to converge propor tionate to the distance from the viewer. In flight, this type of perspective is frequently unavailable because of no markings for reference. This would apply in the following circumstances; over water, especially if the surface is smooth; over dense forests which have an even appearance; above a solid cloud blanket or leg; at night when there are no ground lights, as over unpopulated areas. Overlapping Contours--When one object is seen to overlap another, the overlapped object is most distant. If a DC-6 is seen to move within the line of sight of a cloud and remains visible, we know the cloud ts farther away than the airplane. If the air plane disappears, we know it ts farther away than the cloud. Without the airplane as reference, clouds may be separate and at different distances and yet appear to be one cloud. Thus in flight, with no distinct object for comparison, availability of this mecha nism can not be relied on. Light and Shadow--The way in which shadows separate objects gives us clues as to their relative closeness, If a tamp casts the shadow of a man toward us, wc know the lamp is farther away than the man. Be cause clouds are frequently illuminated through other clouds, as with a high over cast, the light is often diffuse and gives us no shadow clues. Also, since the sun is at relative infinity, all primary shadows are cast in the same direction. We get no clue as we would if we were observing our changing shadow while walking under a street lamp. This mechanism then, is also frequently unusable. Terrestrial efstoctation--Wt see an iso lated thunderhead while flying above an overcast, and radio reports this thunder shower over "X" city. If we know our present position wc know the distance to the cloud; if we do not know our proent position, as is usually the case without instrument training, this mechanism is lost Aerial Perspective---We have learned that the more distant objects are; the more they appear indistinct. If a cloud is seen through haze, the thicker the haze, the tarther away we tend to assume the cloud to be. It can be seen then, that "aerial perspective" is more apt to lure us into clouds than to help us avoid them. Motion Parallax-- Looking at a distant mountain while riding on a train, nearby telephone poles appetr to be moving behind, while the mountain appears to be moving m the same direction as the tram. As we gaze at the mountain, an> object closer will ap pear to be falling behind at a rate depend ing upon its distance. In flight, we get similar information from distinctly outlined clouds; but if we are near large clouds, or if their outline is indistinct as in haze, they appear to melt together, frequently giving us no dues of motion parallax. In concluding this summary of depth per ception mechanism, it should be said that when one or more of these mechanism* are available, they are available not so much in proportion to our visual acuity as in pro portion to our accumulated experience of 40 1961 National Safety Congress cloud forms from previous flying. As an example, an experienced pilot on the ground can determine the height of cloud bases with extreme accuracy; a beginning pilot with no accuracy. Doth can have perfect vision. Frequently, circumstances are such that none of these mechanisms are available to help us avoid entry into clouds. Without instru ment training we can expect a graveyard spiral for the reasons we wilt consider next. An untrained pilot has thus entered clouds and not illogically assumed that he will know the earth's whereabouts without vision. Can he not tell the earth's whereabouts when standing on the ground and his eyes closed? This conclusion is dead wrong for the fol lowing reasons. Povluonai Mechanisms Position and direction of motion are re layed to the brain in three wavs: the eyes, the propriocepuve senses, and the vestibular apparatus of the inner ears. Ignore the eyes tor now, as we assume we hate entered the clouds. We will discuss the remaining two positional mechanisms. Proprioceptive Sense -- This deals with those sensations sent to the brain as a re sult of forces which arise trom pressure on. or from movement of, a joint or muscle. Decause of this a man on the ground with his Oes closed can sit, walk or point. He can do this because the earth's gravitational forces are perpendicular to the earth's surface, and therefore tell him where the earth is. In the air, G forces happen to be perpendicular to the earth's surface only in straight and level flight, and in constant climbs and descents. Only in these attitudes, by coincidence, is the pilot's proprioceptive sense (buttodcs) a guide to his position relative to the earth's surface. In other coordinated flight maneuvers, the aircraft's G forces, rarely and then only momentarily, coincide in direction with gravitational pull, such as the bottom of a loop, thus our usual guide towards the earth's center is gone. Pressure on the but tocks increases during entry into a climb, and thus any other maneuver which alto produces pressure against the buttocks, as a coordinated turn, will be interpreted wrongly as climbing. In entry to a descent the seat is pressed less firmly and say maneuver causing a similar sensation, such as leveling out after a turn, will be inter preted wTccgiy as a descent. Tbe student instrument pilot tends to climb when rolling out of a turn and tends to lose attitude whot he has rolled into a turn. He believes that if ius buttocks pres sure is constant his altitude will remain con stant. Because of this he wrongly holds the amount of elevator necessary to maintain this buttocks pressure. Greater lift is neces sary to hold altitude in a turn than in level flight As the lift increases, more buttocks pressure must be accepted proportionate to the rate of turrv The student YFR pilot does not grasp the necessary pressure changes until he learns to use the homon as reference. The student IFR pilot has to reaccept this chang ing sensation. In a slip or skid the pilot is forced sideways on his buttocks and because of this he will have (he impression that he is tilting. This feeling of tilt will be in the direction opposite from the slip or skid. It can be said then that while flying, the pro prioceptive senses do not substitute for our eyes. They give us no usable indication of the earth's whereabouts. In fact, because t; our ground experiences, they tend to mislead us. A vestibular apparatus is located m each inner ear. It has two basic part*: the semi circular canals and the utricle. Semicircular Canals tan be thought of as three small doughnut shaped tubes lying in three different planes; horizontally, verti cally side to side, and vertically front to back. These canals are joined together at one point and contain fluid that circulates freely within and between them. Where the three joint, hairtike cells project into the fluid, and as this fluid moves these cells arc bent toward the direction of flow. Nerves from the cells' base relay the direction of flow to the brain. These semicircular "l are affected only by rotation of the head in any plane. They* work in this manner. Let us visualize a glass doughnout containing fluid with floating particles as the horizontal semicircular canal. This tube is placed on a tail* and suddenly rotated counterclockwise. Initially, because of inertia, the water stands still relative to the table. As the tube is continually rotated at a constant speed, the water catches up to SO Public Safely Sessions (he tube because of friction, and there is no relative morion. If we suddenly stop the morion of this tube the water continues to move until stopped by friction, and the relative motion i$ then in the opposite direction. If a sensory antenna were projecting into the canal of the tube, it wouldn't know if the tube or the water were moving, unless there were a cornection to the table beneath. Similarly, but in all three planes, the semicircular canals tell a pilot in the air only that he is rotating in a certain direc tion. They do not tell him from what posi tion he sum or stops. In fact, as the rota tion of his head stops he believes he is starting to rotate in the opposite direction unless his eyes give him information to the contrary. This conflict between the eyes and semicircular canals is the main cause of vertigo during instrument maneuvers. Vertigo can also occur if the head is suddenly tilted or turned during a turn of the aircraft. This activates a different plane of the semidn-tilar canals and deactivates or even reverses s flow of fluid in the plane that was originally active. Turning your head sideways to look at a map while m a turn can do this. Vertigo under these cir cumstances is normal. Thus, during instru ment flight one should not turn his head more than a few degrees except in level flight or m constant climbs or descents. If the rotation of the head is accelerating at less than three degrees per second, there is no sensation of rotation. Less than this does not overcome friction between the fluid and canals. This adds to the problem of knowing when rotation has started or stopped. For this wc need our eyes. In the air, as a demonstration of this friction prob lem, have a friend tn the right seat close his eyes. Ask him to tell you whether you have turned left or right, after the following maneuver. Roll the aircraft very slowly to the left fat a rate of roil less than three degrees per second) until the bank is quite steep; then quickly rotate to level flight. He will say he is turning to the right at this moment and will be surprised, when open ing his e>es, to find himself level. The initial roll did not overcome the friction of the semicircular canals but the second roll did. It should be evident then, that the semicir cular canals give on indication of the earth's whereabouts. The Utricle--The o'ker part of the vesti bular apparatus, the utricle, is adjacent to the semicircular canals. It is, in essence, a small sac containing erect hair cells, upon which rest tiny panicles similar to grains of sand. These hairs are displaced by gravita tional pull or G forces, and nerves signal the brain of this change If the head is tilted towards the left, the weighted celts are bent towards the left, signaling the brain that the head u tilted tert relative to the earth. In an airplane it would tell the position of the head relative to G torces. In a level sktd to the left, these hair celts bend to the right, causing a wrong sensation of tilting to the right. This organ then, has approxi mately the same limitations as does the pro prioceptive sense, and thus gives us no usable guide to the aircraft's altitude. Adequate instrument training must be continuously promoted to decrease the major cause of death in general aviation. LESSONS LEARNED FROM AVIATION CRASH INJURY RESEARCH B, VICTOR E, ROTHE Mgr., Flight Safety Foundation, Inc., New York City Each year, more and more people are traveling by air. More commercial aircraft are being used, and private and business flying has increased beyond alt expectations. New aircraft types are being continually developed with emphasis on speed, range ,ind ail-weather capability. Better environ mental facilities are being provided, new flying aids are being introduced and opera tional limits are being strictly defined in 1901 Xatiouat Safety Congress the requirements for airworthiness certifica tion. With all of the steps being taken to pre sent the occurrence of accidents, the present accident rate will undoubtedly be improved. Really striking reductions cannot be achieved, however, without disproportionate increases tn the cost of aircraft and aircraft com* portents. Further, there is the unpredictable human error, which is the chief causation factor in some accidents. Based upon the foregoing, it is reasonable to assume that sve can expect occasional accidents and, since some of the newer aircraft types are carrying greater numbers of people, we can also expect more casualties per accident. Accepting the inevitability of an occasional accident, it then becomes the joint responsi bility of certain medical, engineering and research groups to strive to minimize the consequent injury to the occupants by draw ing attention to measures which may reduce unnecessary death and injuries m aircraft accidents. The aim must be to provide the safest possible design within the limits im posed by operational and economic considera tions. There is a reason for every injury, and if all the facts are known, each injury can be related to forces with or without contact between the site of the injury and some part of the accident. A knowledge of the relations between inj'ury, force and aircraft structure will serve a* a source of ideas concerning prevention, diagnosis and treatment of certain injuries -- all of which will improve the rate of survival. This brief introduction suggests that crashworthiness, or crash safety, is a subject as worthy of comprehensive study as is air worthiness. The work presently being done by the Aviation Crash Injury Research Division of the Flight Safety Foundation is to con duct research involving the relationships between injury, force and aircraft structure for the purpose of increasing our knowl edge in this area with the hope of im proving the survival rate in aircraft acci dents. The research conducted by AvCIR involves aircraft of all type*--fixed wing as well as rotary wing, civilian as well as military, transport as well as lightplane. Many of the research findings are of such a broad nature that they ate applicable to most different aircraft types. For example most Army aircraft have their civiltan coun terparts. The findings under the research conducted for the Army are, therefore, ap plicable to light or business type aircraft, The reverse also holds true Likewise, knowl edge gained from investigation and studv of survivability in transport accidents is translated into both military and private plane applications. Consequently, the col lective research of the entire project has broad direct value to all interested agencies. The research conducted by AvCIR is per formed by the following branches: Accident Investigation Branch -- This branch conducts on-the-scene accident inves tigations on military and civilian, fixed wing and rotary wing accidents. The military accidents investigated are limited to Army aircraft which fail into both the lightplane and helicopter categories. OvilSan accidents investigated include both transport and pri vate aiccraft. When investigating civilian accidents, the investigators of this branch serve as members of the CAB or FAA investigation teams. In addition to on-the-scene investigations, this branch also conducts evaluations of preliminary designs, modcups, prototypes and operational aircraft from a Crash safety point of view. This work is done for the military under the terms of our military contract and for civilian companies on a request basis. As a result of the investigations and evalu ations conducted, appropriate reports are prepared on the findings for distribution to interested agencies. These reports include recommendations which form the basis for new, improved designs and modifications to existing designs from a crash safety stand point The information compiled by this branch also becomes a part of the mass data compiled by the organization for sta tistical studies. Statistical Analysis Branch--The function of this branch involves collection, coding, and analysis of accident data. The data are forwarded to the organization on AvCIR accident and medical report forms by the FAA, CAB, Army, state aviation groups, and state police forces. The data are analyzed for* the purpose of determining injury causal factors out of the complex and otherwise indeterminate Fubttc Safety Sessions events. The branch also observes and meas ures trends of a general nature in, for esar--1**, accident rates, injury severity rates, instillation and utilization of safety equip ment and structural and design features relating to injuries. Special studies are also conducted which deal with the frequency and pattern of injuries experienced in spe cific areas of the body. Training Brandt--This branch maintains and operates the crash injury investigator's school. It conducts five two-week training courses annually for military and civilian design engineers, flight surgeons, aviators, safety officers, etc The operation of this branch permits direct dissemination and in terchange of the data and findings of AvCIR and other agencies as a result of research and investigation. Human Factors Branch--The basic activ ity of this branch is the study of the cor relation of mjuries to causative agents in aircraft accidents with emphasis on occu pant restraint, occupant environment, pro tective equipment and emergency evacuation. Experimental Research Branch -- This branch is responsible for the design and execution of experiments which will pro vide increased knowledge of the dynamic behavior of aircraft and their components under actual crash conditions. The experi ments include testing of full-scale aircraft under fully-instrumented controlled condi tions and the dynamic testing of aircraft components. The design of each experiment is built upon the problems brought into tocus by the other elements of the or ganization, wherein the indications are that answers to certain key questions can be tound only by simulating certain crash sit uations under dynamic conditions. Before discussing some of the detailed findings resulting from research conducted by AvCIR, it might be well to dwell on two points which we feet require some clarification. The first point for clarification is the question: "What is a survivable accident?" Almost everyone involved in aviation safety today has at one lime or another used the expression "a survivable accident" Numer ous attempts have been made to define a survivable accident without success. The dif ficulty in attempting such a definition stems from the fact that there are no present or foreseeable means to accurately determine the crash force factors such as: peak magni tude, duration, rate of onset, direction, and frequency through post-crash calculation. 7111*, in combination with the lack of re liable data on tolerance levels and surviva ble limits of the human body when sup ported by standard restraint systems makes it doubtful whether such a definition is teasiblc. It it is assumed, however, that the crash resistance of modem pressurized fuselage structures are within the survivable limits of human C tolerance, a more practical criterion can be based upon the post impact condition of the fuselage structure*. In that case, a relatively intact fuselage structure or portions thereot would imply surviva ble conditions, which in turn would justify survival expectancy for the occupants of ihose areas. The second of these points is the defini tion of the term "crash safety," as we sec it. A number of terms have been used by various agencies and individuals involved in aviation safety to express the overall degree of safety built into an aircraft. A term which has been used by many peo ple is "crashworthiness." We don't feel this term is as meaningful, nor can it be as well defined as the term "crash safety." We therefore, have adapted die expression "crash safety" as an all-encompassing expression which tends itself to definition. "Crash safety," as we see it, is the result of the following factors: A. Crashworthiness. We see crashworthi ness as the ability of the basic aircraft structure to resist deformation, disintegra tion, or collapse into areas normally occupied by vital body areas during an impact in which survivable crash force conditions existed. This feature in itself, however, dees not assure survival. B. Adegrtcte Tie-Down. Assuming crash worthiness of an aircraft design, our next problem is to keep the occupants and loose equipment anchored in their respective po sitions during a crash. This requires that the floor structure does not disintegrate, the seat anchors not fail, the seat structure remain intact, and that the restraint system for both occupants and loose equipment be adequate to retain the occupants and loose equipment in their respective positions un der survivable crash force conditions. Si !94t Xnlinti.ti Safely Congress C Elimination of Injurious Environment. If we now have a crashworthy aircraft structure which incorporates adequate tiedown feature*, the next problem is to eliminate items within the immediate environ ment of the occupants which are poten tially injurious such as non-yielding seat backs, food tray;, arm rests, etc. D. Crash Force/Energy Absorption. If an aircraft is provided with the desirable features set lorth above, there is then the possibility that the structure of the air craft has become rigid at the point where the crash force energy is transmitted di rectly to the occupant and in some instances, may even be rrwpmified during the crash deceleration. Crash safety design should in clude provisions for absorbing energy either in the basic aircraft structure or through the use of suitable energy absorbing ma terials or devices without compromising crashworthiness or any of the other fea tures cited above. E. Elimination of Post-Crash Hazards. If the above factors are properly incor porated m the design of an aircraft, then the survival r;ite in aircraft accidents should be substantially increased. There arc, how ever. still the post crash hazards to con tend with such as post crash fire and drown ing in ditching accidents. Crash safety design should include proper emergency pla carding, proper emergency lighting, adequate emergency exits, and methods tor reduc ing the possibility of post crash fire. in summarv: crashworthiness, adequate tie-down, elimination of injurious environ ment, crash force/energy absorption, elimi nation oi post-crash hazards equals crash safety. In conclusion, we feel that the following dehcienaes represent the most significant rinding* resulting from aviation crash in jury research: (1) The lack of sufficient medicU data, particularly autopsy data from fatalities as sociated with aircraft accidents. More in formation of this type would permit better correlation between injuries and their causes, particularly internal injuries. Such informa tion would also be extremely valuable in determining the causes of accident* in tome case*, especially where alcohol or drugs are involved. It is hoped that someday a way may be found whereby complete autop sies could be performed on all fatalities experienced in aircraft accident*. {2) The present load factor* governing the ue-down chain are inadequate. These load factors were developed at a time when very* little was known about the actual loads experienced m aircraft accidents and ihey have been improved very little during the intervening years. During the past dec ade, however, through experimental research in improving the crash testing of full scale aircraft, considerable knowledge has been gained with regard to the loads experienced n actual aircraft accidents for both fixed and rotary wing aircraft types- The information gained through tins re search has Indicated that deficiencies exm in the present standards with regard to magnitude of the loads, direction of appli cation, duration, and frequency. It also in dicates that there are significant difference* between the loads experienced in fixed wing and rotary wing aircraft which leads us to believe that the same standards are not applicable to both types. Further, deficiencies exist in the present requirements for meet ing the standards and specification* now la existence. The present requirements are for static testing of the various component* in volved whereas the environment in which these components function is dynamic and the testing procedures used should closely simulate the conditions in which these com ponents function; that is. they should be dynamically tested. U Public Softly Sessions ORGANIZING FOR SAFE WATER SKIING By JAMES R. LAU20N Midwest Regional Vice Pre*^ American Water Ski Assn., Chicago Picture, if you will, a high powered water ski tow boat The boat is streaking toward a water ski jump at 3b miles per hour. The boat Is pulling a highly trained, extremely competent skier. The skier angles toward the jumping ramp at a speed in excess of 48 miles per hour. He miscalcu lates hi* timing. At the tast fraction of a second he finitely attempts to swerve away from the jumping ramp. There is a resound ing thud, then silence. The time and place of this actual inci dent was August 20, 1961 in Austin, Tex. The occasion was the National Water Ski Championships and the skier was Chuck Steams, former national and world champ- You are probably asking yourselves, will this boy ever ski againHe skied again ten minutes after this hair-raising incident, Had it not been far safety precautions con ceived And insisted upon by organized water *ki groups, this skier might Have been ieereiy or even fatally iniurcd. Statistics--There are an estimated 12 mil lion water skiers. However, water skung has an exceptional lately record in com parison with other water sports. This state ment is backed by the fact that of all the boating fatalities studied by the Outboard Boating Club of America in 1959, only 3.9 per cent of those fatalities occurred while the victim* were engaged In the sport jf water skiing. These figures represent a drop of 0.6 per cent from the 1958 study which had a 4.5 per cent fatality ratio. The 1960 report by OBC is even more '.-iicouraging. Of all the boating lataiitie.* studied, water skiing totalities comprised only 1.8 per cent of die lotah This is a drop over 1959 of 2.1 per cent. This safety record U not only amazing but certainly gratifylng to both OBC and AWSA. Both organizations have carried on extensive cam paigns to educate the boating and water skiing public in matters of safety and com mon sense. Safety Precautions-- Several safety de vices have become commonplace in organ ized water skiing. Some `talcs now have laws making the use at some of these de vices mandatory. In water skiing, life belts are the most commonly used flotation de vice. Through the efforts of many manu facturers, life belts have become less bulky and less obtrusive. In some cases thev are even attractive. The second item i* a life vct or jacket. These jackets are manufactured in different sizes ranging from targe all the way to extra small. Some jackets are designed to be more than just flotation device*. In tournament competition skiers attain speeds in excess of 45 mdcs per hour and a fall at these pceds could certainly injure a skier internally. These jackets cover the chest and back protecting the skier's rib cage, chest cavity and such vital organ* as the heart and lungs. In all AWSA sanctioned tournament*, it i* mandatory for alt skiers to wear a life jacket during jumping events. lust as a football pla>er wears s, helmet and a hockey pla>cr wears shm guards ior protection, ?o should water ski jumpers wear a life jacket tor protection. The third item is a wet suit. These suit* arc made of rubber comparable to those worn by skin and scuba divers. In manv cases, the skier uses a wet suit to keep warm w hile skiing. A wet sm is considered a flotation d .ice. but the suit must meet the same requirements as utu uthcr flotation device. It must float the skier. The wet suit, however, cannot be used a* a flolation device in jumping because it does not af ford the skier the protection from injury that the jaeket does. When it comes to a flotation device, I am a believer! I never ski without a belt, jacket cr wet suit. It's just good common sense. Mot too long ago, those of us who considered ourselves "hot shot" skiers thought that an>one wearing a life belt was a '`si*sy.`, Now w* realize how wrong we were. As a nutter of fact, the Illinois Water Ski Association, of which 1 am a member, lias a standing rule that no one 55 IQtil Nationnt Safety Congress skis without a flotation device. Thu also applies to our ski shows. Not a single act leaves the dock without a flotation de* vice, Some local ski clubs have adopted the slogan: "If you see anyone skiing in our area without a flotation device, he is not a member of our ski club." This type of thinking and action can only help to pro* mote safety on the water. This next item of ski equipment is a ski hitch. This ski hitch is manufactured by the Futurity Company of Joliet. IE. The ski hitch is designed to attach to the transom of an nutbeard motor boat It holds the ski line high above the water so that the line will not become entangled in the pro peller. This hitch also tilts forward so that the observer, or line handler does not have to reach down behind the motor near the propeller to retrieve the line. The increaKa use of these safety devices wdi certainly make the sport of water ski ing an even safer water sport Rather than reading a long list of "do's" and "don't's," I refer you to the "Signals to Boat Drivers" and "Guideposts to Safe Skiing." All of these "do's" and "don't**" are certainly important and we encourage their observance by skiers and boat drivers. I would like to comment on just a few of these rules. One of the most important signals used in writer skiing is the one signifying "I'm O.K." This signal consists of clasping both hands overhead after a fall. This signal should be automatic to water skiers. Its use is not only encouraged but insisted upon in alt American Water Ski Associa tion sanctioned tournaments. Another extremely important rule con cerns a skier's landing. Never, but never attempt to land directly toward shore. The American Water Ski Association Oflidal Tournament Rule Book specifies the rules to be followed at ail sanctioned tourna ments, Safety is strongly emphasized in this rule book. There are eight sections in different parts of the rule book devoted to -afety. One section in particular specifies that a safety director be appointed for all sanc tioned tournaments. Section 6.09 states: "At least two weeks before a tournament, the sponsoring affiliated dub, with the approval of the chief Judge, shall appoint a safety director, who will appoint such assistants as appear necessary. The safety director shall be responsible for the safe condition of ali equipment, facili ties, and operation of the tournament He shall have the authority to take whatever action is necessary, including stopping the tournament whenever he e-bferxes a con dition he believes unsafe." We, of the American Water Ski As sociation, feel that the safety director of a tournament is a very responsible posi tion. We, therefore, tee! that this position should be assigned to a competent responsi ble individual. The saiety director must see that saiety boats are in position be fore a skier leaves the starting dock. Two safety boats are required for jumping and slalom. This meins for both practice and competitive sessions of a tournament The requirements for safety boats are as follows: 1. The boat must have sufficient length and be powered by appropriate horsepower motor, or motors, which will enable the boat to quickly reach a fallen skier, 2. There must be a driver and a rider. The rider should be a good swimmer and must wear a flotation device. 3. Ring buoy and line. 4. Boarding ladder. 3, Water stretcher {can be an inflata ble air mattress). The safety director must also check the safety sides on the jumping ramp to see that they are in a safe condition. The safety sides just mentioned arc plywood coclosures which cover the sides of the ramp. They are attached to the ramp surface and jut outward at an angle to below the water line. If a skier strikes this slanted safety aide, it is not like running into the pro verbial brick wall. The skier is merely deflected away with little or no injury. Had it not been for these previously mentioned safety precautions. Chuck Steams, whom 1 mentioned earlier, might have been seriously injured. It is interesting to note that in 22 years of water ski tournaments with 65 tourna ments sanctioned by the American Water Ski Association this year, there has never bees a fatality in a sanctioned tournament 56 Public Safely Sessiotu American Water Ski Association--The American Water Ski Assodatfr i (AWSA) is comprised not only of sina!e member ships but also of affiliated dubs. Local clubs find it advantageous to be affiliated with AWSA. Information not readily available to others is available to them. Publications such as the "Water Ski Gub Manual" and the "Tournament Manual" are sent upon request. These publications contain specific sections on safety. People often ask me, "Why should I join a dub!"* One of the baste reasons for joining a dub is the availability of equip ment which of course includes safety equip ment. Many ski clubs Itave safety rules formulated by their own committees to suit the needs of their specific area. For ex ample, a certain area might require a defi nite pattern for boat traffic Our local club has a safety director and a safety com mittee. They have drafted rules for our ski area which, incident!)', indude all of the local laws as wdi as existing state laws pertaining to water skiing and boat ing. By joining a club a skier may en joy the protection of regulated, safe or ganized water ski activity. The new club member will also benefit from the back ground and knowledge of safe skiing pro cedures acquired by the older members of the club. In a great many instances, local ski clubs have worked hand in hand with marine manufacturers in the development of their products. The manufacturer gains the mueh needed testing his product requires and the ski club gains the use of the equipment. The recommendations of seasoned skiers is invaluable and the final product is always a safer, more durable product. The Mid-Wert Region of AWSA is deeply indebted to many maruie manufacturers for the consignment of their products to the region for use in tournaments and ski shows. The Jones and Yandelt Company and Billy Boy Products have donated life belts and jackets. The ICaar Engineering Corporation consigned two-way radios to be used in tow and safety boats. The major motor manufacturers, Scott McCulloch, Johnson, and Evinrude have made boats and motors available. The use of this equipment by the region certainly helps to make our tourna ments and water ski activities marc pro ficient and thereby, safer. These manufacturers have also co-operated with AWSA by including membership ap plications and safety literature and safety pamphlets with their products. Scott Mc Culloch co-operated again with AWSA to prepare and produce a booklet called "Trick Ricflng Made Easy." This booklet, incidently, also includes a section on safety. Evinrude Motors has produced and distributed a book let on water skiing stressing safety. John son Motors has produced a complete library of water skiing films and has made them available to clubs throughout the country. Kiekhaefer Corporation has alo produced films in water skiing. These manufacturers have done much to foster and further the cause of safety and certainly deserve a commendation for their efforts. Cowboys--As in any way of life, or in any sport, there are always a few bad ap ples who can spoil the barrel. We of the water ski world arc also plagued with this problem. The cowboys, or renegades, as we often call them, are the guys who buy or borrow their first boat, borrow a pair of skis and a tow line, grab a friend by the neck and hit the waves. They have had no previous instruction or indoctrination. They do not know, nor do they care to know the local or state regulations on boating or water skiing. They run their boats and ski with little or no common sense, and very little regard for other water enthusiasts. TLc comments made by fishermen and land own ers alike naturally are, "there goes another btankety, blank water skier." These com ments are justified, but certainly place a stigma on water skiing in general. We feci that the most practical method in which to corral these cowboys is to en courage them to join an organized ski club. There are well over 800 water ski clubs throughout the country, which should pro vide plenty of corral space. Recently, there has been the development of statewide water ski associations, or federations, who are organizing the water ski dubs in their states. Much is being done through these state water sld federations to promote safety and common sense. The primary lesson taught by organized water ski groups is as follows: "When water doing, give a wide berth to all other boats, swimming areas, and objects on the 57 1961 National Safety Congress water. Give particular resard to fishermen, canoes and sailboats so that a healthy situ ation will prerail on the water. Water skiers and other boaters, who use cur waterways, will then be able to live together and en joy their respective water sport* in har mony." Legislation--Many slates throughout the country have enacted or have attempted to enact legislation which we feel is restrictive n> water skiing. Some examples of this type of legislation are at follows t "Re stricting water skiing to only certain hours of the day. (This would certainly impose a hardship on a person who has unusual working hours.) Restricting horsepower or even eliminating boats from takes of cer tain acreage, (This can cause a hardship utt a person who has purcitascd property on these like? ) No double skiing. (This could put show skiing out of business.)" Organized water skiing groups not only warrant favorable legislation, they un equivocally endorse it. Organized groups, by example, have shown that they are not afraid of legislation that requires fiocanor devices, or requires an observer, or a wideangle rear view mime. Our local ski rial has had these regulations for years. If, by example, we can (bow others that thro is what an organised group docs, pcrisp* they will emulate us, cr even join us. Sumnwrj^-Safety devices and safety rules are useless unless the skiing and boating public are educated as to their existence and usefulness. The American Water Ski Association, in co-operation with the Outboard Boating Club of America and marine manufacturers, is actively engaged in furthering safery in water skiing. The AWSA is constantly in contact with affiliated ski clubs, working with them and sending them safety and technical information. The AWSA has been represented at boat and sport shows through out the country. The me*age being relayed is 'ski safely, join a local ski club and the AWSA.*. Then enjoy the fastest growing ill family and competitive sport, but en joy it safely. HOW TO USE LOCAL PUBLICITY IN PROMOTING WATER SAFETY Bj PHILIP LESLY Pres., The Philip Lesly Co., Chicago Educating people for safety is an anomaly. It is an axiom that "Self preservation is the first law of nature," and yet everyone associated with safety education knows how difficult and frustrating it is to get people to heed messages that can save their lives. This i> not unique in America, because in this country, admired all over the world for creating the highcii standards of liv ing based on selling products and services, we are trangely inept at getting across ideas. SVc have the best economic system ever dev ised fey mankind, yet we have done such a poor job of getting it understood and appreciated that we must constantly be beat ing off efforts to destroy it. We have the best social system for the total of the peo ple in the history of mankind--yet meet of the. time in most parts of the world Russian communism is much more effectively projected than American freedom. Behind these difficulties is one key rule of communication that too few people under stand: You can't sell ideas the way you sell products. You can't sell safety by driv ing messages at people, trying to impose what you have to say on people's minds. Ideas are accepted by people who come to fed they are their own ideas as a result of exposures that are meaningfnl to them. So, to educate people for safety--on the highway or on the water--safety must be made meaningful to them, at the local level, and in their individual lives. We hare sees that safety programs do not succeed oo slogans only, on emotional ? Public Safety Sessions tpeJ*, or t*i vague calls for safe action. They snov be as specific in concept as > -,-ibUs, and idenuficd as closely as possible - .U. Lie syhvidual personally. People must ilrtorb the laitty message out of exposures wmiits that thev voluntarily encounter bnaosc of besefits they themselves seek. safety education pregnuns should be sim ile, ea*y :o understand, and easy--even en joyable--for people to engage in. Here is another important principle: Con vey the message ox safety in terms of the wife, the children and other loved ones, rather than the person himself. It's a basic psychological fact that many people con-,drr it a sign of weakness to admit, even to themselves, a concern for their safety; but it a sign of strength and admirable to be concerned about one's family. Tell a man how he can help protect the lie and Health of His wife and children and sou will be educating him in safety without his acknowledging the fact. Now let's look at how we might go about organizing and conducting a local publicity program for water safety. Fir-t of all, let's recognize that as in all fields where ideas are the primary ingredi ent. the be-M publicity cannot be done by mm ttre No matter how many people inay I involved or delegated to carry out ,i--ignment*. the program will be successful in direct relation to the availability of some eie dedicated person with imagination, cre ative ability and energy. The mul_ for reaching the public in clude all of the mass outlets--newspapers, magazines, radio, television and public meet ings. These can be utilized in a variety of ways; interviews in newspapers or maga zines with local safety council members or Coast Guard perse el; an insurance man who points up the dollar losses incurred in boating mishaps; soliciting the services if boating editors to comment editorially n how water activities can be best carried out with safety and security for one's loved me*. Radio and television interviews can be arranged with local marine dealers, Red Cross, safety council or Coast Guard per sonnel, newspaper or magazine boating edi tors or outdoor editors, or with police of ficial*. Wherever possible, the information about safety should be couched in material about water sports m general--boating, swimming, water skiing--.rod treated a proper pro cedure. rather than * lecture* on avoiding accidents. People who con speak authoritatively on water safety almost always are g'ad to cooperate in a program that holds real promroe for making the public more alert io proper practices on the water. These include local satety council members. Coast Guard or power squadron personnel, police officials, local Red Cross representatives, or personnel from the Outboard Industry Association, former!) the Outboard Boat ing Club of America. Materials to help get aero#* the message of proper procedures on the water are read ily available. Pamphlets, booklets, photo graphs and films can be cbtained usually by written request to the National Safety Council, commandant of the Coast Guatd District in which you live, your area Red Cross director or the Outboard Industry Association or the National Association of Engine and Brat Manufacturers. Now, here arc a row jjocitic suggested activities in which a heal organization might engage to roter saro:;* in the water; 1. Stage a public on-thc-water demonstra tion of proper and tmprojcr practices. Urge that wives and children be brought as ob servers so that they will team Coopera tion can be soticsted from tue Ked Cross, local dealers, the Coat Giar!, Sea Scouts and Similar groups. Ski ch;b cm provide attractive entertainment, at the tame time pointing out the proper wavs to water ski. Free rides can be offered as another inducement to ger pc-ple : come out and to absorb proper procedures. So can free engine checkups be offered by dealers. 2, A talk before a civic club or service organization by an authority on water ac tivities or a safety expert can provide an immediate outlet for information on proper procedures and techniques. It also provides very important means tor reaching thou sands of people in addition to those who attend the talk. It it always important to remember that any meeting represents only a portion of the impact that can be de rived -if it is properly planned and han dled; the publicity that appears as a result of the meeting in various kinds of media can frequently be much more effective in total results. 5`> t%l National Safety Congress 3. Marine dealers can be interested in holding on-thc-water demonstrations at which experts would be local Red Cross and/or Coast Guard per.-onnd. The demonstrations could include illustrations or good beating techniques, engine care, rescue practices, etc. 4 Arrangements can lie made for police. Ked Cross or Coast Guard personnel JO >a!k before school assemblies on water ac tivities, proper procedures, and gening the most out ot fun on the water. Films can be shown that illustrate these points. Such appearances also provide an opportunity for publicity in local newspapers, radio or tele vision. 5- A newspaper interview can be set up between a local insura-icc man who Spe cialises in marine coverage oct the dollar losses in water mishaps caused by improper practices, and the savings that can be ef fected by good boaung habtu. In many cases the fear of financial loss can be made more graphic to people than the al ways-unreal likelihood of their being killed or injured. 6. An interview can be arranged between a boat racer or water sld champion and a newspaper boating editor on techniques to be used at high speeds, under trying con ditions, etc. 7. A local marine dealer can be urged to sponsor one-minute suggestions on proper boating techniques, over radio or television. 8. Other interviews an be arranged for local Red Cross or Coast Guard personnel; the president of the local outboard boat ing club; a marine dealer or a local garage man on how to hitch and pull a boat trailer with a car. 9. Films available from the various out board motor manufacturers, the Outboard Industry Association, the Red Cross and other sources can be shown to many or ganizations such as women's clubs that arc not directly interested now in boating. The big problem in water safety is not the veteran so much as the beginner who ven tures too soon, with too little information. The new boaters and sealer skiers and swimmers each yar are most la need of education. The future water sportsmen-- those not already aware that they wilt be interested in water sport*--need to te reached before they venture out onto the water. Reducing the accident toll on the water is a challenge worthy ot the best abilities and the most humane instincts of the .Ameri can people. It is not an easy assignment, but one that can be most grati tying in its results if imaginative and energetic ef forts arc applied. WATER SURVIVAL COURSES By ROBERT W. BUCKLEY Dept, of Physical Education, University of Washington, Seattle Few water safety instructor* have un derstood the values of teaching their stu dents safe methods of swimming while clothed, ft can be shown that more than 80 per cent of all people who lose their lives in the water are fully dressed at the time of the accident. It is common knowl edge that most people believe that clothing will drag them down with its weight and therefore, must be discarded before they can swim to safety. Swimming instructors have attempted to cover thi* important subject matter by teaching their students to disrobe while swimming in deep water. In most cases. the swimmer does not have sufedent clothing to give him a true test of his ability to disrobe He does not lave for example, shoes that lace abvvc the ankles; he doe* not have the multiple layers of clothing a sportsman is likely to wear wbsi oo or around the water, such as a T-shirt, a wool shirt, a sweater and a windbreak, a parka or a rain jacket, Each of these must be systematically removed one at a time; or there is great danger in becoming entangled, thus making swimming almost impossible Swimming instructors should quickly rec ognize this fact: only the smallest percent- 60 Public Safety Sessions <^e of their pupils will ever be able to twim welt enough to disrobe properly. Under actual conditions, people around the water partidpating in boating, sailing, hunting and fishing are usually heavily dressed for protection against the cold. The water is often rough or choppy, and some times distances to safety are great. There is a definite need for standardizing instruction in "clothing swimming." Most text books teach clothing inflation, outlining only procedures for disrobing and inflating garments that have been removed from the body. It has been proven that students can be taught to inflate the clothing that they wear white cn the body. Without removing a single object, students very low in swim ming proficiency can be taught to splash air into ther shirt or jacket while being worn. They can be taught to keep air in thdr trouser legs by falling or jumping into the deep water, bending thar knees slightly and coming up, and rising thdr knees to the surtace about the same time thdr head breaks the surface. This should be done face up, hips low, and feet re maining underwater. Let us look at some of the advantages >m keeping the clothes on the body instead m disrobing. 1, Clothing protects the body from the initial shock of hitting cold water and allows the swimmer to adjust to the cold a little more gradually in order to get his breath. 2, It often support for the first few critical moments when panic is likely to strike the swimmer. He may be able to calm down and more rationally plan his course to safety. 3, Clothing protects the body from pro longed exposure. Sometimes rescue is many minutes, if not hours away. In many places cold is a cruel enemy and cause* loss ox life to even the strong est swimmer. Water trapped within successive ta>eri oi clothing acts as an insulator against the outside cold. Water ccmtr.g in contact with the skin warms up, thus cutting down ex posure to cold. Alert instructors in the military service taught men for survival in South Pacific waters the advantages of keeping their clothing m for protection against the sun, pred atory marine life, and rocks and reefs when swimming to safetv, I. Remaining dressed eliminates dangers of becoming entangled tn the clothesClothing is not damaged as a result of inflating it on the body. Clothing can be inflated in much less time than it takes to trobe. 5. It takes less time to tench inflation than to teach disrobing. Inflation of Upper Garments-- By holding a shirt tail or the lower front of a jacket or any other upper garment out and away from the belt, air can be pulled mto the water by the free hand. This is accomplished by cupping the hand and delivering a striking blow downward, thus splashing the air into the front of the jacket By assuming a semi-vertical position in the water, belly slightly downward, back arched, face out of the water, as in the head tugh breast stroke, the air splashed into the jacket in flates the area oxer the tipper back and shoulders. This support is ideal for keeping a person afloat in a desirable position for swimming breastrokc, side stroke or dog paddle. Air can be replacid when needed with little difficulty. Inflation of Trousers--By turning up on the back, flexing one knee and holding the cuff away from the shin at the ankle, air can be splashed down and under the hold ing hand. This air becomes locked in the trouser leg over the knee. Each trouser teg should be inflated a little at a time. The position maintained on tl c back should allow the belt and trouser > or icet to remain lower than the at... .`timed over the knees. Of the two medicos ot infla tion, the one most useful under most conditions is the inflation ot the upper gar ments. Usually support front the upper gar ment is lost when ; ttenipts arc made to inflate the trousers. The position on the back allows atr to escape throtish the open front of a jacket or shirt. Suggested Inflation Test--Simplicity should be stressed in testing. Keep in mmd that poor swimmers need inflation techniques re quiring little skill. The good swimmers can usually survive their mistakes. Test No. J. Students dressed in cotton shirt and trousers. Completely button shirt, including collar button; rolt down sleeves and button. Jump 61 1961 Xatienal Sajety Congress into water, feet first. puli out front shirt tatl, splash air into shirt. Time limit 10 cconds. Remain air-borne, re-inflating from time to time when necessary for support. Test .Vo. 2, Students jump into water feet first bringing knees to surface just a little ahead of their feet and head. Air is trapped in trousers above the knees. Students arc to remain motionless and air-borne within ten seconds after hitting the water. Professor Robert William Buckley Department of Physical Education for Men University of Washington Seattle S, Washington 6Z FARM SAFETY SESSIONS OUR STAKE IN A HEALTHY AGRICULTURE By PAUL C. JOHNSON Editor, Prairie Farmer, Chicago American agriculture has been at Some kind of a crossroads for as long as f can remember. .Yeicrtheless the situation today has many a>pects which cry for under standing and articulation. We are here primarily to talk about a specific farm prob lem, namelv that of safety in farm opera tions. but I think it would be well first to do some broad thinking about the place of the fanner in our society. This thinking might well explore hi* state of mind and his relations to the ret of society. They say a disturbed man is accident prone. It makes seme then that leaders in (he safety field should make a real project of understanding the mental and occupa tional climate in which the farmer works. This is an important step toward achieving our goal of inducing farm people to ana lyze their safety problems and attack them -ystematically. There's an old saying that you should team to love and understand your neigh bor before you set out to improve him. So that ts my task in opening this con ference. Those of us directly involved in farming and agribusiness have been worrying a good deal lately about the public relations of agriculture, that is the image of farmers and farm business that is being impressed on the minds of American people. The public distaste and "bad press*' that have grown up around a succession of govern ment farm programs are largely responsible. Friends of agriculture who have been deeply concerned about this governmental involve ment have sometimes worsened the situa tion by dwelling on the evils of dependence to the extent that the success stories of agriculture are overshadowed or overlooked. We ah suspect that a bad public image may have serious consequences in misdirect ing public attitudes on such things as cost of living, or indeed safety, and may en courage anti-farm legislation that wilt not serve the national welfare. t am even more concerned about the ef fect of the deteriorating public relations climate on the farmer and his family, i have detected a growing tendency on the part of fanners to be apologetic about their work. There has been loss of pndc in their vocation, evidenced by dropping enrollments in agricultural colleges and lack of enthu siasm about the future of farming. This adds up to a situation which might best be described as "unnatural." City peo ple want to think well of fanners and will do so if given half a chance. They may be far behind in their understanding of modem farm practices, but they like to think farmers are the salt of the earth. Many non-farm people have a background of farm experience There i* deeply rooted in man a desire to own land and a feeling that in land there is both romance and security. I believe this relations problem can be attacked by working diligently at developing four lines of public understanding: (1) tell the truth about present-day fanning; <2) explore the future of fanning with optimism; (3) bring the needs and priori ties of land use into perspective; and (4) set up national goals for farming and farm people. The nature and extent of the revolution in agriculture is not well understood, even by farm expens and farmers themselves. It is "tot surpnsing that non-farm people fail grasp what has been going on. Yet the magnitude of the change explains why we have many tensions, plus farm pro grams to treat the problems of adjustment The consumer has fared very well indeed and it is not necessary to point the finger of blame at anyone. Just tell the truth. The fact is that modem farming meth ods have made the fanner a bigger man. With his new tools and his new knowledge, he can do three to ten times more than his grandfather, depending on the type of tanning. 63 1961 National Safety Congress I do not believe, u some do, that the farmer was pushed into technological and business tanning. He chose the new meth ods eagerly, even though the rapidity of the change has at times caused much eco nomic anxiety. He chose the tractor in preference to the horse, then bigger and better tractors and auxiliary machines. He hired the electric motor because the motor can duplicate the muscle work of a man for a tenth the cost. He took readily to the new chemicals that transformed agron omy, and the new science of breeding and feeding his animals for higher production. Incidentally, you safety experts know these improvements have aiso spawned a whole new set of working hazards. The speed with which this transforma tion has taken place is a tribute to the fanner's own ingenuity and enterprise, and to the *~ut forces of institutional and com mercial invention which were unleashed by this enterprise. Changes in farming have beat complicated by changes in patterns of supplying farmers and processing the products of the farm Farm suppliers must produce in quantity to survive, so they advertise diligently and put forced draft behind educational and research programs, their own as well as those of the colleges. Processors have found their business dunged radically by the advent of the su permarket. This institution has brought lowcost merchandising, standardization, and con venience packaging. The processor had to look to his sources of raw material to meet this new demand and was forced to change his buying habits to suit the somewhat cumbersome organization of the large food chains. The tremendous productivity of farmers has made food steadily cheaper. City folks may find this hard to believe when they check out a grocery order. They need to be reminded that the higher costs they pay are the costs of the packaging and process ing that have been added to the food since it left the farm. Less than a tenth of the people in this country are now farmers. As a matter of fact, more than 90 per cent of all our food is grown by approximately onc-twenti- cth of our people. A hundred years ago it was the other way around. This change has given ns the highest standard of living in the world, bet It also has given us some persistent headaches, because many people have to leave the farm to find other work and it is necessary to reduce the amount of land which is being farmed. It is this adjustment that has brought the long succession of experiments we call government farm programs. These programs have not all been successful, but it is only fair to say that they have been mostly honest attempts to save us from depression, and to save a lot of people on small farms and on poor land from beaming a burden on the nation. The cost of farm programs has been rela tively small when you keep in mind the magnitude of this judgment. The ex periments will continue until we get more nearly the right number of people living decently on more nearly the right amount of land. It's up to us to call forth the kind of citizenship that will direct the adjustment wisely, and to have wisdom we must have understanding. A lot of people, both on and off the farm, carry in their hearts a deep concern for the future of farming. After all. haven't we drawn from our farms, generation after generation, young people of good work habits, stable outlook, and honest ambition? Hasn't the family farm stood us in good stead throughout our history' Do we want to trade it in for some kind of agricultural factory system which might grow out of present trends toward big business fanning? Can our traditional family-farm system meet the new demands and continue to survive? 1 believe the answer to this last ques tion is yes. There have been many experi ments in vertical integration as well as in dustrialized farming. There will be more as we probe the future, but as of now farm ing still belongs solidly to the individual operating his own business. Except in a few fields, the industrial type corporation wm to be out oi its elemeit in fann ing. I do not believe that processors or grocery chains want to farm. They will go into it only if they must, to procure the kind of raw material they need, whm they need it Its investment cost is too high by industrial standards. There are too many variables, too much grief. 04 Farm Safety Sessions ! believe the independent farmer is in business to $u>, providing he recognises the importance o/ keeping himself fully ,-ntplnycd and the necessity of turning out a good product at a cost in keeping with l>is tools and Ins capacity. This calls for a farm ot considerable .uc, a $100,000 investment in land and capi tal, perhaps more. It means outside financ ing oi one kind or another, probably some *e(aration between ownership of the land aiul the ownership of the other means of production, because (he investment load is hkclv to be too big for one family. There's a lot to be said ior the two-family farm, giving full employment to two ableUnited men, father and son, two brother*. <>f an operator and an able hired man. The iwu-tamily farm makes Ixtter u.*e oi land .tid machinery, and it makes farming much `.tore compatible with modern standards of iumg. Can this size economic unit com- ;*rte -uccessmlly with the really big ones? i` will drpcniL of course, on the type of ^arming ami on the organizational aids : aimer* can muster. By the standards wc now recognize in (lie midwest. 1 would ay that this bigger family farm can still -un corporation farming off its tegs. This mean- dial in safety and other programs <*' betterment we can still address ourselves ui the farm family as an independent operuiut!; unit. The larger family farm has an economic fc-iheney hard to match. This weenies from tieh things as personal interest in the busi ness, willingness to put in overtime at half rather than double pay, willingness to build up capital rapidly in a good year and to hie on it when the going is hard. t believe the farm as an independent t<C'<nomic unit of moderate size ran hold `.i> own a* the prevailing pattern of Amen.m agriculture if we can give some help in bringing the amount of land and re sources in farming into better balance with the need* It i hard to understand that wc now* need less land to feed more people, This points to another line of under standing that we must diligently pursue if the public image of agriculture is to be an honest one. It is really a wonderful thing that at a time when the population is grow ing we still have surplus land for high ways. industrial expansion, airfields, paries, md other very important non-farm uses. Somehow we as a nation have gotten our selves into a predicament where we are farming some 70 or 80 million acres of land which should be shifted to other uses. One lime-honored method of adjustment, letting the price drop so far that this land will go back to the counts for taxes, is no longer socially acceptable. We just don't believe in putting am bods through this kind of a wringer any more if we can possibly help it. Modern farming demands optimum use of the best bifid, so the acres' to be shifted should be the acres least suited to farm ing. This is hard fur the individual fanner lu do. Goaded by fixed overhead costs and tired by ambition to -urceed. using the land he happens to iiavc. he produces for what ever market there iv If the market is phony and the price bears little relation to honest need or true demand, farming is thrown even more out of kilter. Use of public funds to develop new agri cultural land or subsidize the improvement of unsuitable land aggravate- the problem further. Our government dues have a re sponsibility in dealing with this overexpan sion in agriculture. Present programs for idling acres tend to treat symptom* rather than causes. Thev are unacceptable as long term solutions. I've been plugging for some time for something I call a Federal Land Reserve Board which might Lc given the responsi bility of planning and implementing long time adjustment in the use of land. We need a sounder approach than that we have been using. Over and beyond his utcii ability, nothing teill do mare to assure the farmer of success than bringing the total capacity of the nation's agricultural plant into reason iiWr line xeith the total need. This is the xeay to make the free market effective. There is a fourth area ot concern which I recommend to the attention of all leaders in farming and agribusiness If we are to entrust our food-growing function and our best land to ime-twcntieth of our people, they should l>e among our finest citizens--- strong, competent, well-educated, proud of their work. This means more ihan just earning a living. It means taking a respon sibility for conservation of ihe soil and the countryside, dealing intelligently and con fidently with the economic and sociological 65 1961 National Safety Congress problem* ol the changing rural community, building their own safety and improvement programs, and Impressing the viewpoint of the grower on our national and inter* national leadership. A good many farmers I know are living up pretty well to this ideal, but it certainly is not the image being held before the Vmencan public today. Hie entire nation should re-examine the new role of the farmer in the light of the public welfare and America's future, divest it ot some of the romantic and nos talgic notions that have come down out of the past, take a hard look at the facts of adjustment, and in general put the food industry into more realistic focus. It is tragic that the American housewife, whose family has been emancipated from the historic fear of famine, should wheel her cart down the wondrous aisles of the supermarket, utterly oblivious to how this great treasure was assembled, often con temptuous of the farmer and his carping problems. Fifty years ago an American Country Life Commission, headed by Liberty Hyde Bailey and utilizing many of the best brains of the time, presented to President Theodore Roosevelt a commission report in which they evaluated the needs of the country at the turn of the century, when we were mueh younger. They wrote a credo for American agriculture that is well worth reading today, and they drew in surprising detail the blueprint that has Bade possible the success story of Americas agriculture unfolded In the past half eastary. 1 think this job should be done again. As an editor I have confidence in the written word. If it is wefi considered and carries the force of inright and sincerity, it can go far to elevate our purposes and unite our efforts. What do we want from the American farmer in the future? Continued abundance, yes, but this is only a part. The nation should *peak out on this subject Is tiie larmer merely a cog in an eco nomic machine? Is he a cow to be kept happy and well-fed so he will give much milk? Or L he a tree man doing important work and having an important part in the great deciiions of hts tune? What we really want htm to be may affect the way we tackle the host of perplexing problems that have grown up around today's agriculture. 1 have tkeicbed this background of mod em farming because it needs to be under stood by all who work in farm programs. If we are to be effective leaders, we have to believe in farming as a vocation and farmers as good and useful citizens. I urge >ou to familiarize yourself further with the truths about fanning and enlist in a crusade to make them widely known. If you do this your work in farm safety is sure to be blessed with success. THE ACCIDENT SYNDROME By MORRIS S. SCHULZINGER, M.D. Cincinnati, Ohio Practical considerations as well as the complexity and enormity of the accident problem have made it advisable to attack die accident problem piecc-meaL Hence, the division of accidents into home arridenfs, automobile, aviation, recreation, farm acci dents, etc. Basically, however, alt accidents, do matter where they occur, have more things m common than what sets them apart. I would know of no group' who could sp predate this truism better than the farm group. For many years a dissertation oa acci dents frequently began with a statistical recitation of the horrible annual aeddent toQ. The figures seldom varied:--accidents are the first cause of death under the age of 35 and the fourth cause of death for all ages. One hundred thousand deaths are caused by accidents annually, 400,000 are injured with permanent disabilities, 10,000,- 66 Form Safety Sessions 000 are injured with one or more days of disability and the con of accidents is $10,000,000,000 annually. In recent years, the cost has risen to some $15,000,000,000 and by ri cans of some statistical magic, the annual casualty figures were raised to 50,000,000 injured, with one or more day* of disability. When the impact of these figures began io wane, the astonishing fact was brought out that In terms of productive years lost, automobile casualties alone are responsible for one and a half million years lost an nually. White counting alt accident fatalities, nearly 5,000,000 productive years are lost annually in the U.S., and these figures do not include the losses due to partial-and- permanent-disability accidents. If a disease was to threaten continually with incapacity or extinction any large or small segment of the population, particularly Among the young, the medical profession, the public health services and an aroused public would promptly shoulder the re sponsibility of studying its cause and check ing its havoc. The seeming public indif ference to the annual accident holocaust and the innumerable personal tragedies that follow suggests, that accidents may serve some deep inner needs of the individual, or that the overwhelming nature of the prob lem evokes a measure of fatalism and resig nation in face of the inevitable, reminiscent >{ parts of the Orient, where every new calamity denotes little more than a break in the monotony of suffering. Yet progress in accident prevention has and is being made as is evidenced by the proceedings of the current National Safety Congress, and the increasing number of reports from re search laboratories throughout the country. Some 30 years ago when the author entered the practice of medicine, there was no accident Uterature to speak of, accidents were considered fortuitous experiences or an act of God, and accident prevention was largely unknown outside of major industry. Soon after World War II, accident pre vention bloomed forth as a new and exciting field doe to the Introduction of the magic concept of "Accident Proneness." You will recall the erstwhile chorus of many loud and booming voices pronouncing, that 85 per cart of all accidents were caused by 15 per cent of the people and that alt we needed to do to solve the accident problem was to find, tram, isolate or remove the 15 per cent of the culprits who caused most of the accidents. By 1947 this author had treated some 35,000 accidents in his private practice and on the basis of experience the new concept of accident proneness, as the eause of most accidents, did not ring true. The challenge was great and thus the author began an intensive study of his case records, which among other things showed: that when the period of observation was sufficiently long. i.e. one or more years, the IS per cent of the population who suffered 85 per cent of the accidents were not the same people, but were in reality a changing or shifting group, with new persons constantly entering and leaving the group. It is now generally agreed that the vast majority of all accidents are preceded by personal acts which, tn a manner, pave the way for the accident and in fact, make its occurrence almost inevitable. The personal acts described as precursors of acci dents are usually in the nature of physio logical, psychological, or physical aberra tions, subject to detection by clinical means. Yet, accident prevention is still largcly dirccted at manipulating the environment while clinical efforts aimed at manipulating the individual are relatively rare. In the past, major gains in accident pre vention were truly achieved by all ot those measures commonly known a* "safety." Our hope in stressing a change of emphasis, from the environmental to the personal and clinical aspects of the problem is to engender the overall conclusion, that future major gains in accident prevention devolve upon a comprehensive clinical approach of which "safety" is an integral part. Various studies suggest that an accident in itself is merely a culmination, and often times an inevitable culmination, of single or multiple factors which temporarily or more or less permanently are in the back ground of life. Given a set of circumstances of unfavorable nature, with fair fidelity, it is possible to predict the coming of an accident, but the background is more im portant than the culminating final event. The accident itself chiefly serves as a trigger mechanism for the impending disaster. 67 1961 National Safely Congress Clinically speaking?, there are three fac tors underlying most accidents: an environ mental haurd; a temporary or a prolonged personal impairment, or maladjustment; and faulty behavior under stress, it can also be shown that preceding most accidents, there i' a combination of sipns. symptom*, ami circumstances which together determine or influence its occurrence. These signs, symp toms ami circumstances, though numerous, follow a pattern and lend themselves to the formulation of a syndrome -- the accident -vwlrome. The Accident Syndrome is thus a combi nation of sign*, symptoms and circum* 'lances which together determine or influ ence the occurrence of an accident. Susceptibility or proneoess to accidents is largely a passing phenomenon, shifting from group to group; with age. with experience, with the degree of hazard, the intake of alcohol or drugs and a host of other transi tory or more or less permanent situational, personality and health factors. In the course of a lifetime nearly everyone can and does Itecome temporarily accident prone Most persons, consciously or sub-consciously, rapidly adjust to their unsafe or accident prone slate and an accident is avoided, it i* when the individual fails to recognize his accident prone state or when he U unable i<> adjust to it, that an accident is liable to mntr. Susceptibility to accidents varies in degree and duration, and fluctuates with personal ami situational factors. Susceptibility to ac cidents may be divided into personal and Mtuatinn proneness, and these may be sub divided into mild, moderate and severe and again, into temporary, long-term and per manent accident-proneness. Freedom from accidents depends on physical and mental health, on an integrated harmonious functioning of the sensory* motor Mid psychomotor systems, and on conditioned safe behavior, or the ability to react in a safe manner under stress. The adequacy* of adjustment of the individual pi himself and to fits environment, and hi* ability to adapt to sudden change, is a measure of his ncn-susceptibility to acci dents at any given time. An individual's accident potential may thus be said to vary with current stresses and strains, super imposed on basic or long-term personality trends. r**r maximum effectiveness, accident pre vention dinuld begin in early childhood with a careful indoctrination in safety habit* nnd the an of afe living. The home is tin place where susceptibility to accidents an-' immunity to accidents are bom and bred The family and the Home are the idea' units for favorably affecting accident u*- ceptibility and accident experience. T! schools, industry, and the communiiy al**may admirably serve these arms. Essential to the success of the clinical method in accident prevention i a working familiarity with the accident syndrome and with the physical, physiological, and psycho logical factors which determine accident causation. Another pre-requisite is a sys tematic effort to check out predisposition t*accidents, and the pre-accident state, in ;-ll routine medical examinations and screcnmi: procedures. More intensive examination*, and appropriate therapy may be necessary in indviduals with a high accident potential, in accident repeaters, in persons under severe emotional strain, and in lliosc en gaged in hazardous pursuits. Careful clinical examination and treatment are especially indicated in the three main accidentproducing groups; the young, the male niwl the maladjusted; as well as in the perma nently or acutely accident-prone*. . Viewed as a clinical entity it becomeincumbent upon physicians, in their exami nations of patients, to determine the possible presence of accident-producing abnormali ties, or factors and to forewarn their patients accordingly. Of special concern in the clinical prevention of accidents are the patient** current illness or state of health, their past medical history, their current life situations, emotional stability, motivation, developmental and family backgrounds; history of adjustments on the various levels current and long-term stresses, behavior under stress, physical and menial disabilities smoking and drinking habits, the use of drugs, the frequency of accidents, occupa tional and situational hazards, etc To diagnose the accident syndrome or live pre-accident state, the properly trained physician would begin with a careful history and physical examination of the patient. Psychological and physiological tests may provide additional aid. The accumulated in formation then has to be evaluated on the basis of clinical experience, and.the study 68 Farm Safely Sessions .<( the patient. In diagnosing the accident -mln-me. as m other complex clinical vimttc*. diagnostic acumen is sharpened by a state of alcrtnesss, diagnostic receptivenr**, and a heightened index of suspicion. Suppose the physician docs diagnose a prcMrcident or aecidcnt-bound state in one r>t ins patients, what could he do about it? The physician** first task is to protect the undent against the impending accident. With this m view, pre-accident patients should Itc divided into three groups, those who ari *nfe for exposure to hazards; those who .re ur.-afe; and (hose who are safe for limited exposure. Where treatment ts indicated, prr-acctdcnt clinical therapy should attempt t> prevent ;n accident thru the control or cure of the known acculcnt-producing personal inqtairmem- and maladjustments, discovered in the e -..munation of the patient. Of lesser iml-'rtnnce. but never to be neglected, are the MUtational nr environmental hazards of the individual which are to be controlled with the aid of safety specialists. Every physi cian's office thus ran and should become a -ourcc of accident prevention information and treatment In clear-cut cases, treatment of the acci dent syndrome should begin as soon as a working diagnosis has been established and the treatment should be a* all-inclusive ns jxissiblc, In border-line cases, the need for appropriate treatment arises whenever perti nent accident-producing physical, physioh-incal or psycltological abnormalities arc dirovercd, and whenever the loss of emo tional, psychological, or physiological equi librium is threatened. Tlte aim of treatment tumid always be to eliminate, modify, or neutralize the accident-producing factors discovered m the examination of the !*aticnts. What about the vast majority of accident tastialtirs who do not happen to see a doctor before the accident? Here undoubtedly pre ventive therapy would meet its greatest challenge. To prevent most accidents, em phasis should be placed on: educating the entire population to recognize common, recurring and other important accidentproducing factor*. Emphasis should also lie placed on the importance of adequate and speedy adjustment to impairments; and on developing a conditioned pattern of safe behavior ami safety awareness. Highly susceptible or "unsafe** individuals and those exposed to hazardous pursuits should re ceive more intensive preventive treatment. In order to reach every segment of the population and still remain within realistic bounds, prophylactic therapy should attempt to make use of seminars, workshops, ami educational literature, as well as mil* to the home and periodic re-examinatiomI'reventive therapy should stress accident prevention in personal health education, with emphasis on the role of the individual** deficiencies, abnormalities, capacities and skills in accident causation and prevention Guidance should be provided on: voca tional placement and training; on general ;ind specific situational hazards; on the role id the home and the family; on the need for adjustments on the various levels; tlie importance of youth, inexperience, alcohot, vpeed. fatigue, and stress; on the role of uch factors as aggressiveness, frustration, liate ami guilt and the role of extreme* of temperature, humidity', seasons, weather, time of day, drugs, smoking. CO, noise, vibration, high altitude, transient factors, etc. From the above listing it can be readily seen that the clinical and "safety*1 ap proaches to accident prevention overlap in many respects. The need for cooperative effort and teamwork by many discipline* cannot be stressed too often. Important tlterapeutic goals in treating pre-accident patients arc to help them achieve and maintain emotional equilibrium, to help them diffuse their uncontrolled agressiveness with appropriate action, tu help them develop a proper sense oi respect for minor temporary impairments, and to help them adjust to their* permanent im pairments. In thrir unique position of trusted advisers in matters of health, physicians have the opportunity and the responsibility to educate their predisposed patients in the clinical principles of accident prevention. Such an effort should be no more difficult nor less rewarding than the education of pre-canecrous, pre-cardiac, prehypertensive, diabetic, and other patient* whose continued well-being depends on an .required ability to recognize pertinent signs and symptom* and to adjust to thrir impairments. 1961 S'alional Safety Congress Is the final analysis, true accident prevemiun mtt with each individual citizen. Ind --'nnatirr. m the basic principles of tf*c -Tjdmt `wirrmr a* pan of an sn<fividua!"* |mm' Inpcar eduratxjE. cricid go a long at tw prevent accident* bv wai o: a safer lutterr; of Wturmr and living WiU d*r rtmv-aJ appruirh to tlw preven' of arodwet pfcace a** undue harden on irte mescal pVMle*air* Probably not. In i hr taw asionty oi inmancw simple OOO- medical measures iQ n&ct. Where a lh.v*ieian's attesboo ts called for. a con* uderabW amber of the patients are likely to derive thcrapobc benefits from the mere evaluation of their accident potential by the physician, and the insight Earned therefrom. Some may require superficial psycho* therapy, correction of 'peafie physical or physiological impairment* and maladjust ments, a course of training in safe prac tices, or a change of employment. Relatively few patients will require prolonged medical treatment or deep psychotherapy. The relatively small percentage of accidents which are due to specific psychological conflicts, or to a compulsive need for self punishment through injury', may require specialized psychiatric help. The treatment of physical and physiological impairments and superficial psychological abnormalities is, in the main, along straight medical lines. By the very nature of the accident syndrome preventive and therapeutic effort* must dal not only with the individual but alio with his family, the rnmmurmv. and with the patient's social, economic and physical environment. In modem urban society, this oils for a fnmmunitv-widr multidisciplinary approach with the personal physician in a position of leadership. The clinical opportunity to prevent an accident before il occurs, through the I'lentificaiKm and treatment of the pre-acadcnt patient, -hodd proride the necessary diagnostic and therapeutic challenge, whkb has hitherto kept physicians from playing their proper role in accident prevcrocc, Widespread public parndpatioo and approval would hr l considerable help. In major industry and tn other comrolle*! environments, the clinica) method of acci dent prevention can be applied errs now In other areas of activrrr a sncec"fol ap plication of the dhoca! method wrxild hr facilitated by an enlightened and *rooe; public partidpatRm, the derdoftaett of a -olid body of validated ctsmcaJ facts, thru research and an active participation of the medical profession. The establishment of -pecial departments by medical schools for the study and teaching of accident carnation and prevention would be a welcome step in the right direction. To advance and tet the limits of useful ness of the clinical methods in accident prevention, the author proposed several years ago the establishment of community accident prevention and diagnostic clinics. Such clinics would be exceedingly useful in the practical daily task of diagnosing and treating pre-accident patients. They could also serve research goals by enabling a systematic study of the health, behavior and adjustment of pre-accident and post-accident patients. Well staffed and equipped leaden I prevention and diagnostic clinics would also serve the needs of undergraduate and graduate medical teaching and as centers for public education in the hygiene of ac cident prevention. Unless vigorous application of the clinical approach h* espoused, or others of equal or greater promise, if there be such, then the present appalling accident frequency will ontinue. WORKMEN'S COMPENSATION IN AGRICULTURE Syt FOSS Hot Cut-weS U'mvwrairf. Ithaca. N. Y. >KK3r !t :vur. . Stair* twir ad'T'e'' enable injured worker* in getting :* lor injuries without (he delays : under common law or employer's Farm Safety Sessions liability has. The damages iadnde ptjsieS r'or lost rime, medical and hospital bills, and rcimburvcsMst for f " -- injuries. Until recently, agrictskare was not indoled to coaapnhory coverage. At present eight states; Alula. California. Connecticut. Hawaii. Ohio. Vermont, and r*urn- Rare, cover agriculture the same as tlier f>rfcer>. Ten other Mate* have **xne uf cuanpeti'Ory agricultural worker* ..linages--mnt of them machine operation*. n*-< addiuocnl state* are Arizona, Ken tucky. Louisiana. UmacMiu. New- Jersey, New York. Oklahoma. South Dakota, 'Yis- ftmm, and Wyoming. From an occupational hazard standpoint, agriculture has the highest death rate of ail industry groups. It rates third from the top in total injuries and also third in deaths l<r 100.000 workers--exceeded only by the cttraeriic industries and construction. From a social standpoint, there is a need tor workmen's compensation benefits by all workers including agricultural. With all other major industry groups covered, and with agriculture moving steadily toward al most complete mechanization, including more hazards, whatever major difference in "mode of life" of farming compared to other industry is fast disappearing. Because workmen's compensation law * remove much of the risk of civil suit oi injured employee against the employer, and workers prefer to be employed by farm operators extending such coverage, there i also a large amount of voluntary' agricul tural workmen's compensation insurance. To summarize the workmen's compen.Ni- tion table, some 22l't thousand farm opentors m 38 stales paid over 10 trillion dollar* of premium basrii upon some 30n - illi- of payroll. Thirty-six doth* were rev*<r*5** as part of the 2? th u<n*l Lmu.je clam-* amounting to nearly o rulU'.n Thi* is biff business wei! a* a tre--rc,d^;* waste! Employer'* habil.t* r ir r*-;..ev* -hows one and - ne-h-dt mdlaue* ,i premium based on 46 wt jatfl b* farm eznpk'vrf* in *'a:r* \ppr >--M*r-> three thousand medical claims came to over a quarter of a million dollars and 1500 liability claims came to a third of a million dollars--also big business and big waste! Frees a safety standpoint, such records of work injuries m agriculture uould be a powerful ally, la education we would have exact goals toward which we can aim our publications, our demonstrations, and all other effort*, la enguxenng we an likewise turn our energies toward improvement in machine guarding, eatety interlocks, housing structure*. electrical hazards, etc. Enforce ment can likewise--through insurance in spection and state regulations--bring about many tmprovemect*, based upon facts. Un fortunately, the*e workmen's compensation record* an be summarized only in dollars --no injury summary it available or even possible under the present system of work men's compensation records! The em ployer s liability record* are likewise useless from an injury- summary standpoint, Recommendation Ul Recognize the potential value of both workmen's compensation and employer's liability* records to aid in agriculture! safetywork--both research and education. 2nd. Develop a system of record keeping, in cooperation with and the sanction of the utterance industry', that will provide satis factory information on injuries. a. We need the assistance of the Farm Conference Board of the National Safety Council on a national level to expedite work with the National Bureau of Casualty Underwriters and with the National Council on Com pensation Insurance. i< We need every state's rural safety council to back this program--particu larly to pumt uiti the needs to the -*e*pectivc -ute m-timnee urbanization'. References L ifnminiral IVorkrr* Compensation. Bullet f Labor. June 156* i Slats Workmen's Compensation Laws. Bulletin lSI. C S. Department or Labor, May 7 (mloic Facts National Safety Council 71 JW.I \,itur.i Conor,'ss WHY A SUMMARY OF BASIC AND APPLIED RESEARCH IN THE FIELD OF FARM AND HOME SAFETY? By L. W, KNAPP Institute of Agricultural Medicine. State University of Iowa, Iowa City, Iowa l'r/r tari u have .ill hcvn iw.ire m the enormous numbers of farm ami home accilent*, He*t efforts lo date, although great, have nu. solved this problem. My premise is that one of the major elements missing in our efforts is the lack of general recog. nilion of the usefulness of safetv research and a definition of needeil research. One of the first principles in problem solving in any fiehi of endeavor, including safety, is the identification of that which needs to be done It is imperative that all the elements be correctly identified if any logical order i* to he found for their as* *emb!y and tlte solution of the problem. I Hfferentiation must be made between basic (imdertving factors) and applied (problem solving) research and evaluation (surveys and studies). Programs and future research, if they are to he effective, must be developed upon fact and not hypothesis, personal opin ion nr speculation. A logical iep lo a breakthrough in farm and home safety is the classification in sum mary form of all research, either afetv nr safety-related, listing that which has been done or is presently being undertaken. Any work under wraps or unintentionally left hidden will only delay tlte establishment of a sound basis tor farm and home accident prevention. Too much time lias already been lost in duplication of effort* or running down trails already proven unfruitful. Such detours frustrate the strong and discourage the weak, amusing a feeling that such work is useless and wasteful of men and money. Tlte summary will provide a number of needed links for a well tliought out, organ ized effort toward developing an effective accident prevention program for the farm and home, 1, It will recognize work under way for improved communication between interested investigators. 2. It will provide a resource platform from which to launch new research efforts, 72 . it will !< a source i h.i-ie ijcmr>i|x>n which educational program* can lie developed. 4. It will provide a measuring Mick for ilie progress made by those involved in -afety research. 5. It will create enthusiasm in tho-e doing such work and stimulate interest in |Ik> presently uniuvoived blit receptive to new ideas. Kadi of us must in lus own way stimulate those agriculturally oriented organization*, varieties, manufacturers of machinery, land* grant institutions, and safety organization* to delay no longer. We must raise question*, suggest needs and show personal desires m such quantity that this summary of basic and applied research will be forthcoming immediately. However, having shown such desire, the work is still not finished, for the compilation of this information again needs the same sort of support from you to assure it> distribution and use as did its inception. Ijily, I personally feci that this summary would provide you with a mirror, which, if we liave the courage to look into with truth, would shock us with its emptiness. How ever, on the other hand, and far more im portant, is the possibility of setting in motion die creative thinking which will find a solu tion to the problem of reducing the numberof farm and home accidents about which all of us are concerned. There may be a wide difference between the mechanisms of a modern rocket and farm and home safely, but each needs :m adequate launching platform if it is to per form successfully. There are visible signs of sputtering safety rockets all over the nation. The need has never been greater for this summary of basic and applied research than now. Let's set up an adequate launch ing platform for once and adjust the gyro* for a true course. J-ann Sajcly Si'Jtions WHAT DO WE NEED TO MAKE FALLS AN EFFECTIVE AREA OF EMPHASIS FOR AGRICULTURAL SAFETY? By HERBERT T. BOC.ERT Agricultural Safety Advisor, The Industrial Commission of Ohio Div. of Safety and Hygiene, Batavia, O, I will uiicmpi to cover the findings and -rvommenriatif it* of the 1901 Xaiinnat ln*iiuic Ki r Karin Safetv, ami other addilhin.il iwiiiii- iur reducing the occurrence nf fall* it I lie* agricultural industry. tmunc* and deaths from fall* affect per...it* mj ,di at;r. and arc u*u.nltv earned hv i "I,,.* of control," in some way. To help * eliminate or reduce the injuries from ..ill* : U> need to develop a greater under-i.uid:t:a of the exact c*ue* of fall*. \\> need to develop the ability to recog* niic r' c cau-e* of fall*, on the part of all l-er- r* with whom we work. We need to develop an increase*! awareie* the various injurious effect!* of fall*. Vti.i finally a* a result, wx need to Ihu.* -`dis-x the causes oi fall*. Stai-wajs and step* are recognized among e `nhnc source* of falls -- around the -me. `be farm, and around farm machinerv To help m*rr effectively reduce the cause* o$ fall* from thi* source, we need; More alternate lighting. Better conditions of construction, repair, .utd maintenance. Removal or elimination of the practice of -ioring item* (of clutter) on step*. More adequate handrailing* and hand hold*. More suitable and solid step coverings. ladder* are another important source of wriou* fall*. In this relation, we need: \ more adequate awareness of whit really constitutes a "good ladder." More understanding about how* to cor rectly take care of a Udder, to preserve its quality. Better awareness of how to correctly use a ladder. Floors in tliemsclvcs are the source of many other fall*; a* a result, wc need: To runtime people t. eliminate the Ini ctie** of rug*--witter rue*, etc,, hy uc nf thr varinu* recommended method*. To eliminate highly waved slipper* floors, and to popularize the u*v of non-lip floor waxes instead. To improve housekeeping, to remove ob struction*, etc, in pa*ace wav*. Better maintenance of floors in ham*, oil porches, in Kites, etc, Permanent openings in floors of homes, of ttv mows ami other parts of farm building-, etc., need to be more adequately protected with railings, etc. Gothing is a cause of *ome falls. We need to develop a repect for the fact that bad shoes, high heels, looe and long sltoc lacc*. cuff* on trouser*, ragged trouser cuff* nr bottoms, etc., must he eliminated to effec tively reduce tilt* cause of falls. Farm machinery is involved as a source of many very serious fall*. Many things have been done in recent years to eliminaie the fatting hazard* connected with ma chinery. However, with the increasing size and heigh? of much of our modem farm machinery, it is evident that wc need further effort in eliminating fall causes. We need more usage of non-skid platform and step materials, of tlte expanded metal grating types, carborundum surfaced metaU, non-skid coatings, etc. We need more adequate and solid hand mils and hand hold*. We need continued effort toward the de signing of farm machines so tint those part* which are now tripping and falling hazards, (such }s levers, bar*, rods, cables, etc.) will not obstruct the safe mounting, riding, or di-mounting of farm machine.*. We need a continual effort toward develop ing a respect for the hazard involved with extra rider* on farm equipment. 73 1961 National Softly Ctmgrttt 1 f additional rider* are needed in the operation from time to time, then we need to have provisions designed into the equip ment, for the safetv oi such additional, persons Recently, one possible cause for many fail*, which has become recognized and has been discussed, is the problem of "inadequate vision" (the inability of the individual to see dearly and adequately). We need an increased study and under standing of the inter-related factors involved m the subject of human "vision" as it applies to our personal safety. Finally, in order for the overall emphasis mi `Tall safety" to become most effective, we all need to give our co-operative assistance in developing a bibliography of presently available material* and information which could apply to the subject of fall safety', and which could in turn then be used hv all safety promotes* W need to compile a ''catalogue" of all applirahle program material* and imorni-i. lion, films, slide* bulletins, demonstration*, visual aid*, etc. The National Safety Council --Farm Division, in moperation with ap pointed members of the National Institute For Farm Safety, has been suggested a* the logical "clearing house" and compiling agency for thi overall project, to help make fails an effective area of emphasis for agricultural safety. 74 RURAL YOUNG PEOPLE SAFETY PROGRAM PLANNING Session number one was "Techniques of Initiating Safety into the Home," and was illustrated by a him on handling and con trolling poisons in the home Nadine Elder .tt *peaker at this gathering. A very good him on poisonings is available for only five dollars. To promote safety at the local level, a poster content on safety could be used. At number two, Frank K, Burrows, Jr., presented a new approach to safety by the use of comical gimmicks and novelties "Reaping the Harvest of Your Farm Safetv Program," was his topic, if each person would carry a kernel of com with hi.* cliangc. he would have a reminder of safety every time he ww hi* change. In the third group session, Mr. Grice Sexton ted the group discussion on "Set ting up the 'Theme' for Safety Programs.'* Traffic signs were discussed. Four thing* can be done to help with traffic safety. They are: t. Correctional signs can be ob.ervcd. 2. The law can be strictly enforced. 3. Roadsides can be kept free of weeds and obstructions. 4. Coffee stands can be set up along the road to help keep drivers alert and awake Number four, `'The Importance and Value of Accident Reporting." with Kolliu Sctrneider as speaker was interesting. Portable flares, fire extinguishers and first aid kits are some safety ideas that would heip on a car if there were an accident. Prize* for safety plays and exhibits could help create interest The seven to thirteen age group could be given a small prize such as a ball point pen. In the fourteen year old and up age group, they can win the big prize-- an expemes-patd trip to the National Safetv Congress, The meeting Wednesday morning was, "Toots in Home Accident Prevention." Jou F. Greeneivui gave us ideas on using them effectively. Visual aids as well as communi cation can be used to promote safety. Some examples of this would be a flannel graph with cut-out pictures to incorporate safety Slides can also be used to create an in terest in safety as lames T. Wadkins proved. Some of these were pictures whidi had been enlarged and were projected overhead Drawings can be used as a basts for these slides. Robert E, Whalen explained and il lustrated how low-cost exhibits can be made and used effectively, A "do-it-day," is as an idea which could apply to any type of aict> and would mean--"Do it today, not tomor row*'--when it may he too late' REAPING THE HARVEST OF YOUR FARM SAFETY PROGRAM By PRANK BURROWS Field Service Dir., Citizens Traffic Safety Board, Chicago I wish to create an enthusiasm within you so that you will reap a better harvest from your safety program. By using some uf what I call "advertising gimmicks"-- may I refer to them as eijoyable meth ods of "fertilizing" a program--your har vest should reap dividends in your com munity. I hope to impart to you a variety of ideas to advertise good safety tip* This collection oi ideas first began to accumulate when i was asked to lecture at Northwestern Uni versity Traffic Institute, Since a large part of my* work consists of lecturing before all kinds of groups, old and young, large and small, a need to do something other than just talk safety arose. 1 discovered, as I am sure you have be- 75 l9ot National Safely Congress cause it has happened to you, that part pi the audience does not receive the safety message. So I began to incorporate little attention getters to hold interest In other words, I improved upon my' fertilizer. The audience seemed to receive the safety mes sages more strongly, especially if they were down wind, and in a sense 1 became a better harvester for safety. To understand how an idea, or `'gimmick," should be used, one must keep in mind three definitions which when used through all your safety planning will enable you to attain the maximum results. The three definitions are: 1. Safety--Doing the "job" the right way. Job U anything a person undertakes to do --standing, sitting in a ciiair, crossing the street, driving m car. running a machine, peeling potatoes, shucking com. milking a row, etc. Z. Safety Education--The art of making a man want to do what he ought to do. X Safety Program--To create an appe tite in people who are not hungry. Keep these definitions in mind. I am go ing to demonstrate how I sell safety . , . (Here the audience viewed a short part of a traffic safety lecture in which sev eral visual aids, gimmicks, magic and humormis stones were used as an example of what adding a touch of glamour to a safety message means) . . . and that is the way t attempt to present the safety message to the people here in our area. You know, sometimes those of us who have a safety message to sell overlook tlte obvious. Sometimes we create our own illusions. Our own most trying problems ;ire often the result of self-deception. And too many people selling an intangible safety message are prone (o assume tliat the doors are locked against them when the difficulty* it actually a menial block. Remember Harry Houdini? He was an ingenious entertainer. Behind Houdtni's skill as an illusionist was a profoundly scientific mind and a keen grasp of the application of modem mechanics to intricate physical problems. He matched wits with locksmiths and prison wardens, and never failed to escape within the time limit. But he almost failed on one occasion by overlooking the obvious. The warden who nearly outwitted Hou- dini used a simple artifice. He placed Hi..dim in an "escape-prooi" cell and ch.x-tlie door. Houdmi tried all ht mucr.uir on the lode but could get no action ir> the mechanism. A few minutes before ti.v deadline, in desperation, he tried the kn->h of the ponderous door. Presto! It opened It hadn't been locked in the first place I want you to use gimmicks, humor, or anything else you can think of to enrich the mixture of your fertiliser to reap u better safety message harvest. Lei's -top overlooking the obvious. Let's use proven advertising principles. Let's encourage peo ple to at least look at or want to hear what we have to offer. Let me encourage you lo ue some <t lliese ideas so that you will not nl> Ur doing a good deed, selling safety, but you will enjoy it more and you wilt be creat ing an appetite in people who are not hungry* by making them want to do wliat they ought to do--that is, to do every jnh the right way. Here are some of my ideas. You could build a whole routine around gimmick type* of glasses. "Goo-goo" glasses--funny to look at, aren't they. Goggle glasses--make me took side. Open and shut glasses make me look as If I'm popeyed. When l`m. wear ing these I could tell you tltat 1 want to see what's actually causing accidents While you're laughing at my glasses, you're lis tening to my message. This is what >ou have to do with your safety program. Peo ple will enjoy it more, and they will re ceive more from it. Here are some other articles. I liave a little police badge, a little boy's police cap, his gun, his whistle and his handcuffs. Any one of these items can be tied into a safety message. You can tell the audience while twirling the handcuffs tltat with their cooperation yon can "handcuff" a certain cause of accidents. With the gun you could pretend tliat you are out "gunning" for crime and that it is the thing that causes accidents in a specific field. Blowing your whistle can he tied in with blowing the whistle to stop accidents, and so forth. You eoukl build a whole safety message around dollar bills that come bi many shapes and forms--targe comic bills, little dollar bilhk rubber dollar bills. With a little bit of imagination you could tie in the cause 76 Rural young People i accidents or stretching jour money, .(retching money through the prevention of ridcnts. See what I mean. Let's enrich ` e fertilizer and reap a better harvest! 1 have developed a little safety nr faek . rJcr to help you plant a safety message , rverjune's mutd. This six pack con,-n* iv items which have retention value i.d are very inexpensive. The x items .ire; 1. A piece of string--"string along with ur me*age of safety." 2. A kernel of com--a pocket or change purse reminder of the need ior cooperation i the individual in the safety program. A -aietv pm--to be pinned on one'* , !thing .i- a reminder to keep one's guard up ,.ei.ini accident? and be aie at all time? I \ band-aid--n* be placed on the back a die hand or iLidibiard ot 3 car a> a reminder that tramc laws or gotxl safety rule- practiced will liar<11> ever result a* ii> iniurv xnuu> enough to need more than ,t h.itid-aid for fe*,oir. and told the caller that the title would be "You Can Get Blood Out of a Turnip ' { made the turnip resemble their impossible task of selling safety. I `hen proceeded to tcU them how to use good programing to sell safety, and ! concluded my speech by saying if you use the right tools, the right safety programs, etc. you enn do the impossible. Of course, the right tool for extracting blood U a doctor', syringe, i inject ny syringe into this bloodless turnip and ex tract Wood. This U the only time in mi life that I ever received a standing ovation for a lecture, and it cost me a buck and a half. If any of you are interested in enrich ing your mixture, ii you want some addi- tiered please drop me a card or con tact aw bs phone. L`sc one '-r all of the ideas, enough so shat the ^whence will receive your safety meteoKT ketneenber. the purposes of these fckas arc tu add color, humor and oijoy- me** tu veur safety talk. So often selling >, A rubber bond--"you must stretch yixa* oi*ty a thank!*** part of your program efforts tor *aiety." b*ooe dw recipient knows it all and he i, A loUipvt*--'don't let accidents make mentally tunes you out. :i 'vuckcr' out <f yon." "Work hard to tide' The ** expressed here ami the ones the problem of kikIcuII* I'd be happy to send you are audience tested. Let me give you an tdo of how to think If osed u suggested, or as you we fir, .-Unit mrirlimu your safety message. I have they will make your safety lecture a little wku` called a "Hypo-Phony," U looks Uk* tsaasL This alone will create an interest '< regular doctor's syringe, and it looks as tn audience. Some of these ideas, t>v 11 I ,im drawing Mood right out ot the natorc. will bring .. chuckle or smile to the :<tr. 1 -aw iht* article ta a drug store. It iacce of those who observe them. This a buck and a half, 1 felt 1 eoukl tefis you hn they are listening. Please do ucr it in a safety message, so 1 purchased not be mistaken by the laughter--it is not it. directed at you but' at the "gimmick" which Shortly tliermtter, I received a telephone emphasize* your point. call asking me what the title of my lecture Do enrich your fertilizer with these idea* in he presented before the Woman's Auxil and see how the audience's attention will iary if, the American Medial Association improve. Remember, you can reap a better v. mild he. 1 looked at this toy on my desk harvest from your farm safety program. 77 1961 National Safety Congress THE IMPORTANCE AND VALUE OF ACCIDENT REPORTING Bjr ROLLIN SCHNEIDER Safety Specialist, University of Nebraska, LJueokk, Neb. An accident is considered reportable when it requires professional medical attention, results in permanent disability, or when the accident victim is unable to return to his job or resume all normal activities on the succeeding day. Personal property when incident to an accident should also be reported. What value do we receive from accident reports? 1. Gives an indication of the accidents that are taking the greatest toll in human suffering. 2. Gives an indication of what accident* are causing the greatest economic loss in an area. 3. Gives some indication of what acci dents can be eliminated or controlled. 4. Shows up some of the danger areas. 5 Points up accident ratios. fi, Makes people more aware of their local problems. 7. Promotes safety on a National, State, or Locai level. 'A'hai are the requirements of a good ai-cidem reporting program? It Is essential that groups cooperate in acquiring accurate accident records. Careless work by any member of an accident reporting team can nullify the effectiveness of the project. Perhaps the most important thing to consider in respect to an accident survey is its validity. The question wc may ask is: "Does the survey test what it purports to test? (Or what it claims to be). .Another requirement is the reliability. The survey should be trustworthy or fit to be relied on Criteria for selecting a problem: 1. Try to avoid duplication of some other work. 2. Should be interesting. (There are no uninteresting subjects, only uninterested persons). 1 Should have practical value. 4. Data shoold be accessible. 5. Cost. 6. Tune. Characteristics that mot be possessed by your w*** survey. 1. Accuracy--The dissemination of cor rect information is very desirable, bat the dissemination of erroneous information is unforgivcable. 2. Objectivity--Survey should be based upon facts with verifiable evidence. If opusinns must be used, use only those of qualified persons. 3. Impartiality--Only the truth is wanted. It should be impartially sought and re corded even though it be against your feelings. 4. Verification--The survey should be so reported that it may be readily duplicated and verified by some other person or persons. 5. Readability--If survey is to be read and used by other persona, it must be written in a readable aid attractive style. What nay be used for collecting data few the survey? t. Persocal *#< method (a) Persona] correspondence is used (b) More accurate data is usually procured (e) First hand information is received 2. Questionnaire method (a) This method U widely used and often abused (b) Questionnaire must be easily filled out (c) Questions must be dear (d) Questions must not be leading questions (e) Must be ample space for answers What trill you do when you get the mformationf Data may be put on a reporting 78 Rural Young People form. Pnor to malting the surrey, you should set up a ptv dare for getting the information and at /ting it once you have it To do this, the survey may be broken k>wn into divisions. Such dniliaas might be: 1. Statement of survey (A study of aD farm accidents in the State of Nebraska from January 1, 1960 through December 31. 1990). 2. Purpose of survey (To determine the agency most responsible for farm deaths for the period). 3. Limitations of the study (Time, who it concerned, what constitutes m accident, sex, etc.). 4. Procedure for collecting data (Ques tionnaire method or personal mterview method may be used). 5. Analysis of data (Reporting form may be quite helpful). 6. Summary (Main points of survey). 7. Coodtuioos (Must be as a result of findings). 8. Recommendation* (As a result of your survey, you may have Ideas on how accidents can be reduced). Accuracy Sr clarity of your survey. Any statement should be written so that it cannot be misunderstood. The basis for accuracy and clarity rests largely upon mutually understood definitions. It is im possible to make >ur write-up too clear. Von Moltke, a general in the German army in the Franeo-Pnissian War told his officers, "Remember gentlemen, any order that can be misunderstood, will be misunder stood.** YOUTH SERVICE TO SAFETY ATTITUDES ESSENTIAL TO THE SAFETY MOVEMENT By WALTER A. CUTTER Director, Center for Safety Education, Division of General Educatioa New York University To vjmecnc approaching the "golden years." the jouth picture is somewhat con fusing. We are removed trom \outh--if no, in space, then in time There is a definslc time lag even between the time most youth traders have the youth and the time they reach the university. Basically, the threats facing our genera tion today are not too different from those of previous generations, but how well are He measuring up as youth leaden? Do wc ever tell exactly what is expected of young citizens by the stat^-by the community? We hear of delinquencies, We read cl' Fort Lauderdale. We read of thrill crimes .uiwmg middle and upper class youth. The "heat" generation. Then we see, hear and read of unnum bered decencies, accomplishments, achieve ments, progress--in the ranks of youth* Wc reach a preliminary conclusion: ", . . nothing is completely true about vomit, yet there is an element of truth m all of it," We hear much today of images. How do wc. our organizations, our country look to others? What it our national image? Needless to say, it is a confused image. To what heights, to what dimensions, to wliat levels of achievement do we want our young people (o come? Who is the good citizen who exemplifies the best national traits? Here again we run into an age-old prob lem. We find adults often want youth to do both more and better than the adults Itave done or are doing! Spiritually, we have lost much. The gap between precept and practice becomes in creasingly confusing to youth. This factor, added to the obvious confusions of our era. often puts us in a very weak position to issue appeal*, mandate*, challenges. Heti.rc wc <mii a*k mlicr. to be belter, tv e mu*t be better. We must create and reflect a letter image Thi* difference between precept and prac tice is very important \ child---nr a dogcan tell so easily whether a piecept is from the heart, or if u is just words coming from the front of the mouth. Urbanization has created a climate in which there is nothing for young people in {<>. Young people todav do have chores. a was customary in the past. Many parents want to do more for their children than they had for themselves, but keep in mind dint you can't give anyone more than he can .akc. We are living in a soft age. This lack of sharing in responsibilities lias caused manyyoung people to develop a feeling of,being "not needed" and "not wanted." Any youth will respond to some motiva tion, so we must hold up higher standards. There must be a public ami private morality to which people can be attracted. One of the most powerful motivations in the world is to show our yvung people that they are needed Safety, we can agree. t not an electrify ing concept for youth. Adventure, chancetaking, breaking new paths, and old prohibi tions make much more appeal. So, our approach to a philosophy of safety must play down the static connota tions of safety, and place more emphasis on doing--doing whatever we do. better. A good saying is: "What we warn to do in safety is to teach people to do better what they arc going to do anyhow!" But. we must provide a bask, unarguable reason which will have oomph--and appeal --and compulsion! All philosophies begin with basic premises and presuppositions. Are we interested in SO f H ft y Youlk Sennet.to Saftlv <uch a basic and comprehensive premise? We have tried sportsmanship, maturity, as impulses. We have cajoled, criticized, praised, condemned Perhaps we have not held up a high enough standard ami held it up consistently. Let us consider: Your moral obligation for survival for service. Integrity, In today's world, we are quite literally "struggling for our lives," for our way of life, our freedom. We need the contribution of alt to preserve our system. Have we made this clear and compulsive to youth ? Have wc convinced them that they are needed for a big cause? "What are you dying for--in an necilent ?" one might ask. Look at the response to the announcement of the Peace Corps. Admitting litc romance, the adventurous challenge, die rampant idealism, and all does this not suggest that large goals breed large effortsT Wkai you can do? Illustrate in your own lives, and practicesurvival for service. Practice, Teach. In spire. Illustrate it to your own generation. Safe habits and attitudes spring from character. We need better men and women. Work to show youth that it i* ended, and needed desperately. Youth needs to be needed--by his family --by his community--by his state--by hi* country--bj his worid! Su^itvat for Service--a clarion call to vnuth! Can we mca-tire up to worthiness in t-Miintr such .1 call--for such a philosophy ? YOUTH INVOLVEMENT IN ACCIDENT PREVENTION PROGRAMS TRAFFIC SAFETY --"SIGNS OF LIFE" Illinois Assn., Future Farmers of America Kenny Me Mitlan. Prcs*,, Illinois F. F, A. Don Gillespie, Central of Clifton F. F. A. Cliaptcr I. National level A. Chapter safety award program B. Each chapter applies; state winner selected from applicants; Central of Clifton selected state winner C. Winner selected on point system of different aspects of safety D. Slate winner submitted for national awards sponsored by National F, F. A. Foundation It. State activities A. Through program of work I. State program of work --each chapter assigned to certain con vention committees, one is pro gram of work, another is a spe cially planned state 'oimiuttec on safety i Cliaptcr program of work -- richmtion: planned program of vrar'activities; the real Accomplish, tueiil* come through chapter pro gram*; chapter* have special safety committees, community service committees and other committees where safety 1* *re*scd; safety is a major proj ect in most chapter's program* of work U. Through Illinois Foundation F, F, A. 1. The HI. Foundation F, F. A. was organized l- years ago tor the purpose of encouraging farm boys to develop characteristics essential for good citizenship and successful farming 2. Safety is one of the Foundation's major award programs 3. A special cumulative four-year record book is provided for stu dents in safety activities 81 i96t National Safety Congress 4. Award*--chapter winner's medal (provided by national founda tion), sectional winner's plaque, district and state winners' plaques 5 Foundation brochure: published' account of award winners, in cluding safety C, Safe Com Harvest 1. Old stand-by looked forward to each year by farmers 2. Sponsored by National Safety Council and Farm Equipment In stitute 3 Unique feature--safety six-pack 1' Safe Farm Power (sponsored by Safe Corn Harvest) 1. Kit in Com Harvest 2. Contains--newspaper mats, radio programs and releases, news re leases, stickers, pamphlets and re minders 1C Signs of Life program I, Sponsored jointly by N, S. C. and Illinois Agricultural Associ ation Z Just in infancy with plans for increased usage .1 Summary of statistics available 4. Further Signs of Life discussion by Don Gillespie F, Additional programs and uses 1. Safety used as topic for--public extemporaneous spoking con tests, parlimentary procedure demonstrations and contests, school assemblies, radio pro grams, state and national conven tion exhibits 2. State is sponsoring civil defense program later this year 3. State officers stressing enlarge ment of safety programs 4 "Gimmick" for state officer safety -- picked up from last sear's safety congress, kernels of com. to remind one of safety, put in change pocket FIRST AID AT THE ACCIDENT Chicago Chapter, American Junior Rad Cross, Chicago The Chicago Chapter of the American National Junior Red Cross demonstrates first aid techniques used at the scene of an uecident. The members of the group are: France# Lcmeiyoung, Patricia Skora, James Coconas, Robert Glenn, Claude Pickens, Sylvan Schwab, and George Reaves, This summer at Lake Forest Academy, we participated in a Junior Red Cross Train ing Center. At the Center, we were trained in first aid rmd what to do at the scene of an accident. Of course, the primary pur pose of first aid training is prevention of accidents. If. in our training we become aware of causes of accidents, we can pre vent most of them and have less use for our first aid training. But no matter how careful we are--accidents do happen and we must be prepared to cope with them and take care of the injured party. We are going to show some typical ac cident scenes--caused by carelessseas, and follow this by the proper first aid techniques used in taking care of an accident victim. Sob is tackling a very difficult problem --how to take this plain piece of wood asd turn it into a decorative wall plaque. By the took of great concentration on hi* face, he is realty struggling--but look out for that knife; it's very close to your hand. Ooopc! Well, it was bound to happen-- that's a pretty nasty looking cut on your hand. Now Jim comes to the rescue. With his first aid training, he U able to cope with the problem. The objective tn treating a wound is to protect it from contamination and cootrot the bleeding. First, Jim applies direct piuimt on the cut, to stop the bleeding. If the Meerflng is still severe he applies digital pressure. 82 Youth Service to Safety He uses his finger to press the brachial the label on the bottle to see if the anti artery agauut the boot to stop the blood dote is listed. If not, he remembers three supply. In extreme cases, such as a severed words in treating poison cases lilt, dram, limb, a tourniquet is applied- Once applied, refill. it is not loosened until the victim is in a physician's care. Once the bleeding has stopped, the wound U wrapped with a sterile dressing and bandage and the victim is lotd to see a doctor. He quickly administers fluids in large amounts. Four or more glasses for adults. Water is most readily available. Milk pro tects (he digestive tract and slows the ab sorption of poison. Baking Soda in water For minor wounds the steps are as lol wilt induce vomiting. The Universal anti lops: dote will help in most poison cases. It 1. The first aider washes his hands. consists of two parts burnt toast, which 2. He washes the wound with plain white wap and water. 3. He applies a dry, sterile dressing and bandages it snugly in place. 4. He tells the patient to see his doctor. The next accident is one that could hap- absorbs the poison, one part strong tea, which neutralizes alkali poisons, and one part milk of magnesia, an alkali that neu tralizes acids. In prepackaged form, it can be purchased at your druggist and stored at home. ` pen to any of you girls in your own home. The next situation can be found where Frances is busy doing some ironing. Her amateur electricians and "Mr. Fixits" are j friend Pat comes in to chat awhile and found. Claude has derided that he will fix i because the gossip seems so very interesting, scene faulty firing in his home. As you I Frances forgets about her work. Her hand can see, he is an expert sine* he's jam ' is dangerously dose to the hot iron. ming the fuse box with a screwdriver. I just as we expected--the hot iron topples over on her hand. It ti a lucky thing that Pat is trained in first aid and will be able lo treat the burn. Next we tee what is inevitable--an elec trical shock' Electrical shock paralyzes the body and the victim cannot breathe lor him self. But the rescuer, George, arrives. George positions lus victim for the most j j j ' } The objective in treating a bum is lo relieve pain, prevent contamination, and treat for shock. The bandage used in treating the bum relieves patn because it excludes itr, and pretents contamination. It is fitted nugly in place and tied securely. Always remember that a sterile dressing is placed next to the bum and any thick clean ma effective form of artificial respiration -- mouth-to-mouth resuscitation. Notice how he extends the head back to get a clear passageway for the air. He can do this in several different ways. He can press down on the forehead and up on the back of the neck--or place an object under the shoulders and drop the head back--or he can hook terial such as a towel can be used to hold it in place. his finger in the jaw and pull up. His ac tion has another effect--it gets the tongue out of the way of the air passage. He can The patient should see a physician. also do this by pushing on the jaw from j| To treat sunburn with which we are the side. i | 1 probably all familiar, sunburn lotion, cold cream, salad oil or shortening may re- tieve pain. Butter or oleomargarine should not be applied. A dressing should be used if blisters appear. George seals his mouth over the victim's, pinches off the victim's nose, and breathes into his mouth--then be turns bis head to one side and watches to see if the chest is rising and falling. If it is not, it is ob } ! Our next accident can happen easily when you don't take the time to read labels. Sylvan has a severe headache. He knows that there is a good headache remedy in tablet form in one of those bottles on the medicine shelf. vious that the air passage is blocked. He turns- the victim on his -ide and raps him sharply between the shoulder blades to dis lodge any foreign matter. He then wipes out his mouth and proceeds with Mouth- That bottle looks right, so he takes a to-lfouth resuscitation. He does this until couple of the (ablets. Too Late, he realises | that the bottle contains a poison. Claude 83 < knows what to do, though. First he checks j SaUtmaf Safety Congress tJie victim i* breathing <~>.mi..rt;d4\ i..* himself or until a physicun |irucv*mce U*r victim dead How many of >cu liave ever ignored a "DON'T. WALK" sign' These sign* are put there* for-our cenveiienee and safety but if you stand on one of our busy street comen for awhile, you will see many of fenders. Here is "non-reader" in action. S1e ig nores the sign and pays no attention to the 'incoming automobile. A* the driver rushes over to offer his assistance, she finds that her leg hurts badly from the collision. Many Wed Cross Mobile Unit Operators hare splints and equipment in their cars but tins fellow must improvise with what he has. He remembers dial he has a blanket m his car and with a belt, a necktie and some cloth he con improvise a splint tliat will give supiurt to the injured teg tmtil lidp can be obtained Notice bow* the thickness of the folded, over blanket is tied around the leg and foot to keep it immobile For *ur last accident, we w a tree .iiiiUer He i. utMTiC <. -ome friends and maybe downing a link. Well, there he goes'-and tt> a lung way down. Clown ing i a tnav-r cause of accidents. A show ed* forget- about hi* -atay when he`s try ing to get attention He i on the ground and unconscious. His inaads w- that he has to be carried tu safety unu .u ambulance can come into tlie wood*. We show how to place a blanket under a victim without disturbing him too much and then bow- to lift him enough to slade a stretcher tndrr him. .As France* bold* his htffd for support, a folded blanket is placed around bis head. As two helpers lift hu shoulders slightly, the uther two jvll the under him as fag as they can. Tbea they roll the blanket up to fus Uajy and grasp it firmly. They leas bade to puB the blanket tight and lift hi! body. This enables George to slide the aradur underneath. After tliis is com pleted we* wrap the blanket aroond him and he u ready fur traaspoctatiuo. This completes the Junior Red Cross prescatatiua un "First A*j at the .Accident." TEEN-AGE ACCIDENTS By DONALD DUNCAN De Kalb Agricultural Assn., I> Kalb. ItL Brihgmg a greater realiuitioM oi the prin ciples of safety to the attention i the younger generation is surely ;t m.rihi **nterpnse. If you ask me, they need it. The DcKalb Agricultural Assoctalum. Inc. is a formidable name, but in die town ui DcKalb, Illinois, it is usually tilled tlie " Ag." Our company started as an oulgrcmih of one of the oldest Farm Bureaus in Amer ica--the DcKalb County Farm Bureau. After its incorporation in 1917 as an organization to conduct the financial affairs of the Farm Bureau, it first dealt in limestone, legume iced and open pollinated com. As hybrid com was developed, the Ag early became identified with its production and soon be gun to expand to nearby states. Later m the early 1940's, hybrid chickens were added nnd in the late 1940's hybrid sorghums were Irvek>j*cd with a large rexarch center near I.ubbock, Tex. Right now, we are engaged ut producing a x>n of hybrid cotton with rexarch Iwadquarters near Athens, Ga_ We are tlie biggest producer* of the hybrid tyt* of seed -tuck* in the world, but the various lines a . <ruite competitive with half a dozen major producers in each. Our trade mark is the "Winged Ear" which you have surely seen in driving about the country. Since most of the products from our seed stocks com. sorghum, and cotton--are now harvested mechanically, we feel that we have KMne obligation to help protect our cus tomers against the mechanical monsters which on overcome them tailets they are careful and your organization is doing much in such protective work. t am not a safety expert--I can think 84 Youth Service to Safety of no -rwvml qualification*. except that 1 have all ot niv lingers and toes intact, have never had a broken bone, never been m tlie hospital, ami have driven a car a million mile* *nh never an accident of ny consequence. I am better qualified than the prospective fpeaher on safety of a re ent FFA meeting 1 attended, He failed to appear because as the chairman announced with embarrassment he had gotten hi toe* m the power lawn mower. The types of accidents change, but the general reasons behind them remain the `*me, When I was a bov on the farm, acci dents were caused by bulls, runaways with horses, involvements with threshing ma chines, silo fillers and other stationary power equipment. There were no safety council* to point out preautions, or there woukl probably be more older farmers living or one* with a iull quota of fingers or hands. 11 was not an uncommon occurrence not long ago when shaking hands with an older farmer to find missing fingers or a mis* -hapened hand. Now, accidents primarily involve automo bile* and moving power machinery. This means accidents of much greater severity involving much k** of life and property Linage. When you are making a talk and are at a kiss as to how to proceed, a standard device is to say. "I thought I'd consult Webster to see what he has to say." Xoaii Webster, of course, was always looking for exact meanings. Webster says an accident is "undesirable, unfortunate, unexpected and unintentional." I like his succinct definition <.f safety "Making harm unlikely." That v*mds tike a good slogan. If T asked you w!k> said, "We have met the enemy and they are ours" I have no doubt that you could immediately as loyal Americans who have been exposed to his tory identify the speaker as Oliver Hazard I'crry. A paraphrase on this statement was made recently by Pogo of tlie well known Walt Kelley comics, who said "We have met the enemy and they is us." We certainly have to agree tliat most accidents are caused by our own careless ness. A recent advertisement for automo bile insurance suggested protection against the "If. only" driver. "If only I'd been driving slower.1* "1t only I'd had the wind* dnebl wiper fixed." "If only Td bought that new tire yesterday." After the accident is too late--forethought prevents the difficulties. Knowing how accidents can happen, can prevent us from doing the things which cause them. Presumably this i the work m* your organization. As representatives of south, you should have (ewer accidents than anyone else. You can see better, hear better, think faster and have quicker reflexes. But what is the disqruceiul record of the younger generation --more automobile accidents, more deaths, mure property damage, more cars turned over, more trees hit, more at every kind of accident. When you look at a record of accident* in your local paper, most in volve boys of from 17 to 22. Insurance com panies recognize this fact by exorbitantly high rate* to anyone w!k> insure* a ear with a boy in that age bracket. This is certainly a tremendous field far safety im provement where the most progress should be made. When Jade Kennedy was elected presi dent, his success was ascribed to his greater effort in the metropolitan areas where most of the vote* were. Safety success among a junior organization could similarly be .limed at the young driver menace who is responsible for a disproportionate share of accidents. These accidents go far toward developing an adult concept of teen age irresponsibility. Why does youth have more accidents? Is it a natural recklessness? A desire to chow off? A desire to impress friend* with fast driving and shrieking turns? An in feriority complex? These reasons are a science in themselves arid deserve much study. Trying to impress others is a cause oi much of our conduct and many of our problems and frustrations. Someone said. "You wouldn't worry so much about what other people think, if you know how sel dom they- da" A good illustration is in golf.- A player works tong and hard to im prove his game to impress his friends. But they couldn't care less --they're thinking mostly about their own good sluts. What you can get away from the necessity of 1961 National Safely Congress (rying lo impress somebody, you're growing up. Developing such an attitude might help prevent a lot of accidents. What have ! tried to say her#--accidents are largely our own fault and as such arehighly preventable. Greatest safety emphasis should be placed where accidents are worst ~ren age automobile accident*. A \oung stroup should be particularly able to taihom the psychology oi this group with an op* portumty to cutting down the arddent rate Your organization is performing a worth- while service and certainly receives our commendation. SENTINELS OF SAFETY By FRANK E. LADERER Dir. of Safety, Nationwide Insurance Co., Columbus. Ohio We live in the finest country on earth. We have more things (material possessions) than any other people It seems we should be n healthy, happy (or. Yet we live--if Mfetw--m a crazy mixed-up world. But is it the wurld--or the people? When sou fellows were little, you couldn't wait for your first pair oi long pants. Now you men rush home from work, jump into your short* and potter around the yard showing your shapely legs to the neighborhood. Don't laugh, girls. Remember when your crowning ambition was to get into a pair of high heel*, no matter how oversized the shoes were, and strut about. X'ow the high heels mii't be undersized and you can't watt to sit down at the table, slip them off-- then hope juu can get 'em back on again. Yes. we ha\e a mixed-up world. We, with all our many blessings, should be an alert, healthful people. But too many of us are worry warts: Worry about the Russians, then get run ser by a neighbor. Worry about radioactive fallout, then get {oUoned spraying flowers. Worry' about the kids getting in front of cars, then drag them across the street on a tevl light. Worry about crashing in an airplane, then fall off a ladder painting a house. Worry about getting enough exercise, then drive two blocks for cigarettes. Worry about getting the car greased every thousand miles -- then never get a medical checkup. Worry about the kids getting proper nourishment, then love household poisons around for them to snack on. Worry about retirement, then do every thing we can to keep from lasting that long. Worry about H-bombs, then blow our heads of? lighting a stove. Worry about polio, then get crippled by a power lawn-mower or a home-shop power tool. Worry about tornadoes, then get liquidated in an auto collision. But our subject is "Sentinels of Safety." We would challenge each of you here at tending the National Safety Congress to f<eeom* a "Sentinel of Safety." How--you ask. First, let's consider "sentinel." Smiire~ from Latm, t<> perceive by the senses. Webster .says. "One who watches--guards; lo watch over." How about safety: There are many definitions. Sidney Williams, one oi the founders of the saiely movement has said: (t) Safety or accident prevention is in the main a problem of organ isation and education Or (2) Safety is efficiency, but it is more than efficiency because it is human Or fi> Safety is applied Christianity stated ill terms any child can understand, any adult can practice Or (4) Safety is a great social force worth the best any oi us can give. Youth Service to Safely Webster defines safety as: "A keeping of oneself or others safe'* So, "Sentinels of Cuitrty" becomes, by definition. "One who watches over or guards against danger, keeping himself and others safe." Briefly then, how can you and I translate into action and results the safety* lesson* we learn here at the Congress, m the dai* ihrad as we return to home and loved one*,* We talk a lot about safety education. Ton often our solution is to "pass a taw." Harry Emerson Fosdick, New York Pastor, has said. "Religion is something we catch rather than team." He says that "right attitudes"--so important to safety--may be ^uite similar. We team by precept and example. Mot satety is caught not taughiIf we team from the examples of others, then as sentinels of safety you and I must continually ask ourselves, 'What kind oi nn example am f winner" For example, a grade win**! lv wlm w.i* cry good m mathematic* wav frequently ;mked by hi* teacher to work nut problem* ..a the blackboard. In doing this he made his figure 2'* with a real flourish. Many of the ela$ learned to make 2's lust like lit* --but still couldn't work problems' 5o even a* we attempt to set good example* let'* h* *nre we do net mislead other*. I am reminded of the story oi the driver lio was caught out in a very dense top So dense that it was impossible for him to see the road ahead of him. He could, howrver, see the tail lights of a car ahead of turn and decided to follow it A sudden stop by the driver of ihe lead car resulted in a collision. As each of ihe drivers got out of their cars, the man who had been following demanded to know why the first driver had not signalled before stopping, and received the reply--"\Vhni--S'smal in my nwn garage!" So, as Sentinels of Safety, let's be sure 'ur example* are dear, that they are good, hat they will be understood--and followed. Spinmails we have lost much u a nation. The gap between precept and practice be comes increasingly confusing to youth. Parents, teachers and youth leaders loo oftoi say one thing but do another. Before we can ask others to be better--we must be better. We must be real sentinels of safety f we are to help reduce accidents. Let's ;st be excuse makers. fit ko where you want me to go. dear I'lBl esailnsseravicaenlois awnhyatti1mdee, adlresar Lord. But don't ask me to sing la Uie choir. I'll where you want me to go. dear I like to set things come to paw; Don't ask me to teach boya ana girls, dear Lord, l would rather Just sit In s clsas. Hi you want me to go. dear l yearn for the Kingdom to thrive. Hi jive you my ntektes end dimes, deer Bui?don't, please don't ask me to tithe rtl go where you want me to go. dear i'll aay what you want me to say But I'm pretty busy myself Just now, dear Lord. So I'U help you some other day. Many ask, "Why is youth so reckUs*?^ My answer is, "They are not. generally." There are many reasons why some youth are frequently involved: Untold thousand* do not have "good" home*, chores to do (no purpose in life). loving parents, a sense of belonging. Many feel thev are not needed --not wanted. Those of us who have good homes (not just houses), who have good understanding parents, who have close friends or buddies, who have a real feeling of purpose in life --should be eternally grateful. What if we were unwanted, shunned, made fun of? That many young people have to live with these situations may be hard for us to realize, but we must try to understand the problem youth --or youth*--in our com munity. Any youth will respond to some motivation, so wc mut hold up higher standards. There must be a public and private morality to which he can be at tracted. You may be the beacon or light house that keeps such a vouth from going on the rockx One of the most powerful motivations in the world i to show these youth that they are needed and wanted-- not just shoved about or ignored. A* senti nels of safety, you can help this youth become a part of the group. Safety, we can agree, i* not an electrify ing concept for youth. Adventure, chance taking, breaking new* paths and old prohibi tions, make much more appeal, have more glamour. Drag racing, chicken, and similar "games" are prime examples of chance taking. High diving, speed boating, dream ing of rocket ships, blast-off to the moon, all are thrilling prospects to many youths. So, our approach to a philosophy of sxfcty 87 1961 National Safely Congress must play down the static connotations of v.o>ty, and place more emphasis on doing --whatever we <to--Setter. What we want to do in safely is to teach p*Pte * Ho better what they arc going to do anyhow*. If we will drive a *-.ir--let's help 'em drive welt and safely, h wc swim or dive--let's do it skillfully, in a safe place and not alone. Out we must provide a basic, unarguable reason which will have oomph, appeal and compulsion Make it extremely unpopular to be a speed demon--a show-off--a big shot--a bully. Sentinels for safety can be a major force for good, as we help control behavior of our own age group. Or. Cutter of New V.irk University Center for Safety has said. "We have cajoled, criticized, praised, con demned. perhaps we have not held up a high enough standard and held it up con* 'iMcntly." We let our halo slip frequently, and somehow people rtmciuLci these slips hut forget ihe many good things youth docs. I>r Cutter proposes a new challenge, "Your morai obligation for survival for service." In today's world, we are quite literally "struggling for our lives"--for our way of hfe. our freedom. We need the con tribution of all to preserve our system of Smrmmcnt, of democracy, of freedom. I'm >ure we have all known tads who seemed to be "ne'er-do-well," but after a hitch in the Anno) Services they found themselves and Itcennic outstanding citizens. What if wc rule out some "bad actor" and he never finds himself? Or is killed or severely maimed? As sentinels of safety we have a Christian responsibility to be our brother's kc*|x>r. Let's help others to be someone that counts, who are pan of the answer, not part of the problem. Ambitions are many--we aU have our am bitions--a goal for which we strive. What constitutes one person's failure may make another thrive. Some seek for higher learn ing--while others are content Some seek to spend their lives by doing good--for those who know torment. The down is happy when he makes a tear turn into laughter. The poet gains a thrill when beam arc happy ever after. A doctor's job Is great est when he lessens someone's pain. A teacher is rewarded by the knowledge pupils gain. Men of God are joyful when their congregation prays. Mom and Dad live for their young--and dream of future days. That's how it goes in this world--ambi tions are so many. I. don't believe you II ever find a person without any! What is your ambition? To get ahead no matter what the cot, or who is pushed aside, or will you help others become sentinel* of safety? Why do some become real sentinels of safety while so many others do little or nothing? I'm sure wc all tlunk of qualities like dedication, vision, concern for others, unselfishness and persevcrence- Let's be sure, as sentinels of safety, that we take time In recognize and give credit to others 'round about us. Don't ju*t take people for granted. I'm reminded of the experience of Dr, Arthur Secord--who was the principal speaker at a targe company's service award* banquet one night During the program "They brought two men up to the dais and presented them with lapel buttons and certificates signifying 'membership in the Wise Owl Club. Many of you know what that meant It meant that during the past year each of these men had had ihe sight of one or both eyes saved because he was wearing eye protec tion. The safely glasses were on display-- one with a completely shattered right Icn*. the other with both lenses shattered. "After these men had been honor*!) and re turned to their table*, t heard a nan at the head table turn to a neighbor of hti: only the throe of us. t believe, heard him, t quote. That'* the eiltieet dant thing I ever nenrd oE. Why honor % men for doing what he should do?' Mow, think that on* over Why honor a man for doing what he should do? So they were supposed to wear era protec tion. so they had U oa. so they saved their yes, so what? "That* night I wondered how that fellow would like to liv* la a world where Cod op erated on that basis. It seems to me there would be just oa* adjustment--there would be no heaven, no reward for doing what you ehould do. Just hell for the boys who didn't do what they should do. And 1 wander In how many of our industrial establishments-- our mines, end factories, and plants, and offices.- and in our religious organisation*, and schools, and homes we operate on tliat basis "We're awful quirk to Jump somebody when he's not doing it right We're awrul slow to pat someone oa the back simply because he t.<* doing what he should do.1* So far we have touched upon: (I) stale of mind (worry, etc.), (2) right attitudes, (3) setting good examples, (4) doing what we say, not making excuses, (5) under standing problem youth, (6) doing whatever we do better, and (7) the importance of recognition. 88 i Youth Service to Safety But there is more Without a deep and abiding faith in God, good works will not lirevail. And now in closing, let us look to t .oil in prayer. Forbid it. Lord, that our roots become too firmly attached to this earth, that we -IioiiM iall in love with things. Help us to understand that the pilgrimage mi this life is but an introduction, a preface, training school for what is to come. Tln-tt <i<all we see all of Hfe in its true l<r*iwctnc. Then .-lial) we not tall in Imc with ihe thing* of time, hut come to love the things that endure. Then shall we be saved from the tyranny of possessions which we have no leisure to enjoy, of property whose care becomes a burden. Give us, wc pray, the courage to simplify our lives. So may we be mature in our faith, child like but never childish, humble but never cringing, understanding but never conceited. For what profits a man who gains the whole world but looseth his life? So help us, O God, to live and not merely to cxi-t, that wc mas have joy in our work --becoming true itineL m saictv. Amen. YOUTH IN COMMUNITY SAFETY PROGRAMS Presiding. CALVIN SCOTT, Pres., National Junior Achievers Conference. Ypsilanti, Mich. Moderator: ALEX MALESKl. Boys Clubs of America, New York City Panel: CATHERINE A. CARTER. State Advisor, F H.A.. Springfield. Ill,: GEORGE E. TEWKSBARY, Supervisor of Youth Programs. Nationwide In surance Co, Ohio; MIKE RAPP, Key Club International: ROBERT McALLISTER. Key Club International \ l-imrl consuming oi three youths and two Mull* discU'.M-d the mlr ol yiuth in community -*icty program*. To do tin*, the following area* of concern were con sidered : J youth Itave n place in community -aietv programs? 2. 11 so, what is its role? i, 1 f roles are identifiable, how do wc :t* youths work with adults in order to make our communities a safer place in which to live? I, What are some of the stumbling block? t.ir youths and adults working together on community safety programs? 5. How may wc work around llicse stum bling blocks? It would seem logical that the adults working with the panel of youth would want to find out what youth thinks; the adults would be the catalyst so that the dot of youth would be foremost. Such a panel discussion clearly points out that tooth has a place and can contribute to --rnttfuty saifty programs. The moderator and the two adults serv- mg on the panel wore named ahead f time; the three yiuth* were picked front the dele gates after they armed in Chicago. Notes taken from thi* panel discussion. Adults and youth--work closer for better Mlety. They should work a? one cooperative group for a common goal. Youth--It* effect on other youth. Youth most definitely has effect on other youth, they look to each other inr leadership, in spiration and as models Example of adults and youth working together (or safety (effectively). An in surance club in Ohio high school is most productive today. Safety posters, program? m school safety worked out with teacher* and students, high school auto driving courses, with results in reduced aulo insur ance for die graduate. Illinois has community group* that meet regularly with their youth on local com munity projects that are of interest nr con cern to youth. Youth rejects the fact that adults will take over a youth project when it is not satisfactory to adults, thus completion of 3961 National Safety Congress ihe project is by adults and youth is left out. Youth needs encouragement in projects tn local communities Youth feels adults lack confidence in them. Adults want the credit for themselves, rather than wanting to just help youth with their projects. Youth speaks on panels. Adults with titles or specialty!.* m \outh fields cause youth to be shv and reserved tn talking and dis cussing ll-ctr problems, because youth gets the feeling that the experts know all there is to know in their particular field, thus they are not interested in listening to youth's ideas and problems. Youth prefers to talk with an average adult, who will Inform tlte rxpert on youth's problems. This gives youth an easier feeling for expression of their thoughts. Youth wants adults to act as council for their activities, titled adults ran help carry- gut youth's projects, where youth would not have the connections. Summary Youth in safety. Youth is active tn community and school safety projects. Youth's thoughts on working projects with adults. Adults should guide youth, not try to run activities for youth. Ydults fed youth is not capable on their own, youth wish more confidence in them from adults. Youth on panels. Youth is hy when on ponds with pro fessionals on youth--rather discuss with an average adult panel. Must not be out-num bered by adults on panel, wish equal num ber in audience also. 90 HOME SAFETY SESSIONS THE IMPACT OF HOME ACCIDENTS (a) ON THE FAMILY Br LEON* BAUMGARTNER, M.D. Commissioner of Health, New York City t was asked to Apeak today and set the stage for this session. This is the second time in a few months I've been asked to <t the stage for a meeting and I'm no! sure it isn't a sign of approaching some thing or other, like middle-aged spread. The person who sets the stage is essentially i harmless and amiable type who utters fuzzy generalities while tale-comers creak into their chairs . . , who i> considered <ervireablc for holding the door pending the appearance of more important partici pants, and who, under no conditions, is to be used for ringing down the curtain. Well. I set a messy stage, and l hope \**u will let me wander a little as we open this meeting on the subject of Home. Sin ister Home. 1 suppose the problem we are dealing with began tens of thousand* of years ago when some early and primitive man stubbed a toe on a stalagmite in hit cave. And then, later. I suppose he tripped on an adze or x none knife, marking the beginning of lus experience with man-made hazards. The toll of accidents has grown since then and homes have changed, and we are now dealing with a problem so serious (hat if it were considered a disease the clamor tor correction and control would be deaf ening. In the I to 14-year age group, accidents kill more than 11.000 children a year. They .ire the leading cause of death in this age group and kill more than the next four causes (cancer, congenital malforma tions, pneumonia and heart disease) put to gether. While I am talking to you, if the avenge holds, two youngsters in this age group wilt die somewhere in this na tion due to accidents. By the time we finish lunch, almost a dozen wilt have been wiped out. This is only in this one age group. If >ou count everybody, of all ages, more than >0 people will die as a result of accidents in this land between now and the time ue finish lunch. Today w- are talking about the home-- man's perilous castle--and there is good reason for it. Among all age groups wc expect about 27.000 deaths from home ac cidents this year. As you know, statistics on deaths arc misleading and only part of the picture. If we maintain a level rate of deaths from home accidents we can delude ourselves into thinking that e are at least not losing ground, but this is not so. Modem meth ods of treatment are saving many more injured persons than a few decades ago-- the role of antibiotics in the treatment of infections is only one obvious example-- 'o that an even home accident death rate really means a rising number of accident* Our information on numbers of accidents, as you know, is much less solid than our in formation on accidental deaths, but we believe that the deaths are only the tnp of what might be called a very black ice berg. For instance, a recent report ot the Na tional Health Education Committee quoted the National Safety Council as estimating that in 1955 there were more than nine million persons in this country to some degree handicapped as a result of accidents. The National Health Survey found that in one year there were t`> million home accident injuries serious enough to require medical attention or to restrict the vic tim's activities, and some years ago the Metropolitan Life Insurance Co. estimated that- every four minutes some one in this land receives a permanent disability as a result of a home accident. This is about 130,000 a year and is generally in line with a number of similar informed estimates. 91 IV61 National Safety Congress \ won't go deeply into the economic cost of accident--it is huge, probably more than 11 billion dollars a year, of which I be lieve more than half is due to home acci dents. It is hard to imagine 11 billion dol lar*. t don't know if you find it any easier im imagine two million dollars, but that i% wli,i the State of California recently h-covercil it was paying annually to care lor needy rhildren whose parents had been mc<p.iritaicd by home accidents. Two mil lion in one state for one yar for just one piece of this tragic picture. Statistics are awfully dull to talk about and awfully inadequate in the field of ac cident*--but it is clear that we are deal ing with a major cause of death, far more important than many diseases, and an ap palling cause of erippling and disability. We .ire faced with a serious situation and ought lo act accordingly. In many ways the impact of home acci dents on the family is like the impact of disease and illness. Alost people still do not realize that even a family that is hard working, self supporting, with money in the bank plus health insurance, can be brought to indigence by a single protracted illness, especially when the bread winner is involved. Take a woman with four chil dren whose husband is injured so that he mint be bedridden for a year. The woman can't work Iwcausc die has to care for ihe children and her husband (unless she's lucky enough to be able to earn enough lo support the family, fins a housekeeper), and the husband's income sooner or later stops. One important difference between the im pact of accidents and illness lies m the emotional field. People fed guilty about many accidents while, in most instances, they believe that contracting an illness is no one's fault This only adds to the prob lem. Take a family where mother's momen tary carelessness in the kitchen is held re sponsible for a child's being horribly burned, and you have a tremendous emotional burden piled on top of all the other problems. It may take months or years of psychiatric care to help such a family. Most ot us have dramatized accidents tit one time or another, because we are *> desperately eager to make people do some thing about them. But I thought this morn- ing I would give >ou just a few report* on accidents m New York City, in the cold and unemotional language ot our offi cial reports. Just let me say that m New York we go into these things, we follow them up. we try to find reasons. These arc exactly as reported, except that I've short ened some of them a little. Pepii-C--_ _____ ... ____ -- ........... ......_ .... cblae to bo used tor cleaning up: machine waa subsequently moved away, child found uncorked bottle and drank one to two ounces " After hospital treatment, this child recovered. Report No. 2: "According to the grand mother the family members were baring wine wttb their soon meek The patient to four year old child) went to the refrigerator wher-the wine bottle was kept and drank some of its contents. She went to the living room to wmteh television and soon had convulsions. She was taken to the hospital where her stomach was lavaged: she apparently made a complete recovery,** There is a further not* in this case: "The general accessibility of . alcoholic beverages to children constitutes s major haaard . . ." Report No. I: "While the father and grand father were building a closet In the cellar of their new home, the child was riding on hss bicycle and playing around In (he cellar. The patient became thirsty, and since there was no water in the cellar, he obtained a can f"i"lledT w--ith- f.l.u. id--.----I-t-- was an. orTahnSg,e Ajulilcde wcaans ______ . "Baby (w ____ ,iear gas stove where________ _____ _______ rice to boll. Mother turned her back for a moment, baby reached for handle of pot on stove and tilted entire contents over himself." This baby died. There was a not* os the re port: "Pot handle should have been turned way fnn child," Report No. S: This child was a tittle over Are and a half years old. This (a the report: "Fracture of the skull--shock. Child was (ly ing e kite on Che roof of another building /tad This fewlat soaff es he tried to follow the kite. ' fatal accident. There was a note oa this report, too. "Child should never have been permitted to play on a roof." Report No. t; "Child climbed on a chair and took battle of baby aspirin out of kitchen cupboard while mother was working washing machine In sn adjacent bathroom . . . Mother Is a rood housekeeper and takes excellent care of two young children. She did not know that aspirin was poisonous since there Is noth ing oa label to Indicate that It was." Report No. 7: This to the last one. "Beth parents were away at the time of accident Uncle visiting from South Carolina was at homo with three children. The uncle Ut kerosen# stove to warn room. It exploded in stantly. Out child died and a throe-months old baby was burned but survived. We all are gratified-that medical care techniques for treating accident victims have improved and are still improving, but what we are interested in is preventing accidents before they happen. To do this we naturally )Z Home Safety Session,' want lo find out what muses them, and here we get into trouble. For years we look a rather simple view of things. We .aid people slipped and fell because the floors were slippery*. and they cut themselves be muse knives were sharp. Then we began to talk about accident proneness, since it was found that some people Had more accidents than others. This concept came into being at about the time of World War 1. large!) in connection with industrial accidents. It was seized upon for use in personnel work, and was used a* a predictive instrument--a reason for not hiring people. It was thought of as some thing inherent, something constitutional, rather like an intelligence quotient. Sub<<qucnt studies have thoroughly discredited the Idea of accident proneness. Dr. Jacobx'mer, for example, in his research on child accidents in New York City, has shown that "repealers'* are a very small peveenlag* of the total, and certainly not an important factor. And we know that some of the people who were formerly considered acci dent prone had more accidents because they were in hazardous occupations and situa tions. Perltap* accident pronenes* served some purpose as a concept, but it also did harm because it helped reinforce the already preva lent idea that acmJems are things that don't liappen to ms. hot to other people--people wlio are somehow faulty by nature. It is time now to lay accident proneness quietly to rest ami set to specific factors. Today we thick more and more about behavioral factors, which may vary' from day to day, or not from minute to min ute, and are not inherent as accident prone* ness was supposed to be. Does the child have aa acrident portly because lie is try ing to attract attention? After all. chil dren do many bad things to attract atten tion. Or is the child trying to punish himself, or tus parents? Or do the parents have aggressions against the children, so that they may push the child away so sharply that it has an accident? We find ourselves wi .i a complicated problem. It is pretty obvious that razor blades, sharp knives, poisons, are dangerous, but it is equally clear that this is not the whole story. Many people handle razor blades, sharp knives and poion$ without in jury. We begin to think more and more of a complex situation involving risk-taking and qood and poor decision making and of safe and unsafe environment. Dr. Edward Such- man. of the New York City Health De partment has written extensively on lhi*. For example, take a person whose judg ment is awful and dccirion-making poor ,uid put him in a very environment-- a padded cell, for instance, and he is ex tremely unlikely to hurt him-clf because there's nothing for him in lave an acci dent with. His environment is hi safe that he is sate. On the other hand, take a person with extremely good judgment and decision-mak ing and put him in a chcmiol laboratory filled with poisons, and possibly sharp kmrc ami other potential dangers, and he is no! likely to injure himself because he is ex perienced and careful. But take the person with bad judgment and poor decision-making and place him in the extremely unsafe environment and there is likely to be trouble. In the home we generally fall between the two extremes. Wc have a fer en vironment than the chemical laboratory, ami wc have decision making that ranges in quality between bad and good. There are different people in the household, from ihe infant, whose responsibility, judgment and decision-making arc very poor--close lo zero --lo Ihe well traineil, alert adult, whose deriirm-makinff may !>c quite to die older person, whose alertness ,nd dcciMntt* making ability are declining. So we have peaks of home accidents among children and older people--at the end* of the seven ages of man. 2 was amazed to find that In one recent year 46 persons were killed m falls who were 100 years old or older. Then we have the problem of risk-taking. We live In a risk-taking society, a society where taking a chance is equated with man lines*. The hot who climbs the tree is admired above the one who does not. Children drive cars at one another, calling "chicken'' at the one who turns off first. We also live in a society where risks are jiot always made clear to the growing individual. We give children plastic guns, which they sltoot at each other safety, and are shocked when they get hold of a real gun and behave the same way with it. 93 1961 Kational Softly Congress killing or injuring somebody, We expose not. We do not know to detail the effect youngsters to television programs in which of different mores oe accidents and why. extremely unsafe risks are made to appear worth taking, where the act of shooting fire arms is dramatically shown, but the after-effects played down, or not shown at all. We do know, from studies ia this coun try, that there are more home accidents in low sodo-ecoooouc groups, but we only partly know why. Even oa tiffs point there is some dispute, since the National Health A friend of mine was saying the other day Survey showed a high reporting of acci that he sees a television program in which dents from higher income families. Yet, the detective is always being hit on the from our experience ia New York Gty head with a bottle or other blunt instru and many studies elsewhere, we would con- ment This stuns the detective briefly, but cfude tint low aodo-ecooonnc grmgia do in a very few minutes he is back at the have a higher rate of serious, noo-fatad chase, bright-eyed and alert In actuality, home accidents, as well as fatal home ac judging from the force of the blows, he'd cidents. have been buried with full honors long ago, or at minimum have suffered horrible brain injury'. But suffering a crushing blow on the head is made to seem only an In cident. Obviously if a child isn't made to team what he may suffer as a result of taking a certain risk, he cannot very we)) judge whether it is worth taking or not. In other words, those IJt able to afford accidents have snore of them. We conjecture that these people may be too overburdened with other things to keep a good house hold. They are often overcrowded in poor housing. We know they are more apt to . leave poisonous chemicals around, that ihdr environment has more hazards, but we have We cannot seek to avoid risk-taking al not yet a dear picture. together, nor will we ever completely dsnl- rate accidents. Without risks we would have no space men, no exploration of the depths of the seas, no progress, probably, gut there is a difference between taking a risk just for the sake of the risk and taking i calculated risk for the sake of accomplish ing something. A recent very interesting study investi gated home accidents among families con nected with a U. S. military establishment ha Japan. Thirty per cent of the mothers involved were Japanese, but the husbands were American and the living {ooditiocs pfwlnmfna>y AflKfSUL Yet there were significantly fewer accidents in the homes Parenthetically, in situations where we with.the Japanese wives. Why? We should have control oi the environment, as in fac like to laiow. tories, we are able to encourage a certain pride in safety and the use of safety tech nique*. We have scarcely done this at all in the home, or, 1 might add, on the high way, where safety belts could probably save 5,000 Jives a year, and are almost universally sneered at. How do you train eUdra to avoid ae- eidents? Some people think if the child is burned just a little bit this is his best education about fire. Is this trce? What ia the difference between children brought up in strict and pennisab* families? We don't In any event, we have Anally learned that the causes of accidents are many and com plicated. They involve the state of the en vironment, the condition, the abilities and judgments of the individuals concerned, and they involve transient conditions such as anger and sudden illness. There are a lot of things ne don't know about accidents, and if we don't know what we don't know we are in bad shape. We don't know how many accidents there are, we don't know if accidents do occur de liberately. we are not really sure what should be called accidents and what should We have tremendous problems in commurdcation. One of my people, *w*png re cently to gather materials on borne safety, west through the files and when he finished he said: "Boy. am 1 going to clean up die cellar steps." He'd bees reading pamphlets, which were in our files. But these pam phlets had never reached him before--at least they had never reached his conscious ness. We tend to be pamphlet-happy and In our pirasure at seeing a nicely designed pamphlet we tend to forget -whether we are going to be able to get it into the consciousness of the people who need it. *4 Home Safety Setsum- I guess you can lead a man to a pamphlet but you can't make him read. We know that boost can be made much safer through safety engineering--through the tndusioo of such sensible things as handnil* in mbs and showers. With an ag ing popolatxc these arc increasingly im portant There are scores of other safely tonsures that on be taken. It has been ontmted that the average house can be nurniMj equipped with safety feature* notations. Many accidents, we like to think, are things that happen to the other fellow. They are unpredictable- They are acts of God. They don't really have causes. They just happen. How can you get hold of them3 What we are dealing with is not acci dent* to the traditional sense. If you elimi nate accidents that produce no injury you are left with a large group of incidents which I would prefer to call injuries, fre quently fatal, of complex and not wholly ior less than the <vt of a picture win dow. But braider* are selling glamour and iiveahury sad <kn't include these things. \ad : exhale then because the understood etiology. There are more similari ties between these injuries and dries *e lhan might at first be apparent Let us consider, for example, a child dooa'f 1them. And the public in an environment that includes polio vims. doom's daaaod thee, because vre have not We know some children, if they get tins cowvmccd she jwfccc that it is important virus inside of them will get paralytic polio. to donaad toras. Others will be saved by their natural bodily Is Use MfcWfcmve arid. of course, manu facturer* bare dune math laudable research, but are mat gmcntfy selling features de- vgacd prowra ;m*. I'm sure many ot vox raw the not long ago. 1 for defenses. Some will not take in the virus at all, even though it is present in the en vironment. Now let us consider a child in an environ ment to his home that includes a poison get the enact wurd*. bra a man was about in a cabinet under the sink. We know that to bay a car sod he was saying to the if the child eats or drinks this poison valcaaaa, "Adi v-jm <*> over once again he may be killed or made terribly sick. We tlw pan abora t.w rhe 7X) horsepower }mow that some children will not get the eng** make* rasrr poison at alL But we know that a sub People who wx-d drive ItiO miles to itowi espouse? tc aziectxm disease are juste craot ns rxpju themselves to ac:ubcat hazard* :ar more likely to cause venoaa raptrv or death. If we were to jrrwfccc that there would be an epidemic over a weekend that would result in 400 stantial hazard exists. In polio we developed a vaccine which prevmts the vims from reaching the cen tral nervous system. We have protected the sensitive part of the child from the danger, and if the vaccine is used we are able to control the problem. death* and mold crippling, I can well In home accidents, it seems to me we imagine the rush by people to stuff them are trying to do much the same thing. A* selves with pexffdltxn, and to do almost any in the conquest of a disease, the problem thing to escape. But when this tolt i* caused is complex, but not necessarily insoluble. by antcanobtie accidents over a holiday it There are a lot of things we can da is almost impossible to get peopl. to do We can put a lock on the cabinet. Or we anything about it, to drive with care. can transfer the poison to a cabinet out 1 think we have to admit that in home of reach of the child- We can put a big accident* we are doing a generally poor job. There are a few sparks here and there, bra tiffs i* s generally unattended, neglected field. There U agreement, X think, that by poison label on the chemical, so that the mother and eventually the child will be warned. We can educate the mother, and evcstualty the child, to the meaning of the and large the research that is bring done label, and to sate method* of handling the is not first rate; that there is not enough poison. of it, and that able yoong people arc simply Isv both cases we have a hazard and a not bring attracted to the field in sufficient child, and we develop means of preventing quality or quantity. one from harming the other. A vaccine It seems to me the worst obstacle in this seems nice and neat as a solution, while tfti it ibe word "accidents" and its coo- a combination of safety engineering and 95 1961 Nationai Safety Congress education seems fuzzier and less easy to some years earlier. It might be argued grasp. that we liave less understanding of our I think the development of the germ theory problem, but it is certainly true that even has Haded to- make us oversimplify--or want without a full understanding caUSCS, WC to oversimplify--the causes of human ail-' have mure that we can do now than the menu. We like to think that a single dis polio .people had for their disease in 1938ease is, or ought to be, caused by a sttigle Safety engineering and education can save bug. Simple cause and effect. But even tremendous numbers of lives and injuries in disease we are learning that this is not in one Sdd now, while we seek more knowl tint whole truth. If it was simple cause and edge for the future. There was much less effect, every one getting the bug would that could be done in these areas, in polio suffer the disease. This does not happen in 1938. and we realize that matters of resistance, stress and other factors are also involved. We tend to be annoyed by these more complex explanations, although we must accept the fact that most human ins arc brought about by a combination of factors. It was hard for us to accept the idea that accident* have cause* in the first place, and havmg accepted it we are distressed to find that accidents have a whole variety of causes, some of them extremely subtly many still unknown or not fully understood. Our uncertainty about causes is shared by those in the field of cancer. No one know* the cause of most cancers, and there is increasing evidence that multiple factors are involved. We know that dgarette smok ing is an important factor in lung cancer, but I don't know any oce who thinks it is the only one So tbe ameer people have a tremendous quest to find the full picture of the cause of tbeir disease, la the mean time, they arc saving Uvea with what they have. The problem seems so complicated, so lack ing in handles to hold it by, that we tend lo Jose heart, We ought to realize that our problem is not as peculiar as we think it is, and in many ways not so different from dis ease problem we tend to think of as much simpler. I mention all these things because I think we ought to stop feding sorry for our* selves and to point out some of the simi larities between accidents and disease. We aren't the only people with a difficult prob lem oo our hands. In fact, I susj*ct that the answers which will provide reasonable control of home accidents may be some Let's take an example from the infectious what easier to come by than some of the diseases. In 1938, for example, when the answers'which have been and trill be dug medical advisory committee of the National out in the field of disease. We must not Foundation for Infantile Paralysis met for let ourselves move from considering our the first time it developed over a dozen problem difficult, which it is, to considering points that would have to be covered be it insoluble, which it is not fore polio could be brought under control. Dr. Thomas Rivers was a member of that group, and he emphasized again and again at that meeting that man did not really know what polio was. It is hard to believe in retrospect; but it wam't until 1950 that scientists definitely nailed down the crucial point that * polio was due not to ooe but to three different kinds of virus. All the earlier research wait on without that vital piece of knowledge, and it wasn't until even later that some of the basic mechanisms of the virtu trans mission in tbe host were illuminated la fact, we still don't know about all of them. f think that in home accidents we are about where polio was in 1938, or perhaps Here are some points that seem to be important; 1. We must wipe out the idea that ac cidents are accidents. They are not They are injuries and deaths of multiple cause. But caused they are, every one of them. Is it aa accident when you put a child on a dangerous roof and provide him with a kite that will attract him over (he edge so he kills fumclf? I hardly think so. Is it an accident when a child picks up a Fepsi-Cola bottle, which he thinks of in a friendly way, and dnnks poison? I think not I think if it is an accident it is one prepared in advance. After all, what would you do if you wanted to poison some one? I think you wwld pnt the poison in some 96 Home Safety Sessions thing be might be expected to cat or drink. I* it an aoddort when we allow a child to sec ns drinking cocktails aver and ova* again, and the child empties tbe remains in our glasses and kills himself It is no such thing. Is it accident when we provide aa older oersoa with a tnb made slippery with aoov aad with no handrails and be falls and hurts himself. Of course not It Is a prepared and predictable result 2. We must make accident research more appealing. It isn't essentially a question of recney. Able yooug people need to be in formed abot* tins problem to as extent commensurate with its "* Medical schools especially need men cat tbeir staffs who are concerned with the borne accident problem and who am act as catalysts to interest first-rate minds in research oo h. X We made accept the fact that we will hare to use what sre know until better methods become available. Public health progress, over the year*, has Come about largely through the application of knowl edge we already bad. We know we need to improve the safety of man's environ ment in the borne, and at the same time improve his dcdrico-making ability in this area. We will need education and plenty of it. and greatly inemsed research toward better means of communication. We arc not getting through to the public--oat even to ourselves, very often, and we must real ize Una aad do something about it. Com munication ia this field is as important as penicillin. At tbe moment we are very poor at it. We most recognize this and move forward. 4. We must realize what we know and don't know, and act accordingly. We must lode at our station coldly and then move. We must examine the areas where we arc failing and work to make our performance better. 5, We must realize that home safety is everybody's business. It is the business of the schools, of families, of safety engi neers, of doctors, ol social 'dentists. It is a health problem. The doctor who teams to treat children, for example, in a variety of disease situations, finds that they are being destroyed by accidents, over which he feels but little control. A multi-disci plinary. multi-faceted approach is essential. Nothing can kill off our effort more surely than for any one group to think this prob lem is Us personal property. It isn't In my city we have worked long and hard on accidents. Xo one could feel more keenly than I do the complexity of the problem, and the frustration that comes from tangling with it. We have worked with paint manufacturers to keep lead out of interior paints to cut down lead poison ing. We have worked with gas refrigerator manufacturers to cut down deaths from this source. Wc have attacked the problem >f side-bar water heaters. We are now working on radiation, and have helped make X-ray apparatus safer and have outlawed those ridiculous X-ray shoe fitting machines. We've cut the death rate from home acci dents in half in 20 years in New York City. It has taken work in almost every imaginable combination of circumstances, with almost every type of person. We know how much more there is to be dona I want to leave you with only one thought. This problem of home accidents can be solved. Let us move into it Let us give it the hard work it deserves, the imagina tion, the research. We can cut these un necessary deaths and injuries, and when wc do, it will be no accident. (b) ON COMMUNITY GROUPS By GEORGE W. LOWIS Accident Prevention Repc., Peozwylvani* Department of Health, Harrisburg, Pa, Tbe porpoee of this paper la to review briefly some of tbe important research cooadentioos eoocexning a community study of sodal dftss aad home accident*. This investigation is brine directed by me and is conducted and sponsored by the Division of Environmental Safety, Pennsylvania De partment of Health. Because the data from this research have not keen completely ana lyzed, no findings will be presented here. 97 ]96! National Safety Congress The report will therefore be confined to summarizing the research plans and actual methodological procedures used in the study. Discussion ot the first of the two aspects contained in this paper, namely, that ofthe research plans, follows presently. Recently, Professors Hollingshead and Redlioh, of the departments ot sociology and psychiatry respectively, at Yale Uni versity, demonstrated in their community study of N'nr Haven, Coon.,1 a significant relationship between social class membership and mmtal illness, two formerly unexplored facets of life. It U this speaker's conten tion that oeil class and home accidents also represent two major unexplored prob lem areas m cur <wiety, problem areas that cm be dealt with quantitatively and qualitatively. The purpose of this study is to determine for the dty of Bethlehem, Pa., the rela tionship between social das* and home ac cidents. There are sour major research questions in thiv study. 1. Are (tome accident- related to social class in Bethlehem society r 2. Does aa accident person's position m the Bethlehem <taros system affect how he is treated for his home accident? X Does an accident person's household activities relate to class in Bethlehem society? 4. Does the position of an aeddent or n-xi-aetident household in the Bethlehem status system affect this household's atti tudes toward home accidents ? The major conceptual assumption of the research is that there is a functional and reciprocal interdependence between the class structure of Bethlehem and a number of different apect* of home accidents such as expenditure and treatment for, and atti tudes toward, home accidents. Six working hypotheses were written into the research design. Each hypothesis will connect sodal clast and home aeddents in such a way that the resulting proposition can be tested empirically. The six hypotheses are:1 2 1. The prevalence of home accidents is related significantly to an individual's po sition in the class structure. 2. The types of home accidents are con nected significantly to an individual's po sition in the class structure. X The expenditure for treatment ou home accidents by the aeddent population is re lated significantly to an individual's posi tion in the class structure. 4. The household activities of the acci dent population arc connected significantly to an individual's position in the class struc ture 5. The reporting or not reporting of a home accident for treatment by the aeddent population is related significantly to an in dividual's position in the class structure. 6. The attitudes toward home aeddents maintained by the accident and non-accident households are significantly related to a household's position in the dass structure. The negation or affirmation of the first hypothesis, which concerns the relationship between class status and prevalence of home accidents, depends on the outcome of the two major questions posed ta this hypothesis: a. How many Horae aeddents are there itt the population of the Bethlehem com munity? b. Is tile distribution of hvtt-e aeddents linked to class sums ? Prevalence is defined in this research a the number of cases of home aeddents present in the sample population during the one year recall period of June, 19CO to June, 1961. In the first hypothesis we are interested in learning whether class status is connected with the fact that residents of Bethlehem are or are not aeddent per sons. The respondent reporting the home accident is the primary unit around which the tests of hypothesis one will be built But in order to determine whether the prevalence of home accidents in the popula tion of Bethlehem is related to class status, a comparison of the reported acadent per sons in each class in the population will be made with persons in the appropriate class who are non-accident persons. In other words, the comparison trill be between the accident and non-aeddent persons by dass. AM tests of hypothesis one, then, will be made by comparing the general population in each class with the number cf aeddent persons in the class. The negation or affirmation of the sec ond hypothesis which concerns the relation ship between types of home aeddents and dass position depends on the outcome of Monte Safety Sessions the three major questions posed in this Time and Activity: General Reference hypothesis: e. Where do injured person* spend most a. Ate types of home acadents connected of their time? significantly to an individual's position in 1 What kinds m things t-ikc up mo't the class structure? of the injured person'* time? b. Is the nature oi the accident signifi cantly related to an individual's position in the dass structure? c. Is the seventy (Le.. disabling vs. nondisabling effect) of the accident related significantly to an individual's position in the class structure1 e. What is the amount of time spent by injured persons in the home? f. What kinds of household chore* are performed regularly by accident persons? It is contended in this research that alt six components that comprise this fourth hypothesis are linked distinctly and signifi This second hypothesis postulates essen cantly with class structure. tially the existence of significant relation ships between the types of home accidents The negation or affirmation of the fifth hypothesis, which concern* the relationship persons have and their position* m the dass structure, if this hypothesis is not true, the accident person*' accidents should between reporting of tiie accident for medi cal treatment to a medtc:*l agent outside the household and class Mams, depends on be distributed in the status structure m the outcome of the me major questions a random manner. However, if it is cor asked below: rect, we will find that class status is con nected with the kinds of home acadents persons have. We will examine in this second hypothesis, then, the type* of home a. Did the injured person- report the ac cident for medical treatment to medical agents outside the household; accidents persons have to see if they are b. Who were the medical and non-medi iociaicd with cU status. cal agents that treated the injured persons? The negation or ariioration of the third hypothesis, which concerns the relationship letweca economic cost of the accident and c. Where did the injured who were treated by medical or wm-mcdical agents so tor medial treatment oi the accident1 ri*s position, depend* on the outcome of d. What kinds or types <..i medicii! care the three major questions a-ked below: ur treatment were prescribed for those in a. Were there any expenses a*>ociatcd wuh the treatment of the accident? jured persons who were treated by medi cal agents? b. What were these expenses, j.e., what vras the nature of the expenses? e. What was the length or period oi time that the injured persons, who were treated by medical or non-medical agents, were & How much were these expenses, Le., under medical care rr treatment for their what was the actual cost involved m treat accident? ment of the actadent ? It U contended m this research that all It is contended in this research that all five components that comprise this fiith three components that comprise this third hypothesis are distinctly and significantly hypothesis are linked significantly and dis linked with class status. tinctly with class status. The negation or affirmation of the fourth hypothesis, which concerns the relationship The negation or ainrmation of the sixth hypothesis, which concerns the relationship between attitudes of accident and non-acct- between household activities of injured per sons and class status, depends on the out dent households toward home accidents and class status, depends cn the outcome of the come of the six major questions asked below; six major questions asked below: a. Do the household activities of both Spore Time Activity: Specific Reference aeddeot and non-accidem households relate 1 a. What kinds of things do injured per- significantly to a household's position in | sons do in their spare time ? the class structure? If yes, what is the I b. What kinds of things take up most nature of the relationship? | of the injured persons spare time? b. Is membership in a particular class of /96I Notional Safety Congress both accident and non-accident households connected significantly with attitude* toward expectation of home accident* * c. Is membership in a particular class of both accident and non-accident households related significantly with attitudes toward accident causation? <1 Is membership in a particular class of both accident and non-acctdcnt households significantly related with attitudes toward accident safety and prevention? e. Is membership is a particular class of both accident and con-accident households connected significantly with attitudes toward medical treatment of the accident ? {. Is membership in a particular class of both acridcut and non-accident households related significantly with attitudes toward economic co*t of the accident ? It is amended in this research that all six components that comprise this sixth hypothesis are linked distinctly and signifi cantly with class status. All six hypotheses will be tested from data collected and analyzed by way of an interview schedule. Over twenty experienced Pennsylvania Department of Health inter viewers administered the schedule to 1,987 sample households or dwelling units during June, July, and August of 1961. Only adult members, (that is, years and over) of the sample population were interviewed. The number oi persons permitted to be interviewed was confined to one person per household. .Any adult member of the house hold agreeing to be interviewed was ac ceptable as a respondent Due to the nature of the programming of the interview sched ule so that an almost equal proportion of interviews were taken in the day time as well as evening hours---to include those persons who were not at home during the day because of social functions, employment, etc--it is expected that the respondent se lection bias will be kept to a minimum. A home accident was defined in this re search as any injury having been sustained by one or more family and non-family members living in a household, and having occurred within or immediately outside the home during June, I960 to June, 1961. In addition, such an accident must have ful filled one or more of the following requiremelts: a. That it required any monetary ex pense for medical treatment b That it required some iorm of medt:.il treatment b- a medical agent such as a doctor. e. That it interrupted the norma] daily routine of doing things for anv length of time. Determination of accident and non-acci dent households was made during the in terview when 1,987 adult respondents were asked a question of whether they or any member of their household had a borne accident within the past year, if the answer to this question was yes, and it made no difference which family member had the accident, this household constituted an ac cident dwelling unit; if no, this obviously constituted a non-accident household. A total of 170 households or about 12 per cent of the 1.987 sample households were consequently determined to be accident house holds. The second major division of this re port concerns a discussion of die major methodological techniques uuhzed in the study. Briefly stated they are: (l) the in terview schedule, (2) a two-stage probabil ity sample, (3) the Hollingshead index of vocial position, (4) data processing, and (5) the use of statistical techniques. The interview schedule was used to col lect data from both the accident and non accident populations. The schedule was di vided into two sections, die first of which both accident and non-accident households were required to answer, and the second where only accident households were asked questions. Both straight and open-ended questions comprise the schedule. The in terviewing time respectively for the non accident and accident households was, on the average, 40 and 60 minutes. Problems of non-response were handled as follows: A minimum of three and maximum of six recall visits were made for respondent re fusals. In addition, the most experienced and qualified of interviewers were assigned specifically to handle this refusal problem. As a result, the refusal rate for the survey approximated only 4 per cent or 86 house holds. Some typical "causes" of refusal by respondents enumerated in the Study are: a. Respondent reported as being too busy. 100 Hem* Safety Sessions h. Respondent was interviewed previously -- * lampting error. e. No reason given bv the respondent-- m cases such as these the interviewer re ceived a flat "NO" or "NOT INTER. USTED" type of answer. t Respondent slammed the door upon -eeing a "stranger." c. Respondent expressed an anti-govern ment, or anti-administration, or antt-busir.m feeling. Respondent reported working (at place employment or around house) and could not or would not take tune for an interview, g. Respondent riported having already hem interviewed by other organizations who misrepresented reason tor the visit. h. Foreign language involved with some suspicion of the interviewer's mission. i. Respondent expressed the feeling tiiat surveys arc 'silly" or "not worth while." j. Evidence of p/me antagonism towards the interviewer by the respondent with no real reason given for not wanting to give interview. k. Old age, illness, or illiteracy involved. The various types of major refusals in the survey were seen to be five: a. Illness, old age, and illiteracy. b. Don't know. ci Partial refusals. Respondents here gave part of the information requested but not all. A Outright refusal to answer any ques tions. e. Too busy. Other problems ot non-response, in addi tion to the one just discussed--that of re fusals--arc in order of pending discussion, problems of foreign language, race, and not at homes. Foreign language problems associated with lack of comprehension were handled by interviewers versed in the lan guage concerned. Most Negro respondents were interviewed by a Negro interviewer. For those respondent* not found at home on the initial visit, no fewer than three and no more than ten revisits were made. Consequently, respondents classified as "per manent not-ai-horr.es'' were kept, percentage wise below* 2 per cent or 35 households. The percentage of non-response households, then, ta this survey, and including refusals and not-at-homes, approximates 12D dwell ing units or 6 per cent nf the sample population. The sample design utilised ui this re search conforms to a probability model be cause the probability of selection of every block and dwelling unit was known in ad vance of the actual selection of the sample. These probabilities give the fraction of times that each possible block and dwelling unit would be drawn it the sampling procedure were repeated an indefinitely large number of times. For each block and dwelling unit in Bethlehem, then, some specific probability was assigned. Several months prior to initiation of the interviewing, the total number of occupied blocks and dwelling units in Bethlehem was determined to be respectively 1.633 and 23,840. Using essentially a sampling pro cedure suggested by Dr. Leriie Kish of the University of Michigan* a sample of blocks was made with the interval 6--that t, every sixth block of the total 1.633 was selected. The total number of sample blocks, there fore, was determined to be 272. Within the 272 selected sample blocks the sample of dwelling units or households was then made with the interval 2--that is. an average number of 2 sample dwelling units per sample block was used. Following this, another sampling procedure demonstrated that the total number of dwelling units m the sample was to he 1.9S7, Complete listings ot all 272 sample blocks And dwelling units within these blocks was then made. This was done prior to the interviewing phase oi the tuidy by trained Pennsylvania Department of Health per sonnel. The method ot listing addres~es was uniform for all sample blocks. The $>$tem involved the starting of the listing of ad dresses for each block on the northwest corner and proceeding m a clockwise direc tion around the block, listing the addresses of each dwelling unit as it was passed until the starting point was again reached. The method of listing within dwellings con taining more than one dwelling unit was also uniform. For those dwelling units us ing the same numerical street address, the order'of listing vvns by apartment number or fiat number if such number appeared on doorbells, mailboxes, or doors of indi vidual apartments. The lowest number and lowest letter of the alphabet was listed first 101 iOt,( S'ational Softly Congress (eg., a, b, c, etc or 1. 2, 3, etc, or la, lb, 1c, 2a. 2b, 2c etc). When there was no numerical or alphabetical identification ot individual rotnj, apartments, or fiats tlie listing was done in the following order: right to left; basement to ground floor, to second floor, etc; front to back on any given floor. This process c-i complete list* ing of addresses within sample blocks, or "identification'' is it is sometimes called, is the crux of probability sampling. It is the guarantee that 10 interviewers or 10.000 interviewers instructed to visit dwelling unit number 16 could all find the same one. Upon completion of the listing of all addresses within the 272 sample blocks, it was found that 4,014 dwelling units ex isted- Following the withm-block sample interval of 2, every second dwelling unit or address was selected, for purposes of interviewing from the total of 4,014 enu merated. unul the required number of 1,987 dwelling units was reached. The social position individuals and fam ilies occupy in the status structure of Bethlehem will be determined through the modified use of the Hollingshead index of social position. (See Hollingshead and Redlich,* pp. 387-397), To determine an Individual's class status the Hollingshead in dex utilized three scales: occupation, eco logical area of residence and education. The index used in this research will also consist of these three scales It does not, however, have the same six residence po sitions or categories that comprise the HdUngshead residence scale. For reasons of inadaptability, i.e^ of not being able to apply the New Haven oriented Hollingshead residence scale to Bethlehem, the \V, L. Warner residence scale, comprising seven positions and modi fied to the extent that the seven categories are reduced to six, will be utilized instead. (See Warner,* pp. 151-1S4). The seven oc cupation and seven education positions, however, comprising the occupation and edu cation scales in this study are similar to the Hollingshead categories in number and in substance. The procedure for determining the index of social position is rather complex. Very generally stated, however, to obtain a social !** score on an individual or/and family, one must know the head of the household's occupation and education (that is. number of years of school completed) plus the address of the dwelling unit. Information pertinent to determining the occupation and education class score, and placing each re spondent into one of seven positions in the education and occupation scales, was obtained from me interview with the re spondent. Residence determination, on the other hand, was made by way of visiting each of the 272 sample blocks plus their surrounding areas and placing each of these blocks into one of six positions on the residence scale. Following this each of the 1,987 dwell ing units was given an appropriate 1-6 residence stale score in conformance with the sample block score. These scores for each of these three variables, ranging from i-6 for residence, 1-7 for occupation, and 1-7 for education constitute the stale petition store or t-clue for the household. There will be but one such score for each of the three variables and three per household. Each of these scores will then be multiplied by a factor tveiaht which will be assigned to each of these three variables. This factor weight will be determined by a standard regression equation. The three products will then be summed, and the resultant score will be taken as an index of tbis household's position in live community's class system. The data gathered from the interview schedule will be edited and coded and then punched on cards for IBM processing b> the Statistical Bureau of the Pennsylvania State Department of Health. The coding will be done in red pencil. Every inter view schedule will be coded with an iden tifying number that will be punched into several IBM cards. This will be done so that at any phase of the analysts we can return from referral to a particular in terview schedule and make an investigation on a punch mark in the cards. The primary emphasis m this study is to test the six hypotheses on relationships between class status and various aspects of home accidents. Our mam interest is to see what happens if the independent vanable, class status, is varied in terms of each of the six major hypotheses under study. The chi square test will be utilised in statistical analyses of data under con- sideration. The 5 per cent probability level 102 ! j a 1 1 , ] i : House Safety iessiotis till be used throughout the study as the minimum for the determination of signifi cance. Each of the six hypotheses will be tested through use of the "null hypothesis." This states that there is no relationship between, for example, in hypothesis two, class status and type of home accident. If this is true, ivc would expect to find the same proportions of accident persons having received disabling and non-disabling accidents in each of the five classes. For example, if in the total group of accident person* 20 per cen; experienced disabling accidents and the null hypothesis is true, 20 per cent of the Class I accident persons should have experienced disabling accidents along with 20 per cent of the Class II, 20 per cent of the Class III, 20 per cent of the Class IV, and 20 per cent ot the Class V. However, if the observed proportions in the different classes differ greatly from this expected proportion, our null hypothesis will be retectcd and the conclusion made that there it a relationship between cln*t statu* and type of home ac cidents. The statistical procedure of `'null hy* pothesu" will be used to te*t all six h>- potheses. It is expected that the major find ings of this research will be published sometime during this coming summer. 8TBLIOCRAPHY . A. Hollingshead and P* RedllclL. SOCIAL CLASS ANT> MENTAL ILLNESS. New Tori*: John Wiley ud Sons, ISAS. Leslie Kith. "A Tao-St-ixe Sample ot a City.*' 17 (1*53). ?t-7a. . W L. Warner, SOCIAL CLASS IN AStEBXCA. New York. Harper and Brother*. CO ON COMMUNITY PLANNING By DENNIS O'HARROW Executive Dir., American Society of Planning Officials, Chicago (Outline of Talk) I. Serious impact--ton of community plan ner leaves roller slates A. What I lcaow about home accidents 1, Roller skates 2, Rocking chair 3, Wife slicing meat II. Change title--"Impact of Community Planning on Safety" HI. Two point* A. Community planning--police power, regulations to promote the "health, safety, moral* and general welfare of the community" 1. Sometimes wooder about "mor als"--what nosiness 2. Note "safety" specifically sated B. If one dominant principle--all ac tions, regulations, plans must be con sidered in context, with all others --ioordmate (many ways) 1. Economic, scdal, physical 2. Health, safety, morals, general welfare 3. Transportation, land use 4. Precise field of home safety, other aspects of safety, safely with all other aspects of com munity development 5. Perfection in home safety ab surd if external conditions un safe--and vice versa (what good to travel home safe if only to fall down cellar steps) IV. Community planning is applying best intelligence, -gained from past experi ence and continuing research, to pro ducing the best human environment, the community that permits its citizens to reach maximum potential--insofar as community can do so .V Done through preparation of plans, guides, standards for 1. Streets and highways 2. Land use 3, Schools 4, Parks and playgrounds - 5. Water supply and sewers 6. Libraries, fire and police stations 7. Airports, railroads, ports 8. Host of other things that make up a community /P<5/ National Safety Congress B- W let planning earned out 1. Zoning ordinance 2 Urban renewal 3. Construction of public works 4 Smoke abatement, housing, build ing codes V, Back to revised title--talk about sev eral aspects A- Backyard swimming pools 1, In 1953 sensed trend 2 Tried to find out about safety 3 Called National Safety Council, insurance companies--nothing! 4. Pull out report--specific warn ings--out of our head 5. Our fears have been borne out, but were able to bring dangers to our attention of civic authori ties B. Billboards--people don't like them ----on what to base control 1. Police power -- health, safety, morals, general welfare 2. Fastened on safety -- bad men could lurk 3 Also morals--weeds hid immoral acts 4 Although probably has happened, 1 knew no incidents C. Billboards--strongest objection aes thetic--still safety 1. Two-second distraction at 75 mph --220 feet 2. Outdoor advertisers argue, with tome justification, that billboard breaks hypnotic speil cast by modern hi-speed monotonous thoroughfares IX Brings to one of most important fields in which community planning contributes to safety--transportation 1 In the transportation house, there are many mansions 2 Safety of limited aeeess high ways 3. Design of neighborhoods and cities to reduce traffic in residen tial areas 4. Problem combatting integral curb-gutter sidewalks 1CK 5. Radbona--design of superblock neighborhood to give footpaths for children 6. I-ocatioo of schools away from major traffic arteries--still fight ing (safeway--teach kids how to avoid traffic; Marines--train with Live ammo) E. Airport problems 1. Approach areas dear 2 Proper land uses in area (Ten nessee State Hospital) 3. Location of jet ports P. Planners make mistakes 1. For years advocated thru streets 2 Warped centerline 3. Suddenly, someone decided to study--T intersections about 25 per cent as hazardous as *h G, Planners advocate mass transit .1. On economic basis Z Concommitant safety improve ment H, Uses in ordinance grouped for general compatibility, mutual needs schools and churches in rear- denrial areas 1. Also where pertinent isolate fireworks factories, deaning plants using inflammable deaning agents I, A few years ago--research report oa storage of LPG butane--worked with LPG Institute 1. We decided was hazardous 2 LPG Inst, wrote a problem letter 3. Gruesome, but one of those for tunate catastrophes--as went to press 4. LPG storage blew up--killed a dozen people 5. Added letter and newspaper clip ping without common j. Problems with "safe" land uses I. Petrol people keep dty safety of filling stations--4ow insurance rate, etc. 2 Most Z. Q. keep away from schools -- certainly slim efaanee, but you can't afford to take even that chance K. Nuclear power plants--we arc at Home Safety Sessions loss to assess danger--but our pres economic, social, and physical health, ent attitude is same--cannot afford safety, even words, general welfare to take a chance I. Difficult to differentiate in plan ning power between health and safety--health hazard is unsafe 2 Very active efforts to abate or avoid air pollution (recognition --National Advisory Committee oa Community Air Pollution of USPHS VI. In conclusion, l want to revert to spe cial pleading tor the planner's chief qualification--his ev er-pfesent attempt to see the community as a whole, to plan it as a whole, to take into ac count the inter-relationship of every aspect of community development, so cial, economic, political, and physical, health, moral, spiritual, general wel 3, Downwind placement of industry fare, as well as safety. We know that --basic premise of one prominent specialists are indispensable, but we consultant--so much so know as Smoky Joe --knocked into a also believe that generalists are also indispensable So when we are propa cocked hat with new smokeless gandizing to a group of specialists, we fuel industry' ask that from time to time they lift 4. Avoidance of sanitary pollution their eyes and try to recognize the --unsafe dirty water general picture, to recognize the gestalt L. The abolition oi slums, unsanitary --the whole is greater than the sum and hazardous -- good mixture of of its parts. HERE'S HOW WE DID IT! j (a) VOLUNTARY AGENCIES 1 .1 Bj CHRISTIAN SMITH i Dir, of Health Education, 1 Province of Saskatchewan Department of Public Health, Regina, Sask., Canada ' i ' < To come here and speak on voluntary agencies seems a bit like carrying coals to Newcastle. I suppose there is no country In some wa>s the small towns seem to be overorganized. I recall a survey of one town ot about 2,000 population which had in the world where voluntary service has more than 50 voluntary agencies. Moreover, been more developed than in the United a relatively small number of very active States--where there are more citizens en persons seemed to be the core of many gaged in it and where volunteers have a of them. greater impact on the welfare of a nation. Our own attitude in the Province of Sas However, voluntary effort is also a highly katchewan Department of Public Health developed and influential social phenomenon is one of "better too many than too few." in a number of European countries and, We have a very keen appreciation of the notably, in the United Kingdom. I recall value ot voluntary effort. When we speak that, during World War II, Robert Priestley, of a partnership between the people and tnc novelist, remarked in a book that "the their government, wc really mean it; and iree societies are the bedrock of English in many, many ways, it it a reality democracy." That is also the way In which in our province We are under no illusions citizen volunteers and their organizations that the people can be made or kept healthy < on this side of the Atlantic are regarded. and safe by our efforts alone. j In the Canadian province of Saskatchewan That is why, although we have a very J there is a great variety of voluntary serv active health education service, we wel 1 ices and the number secxns to be growing. comed the formation of a Saskatchewan 105 1961 .Vationai Safely Congress division of ihe Canadian Mental Health As sociation a decade ago and pnmed the pump to get it started with both federal and pro* vincial grants. Mention of federal aid brings to mind that the Canadian Arthritis and Rheumatism Society was founded with the encouragement and assistance of the De partment of National Health and Welfare. Another good illustration of how we op erate is our food hygiene institutes, or safe food fairs, as we call them, which are de signed to prevent food poisoning, a type at accident that sometimes lands many peo ple in hospital. Now it would be possible tor our provincial department or a health unit to organize such an institute, but we believe it better to encourage local people to do this themselves with a little guidance from us. Thus, a community organization, such as a Women's Institute or a Farm Union local or perhaps a religious group like the Catholic Women's League, may sponsor a safe food fair. There are, of course, actions which such a voluntary group can take which a government or public agency could not very well consider, such as the matter of door prizes. The voluntary agency can solicit food hampers, sets of paper tableware, and other prizes from local merchants. This an official agency cannot do. nor would it be likely to meet with much success. When a government agencj runs anything, eiervbody expect* it to pay all the way, ,nd then some. Now to come specifically to the field of accident prevention, I might mention that our provincial government has finan cially backed the Saskatchewan Highway Safety Council since its inception a number of years ago. The Council has now recog nized the need to broaden its program and Iius approached the government for an an nual grant of $40,000. It expects to raise nearly as much again by voluntary sub scription. I have no doubt that this request will be favorably considered because the government recognizes the vital role of the voluntary safety organization. This is so in spite of the fact that the Department of Public Health conducts a comprehensive safety program and various other govern ment agencies conduct preventive programs in some specific areas. When 1 was asked to organize and direct the health education services of the health department 17 years ago, I was under no Ultmoos that my division, or even the whole department, could do an effective job in isolation from the people. From its inception, the Division of Health Educa tion set oat to work through and with existing community organisations of all lands --the Parent-Teacher Associations, Womens Institutes and other women's organizations, professional and business groups, lodges, churches, agricultural organizations, and so on. Through the years, we have maintained a close 1with these bodies through their provincial and regional officers and by means 4f our Saskatchewan Health Newsletter, a bulletin that goes monthly to some 12,000 community leaders, profes sional persons, local governments, school authorities, teachers, and voluntary groups of all kinds. Perhaps I should tell you bow compul sory pasteurization of milk was achieved a number of years ago; in fact, within a relatively short period after the health education service was set up. After a year's public education regarding the haz ards of raw milk, we found the govern ment unwilling to risk public opposition by putting in the legislation. Actually, tn my opinion, the government misjadged the situation. However, our next step was to approach the Provincial Council of Women, a body which, at that time, represented about 123,000 organized women in Saskatchewan. The Council conducted a year's educational and action program among all its affiliates so that women from the smallest hamlets to the largest urban centres were equally in volved. At the end of a year it had col lected the views of hundreds of organiza tions and went to the government with a brief. Very soon after this, the legisla tion was approved unanimously by the Sas katchewan Legislative Assembly. In 1932, our Health Education Division was given the task of organizing and con ducting a comprehensive accident prevention program, I might interject that we began to give major emphasis in those areas where no other agency, official or voluntary, was conducting a preventive program, but, at the same time, we supported the work al ready being done. There was no point, for instance, in developing a great water lli Ifowe S'airly safety activity when this was already be ing done by the Red Cross. Nor did it seem wise to launch a fire prevention pro gram of some magnitude when this was the specific responsibility of the provincial fire commissioner. For these reasons, we pm most of our effort into the prevention of home and agricultural accidents, later tackling special areas such as child safety and the pre vention of accidents in hospitals and other institutions. Some special attention has also been givm the safety of elderly citizens. After the success we had had in working with voluntary associations in health edu cation, it was natural to follow the same course with respect to accident prevention, so we began immediately to develop part nerships with a variety of organizations. These included the Provincial Federation of Parent-Teacher Associations, the Saskatche wan Teachers Federation, the Women's In titules, the Saskatchewan Farmers Union land its 1,000 women's local.-), tiie school <vtem, the farm implement companies and other agricultural supply enterprises, provin cial 4-H groups and, of course, the churches, to name but some principal agencies. For a government department to set out deliberately to organize a voluntary agency is almost unheard of in Canada and per haps even in the United States but, in our farm safety program, the need of a volun tary agency was so evident that, one day, we called together the representatives ot ->me JO orgamations to organize the Sas katchewan Farm Safety Committee. Today u has some 300 members. This group is the obvious nucleus of a farm division when the Saskatchewan Safety Council comes into existence. Our happiest liaison, however, is with the Saskatchewan Junior Chamber ol Com fierce. To tell about this. I have to explain Canada's annual Child Safety Day, ob served annually on the first Sunday of May. This is how i; came about In the early spring of 1954, after two years of hard work, we seemed to have made very little progress in interesting the people of Sas katchewan in the accident tragedy. The indifference, based cn ignorance, because the people just hadn't listened, was reflected by tiie newspapers. Stories on accidents, even the shocking totals for a year, invariably were muitilated and buried somewhere back of the financial paces under meaningless label headings. Personally, I found this very disturbing, so much so, in fact, that it gave me bad nights. One morning about three o'clock l lay awake worrying about it and the solu tion cam. very' easily. It occurred to me that, `a hen a problem proves too tough, why not bite off a piece one ear. handle? 1 remembered someone saying tint the way to a man's mind lies through hts heart. Now we well know in public health that people who are indifferent or careless about their own health and safety will go to all lengths for the protection of their children. We have seen this in recent years in the pre vention of paralytic poliomyelitis. A check last year indicated that 94 per cent of the children to age 16 had been adequately immunized with Salk vaccine, but only 67 per cent of the adults. 1" to 40 years of age, had taken advantage uf our tree clinics. Having found an apparent -olutiun, 1 went back to sleep and. when I arose later, I telephoned the head v my department who approved the institution of a child it'cty day. It was o.tr ai.-umpuen that, if we could induce grownups to make the environment safer for children and if we could induce parents t> teach safety by precept and example, not only the children but their parents and others would be safer. So, with rather short notice, wc observed our first Saskatchewan Child Safety Day on the first Sunday of May, 1934. Sunday was chosen advisedly because we decided immediately to involve the churches and stress the moral responsibility of everyone for the safety of children (and adults), and we also considered it likely that wc could reach more people in the press and by radio and television on a Sunday than any other day of the week. We wanted to reach the fathers as well as the mothers. The venture caught on immediately with the press, the churches, and some scattered organizations. Then, as since then, we wrote to clergy of alt denominations and asked their cooperation. We sent them sample ma terials .and sermon suggestions. Later this became a prepared sermon. Each year a selected minister or priest contributes the sermon, which we print and cnd out to all clergy. We also lithographed ;i Child Safety Day poster, and every year wc have 107 1961 Xattonal Safety Congress produced a different poster illustrating an attractive Saskatchewan child. However, it was soon evident that we needed the iv*islance ai some organized group with the enthusiasm and energy cine often finds among young persons, and we hit on the idea of tmolvtng the Junior Chambers of Commerce. Here l should interject that already, sev eral years ago, we had thought about the total Canadian problem and not just the toss of children in our own province. We wanted Child Safety Day to become a na tional event. We rpproached the national president of the Jaycees for advice and fol lowed his suggestion that we try out a pilot program with the Jaycees in <me of our cities. This was to be followed by a province-wide pilot program involving alt Jaycee units m Saskatchewan. A national project might follow--and it has. The Junior Chamber of Commerce in Saskatoon has a well-established record for "firsts" m public-service projects . . . for instance, it was the first in Canada to launch & venereal disease education campaign, a proicct in which 55 other units later joined, it ?nigated prewar Nazi activities and jet -,-fQt a movement in Canada to counter enemy activity. It took the lead in forming the second credit union in Saskatchewan. It was instrumental in the development of an entirely new child welfare program and in providing better juvenile court practices. This Saskatoon gToup readily accepted the Child Safety Day project and it was an immediate success. The following year, the remainder of the Javcce units in the province followed suit and. a year ago, the national organization unanimously adopted Child Safety Day as a project. There are 270 Jaycee units in Canada and it was nec essary to write them three times this past winter with suggestions and ideas. Now voluntary associations are often strapped for funds and the Jaycees are by no means wealthy, at least in our country. We had offered cash prizes to farm and community organizations for the best local safety programs. We did not need to offer the jaycees any money, but we did have to supply them with posters, literature, radio and television materials, exhibits, and other vital materials. Of course, we could not do this on a national scale, but even when such assistance is provided only in our own province, it runs to considerable volume Having enlisted the Canadian Jaycees, it would be unwise to assume that everything necessary has been done. It seems best to try to interest other agencies, both octal and voluntary, to support and upple- ment the Junior Chamber*. This summer, the Canadian Federation of Home and School, and Pares:*Teacher* Association held its annual conference near Montreal. Quebec. I had been its provincial and national health convener and bav main tained close contact with the cega-Tzasim* I must say that t have been disappointed that so few of the locals tn my own prjrbcc showed any sustained interest in asy project for the health and safety of school chJdret. and I had almost despaired ci eslutssc their partnership. However. OOC day last June, ;st Ici-rr the national convention, the editor vt on? parent-teacher magazine wrote me `-:j the Province of British Coltsnhta Fcdcrwauc proposed to bring is a molvsnc ts make it a crime to use plastic bags which were not specifically labelled as da.-.-ztr.-wa. Nvw we have had very few plastic bag Msficwa tions in Canada and only ceac m 5>a<uu:che- wan since plastic bags came ton. use ! wrote immediately to the magazine editvf urging her to get the Saskatchewan dewgates to press for a much more cccipreheasive attack oc zeddests arver-g children and. in fact, accidents generally. I could not go to the ccznentice but learned later that my news had been in corporated in an amendment to the British Columbia resolution and passed arnmmrxisty, The federal authorities were pressed to give leadership and also to encourage the forma tion of a National Safety Council similar to the American organization. Subsequently, I wrote a piece for the magazine urging the parent-teacher mem bers to carry on vigorously for the pre vention of acadenu now that they had made a good start, and I reminded them of their influence and power. I told a story of something that had happened not tong ago in Saskatchewan which well illustrated the power and influence of women in volun tary organizations. Several years ago, I was asked to speak on mental health at a series of farm women's 108 Haute Safety Setsions day*, promoted in small rural centres by the Farmers Union. Just before this, a demented women had shot and killed one of her children and wounded two others on a lonely farm. This women had only recently been a patient in a psychiatric in stitution, but she was cast into a local jail and then sent to a provincial jad for women io await trial like any common criminal. The woman who chaired the Farm Wom en's Days programs and introduced me asked me if I would make a reference to this incident. I did so in the course of my talk and said that the most shocking aspect of the treatment of this apparently sick women was not the action of the police or the magistrate who conducted the preliminary hearing, ,t was the silence of the people of liadcatehewan, particularly the women. Sas katchewan is a province which pndcs it>r.t <n its sophistication and humaneness - -he tramient of the ill and less fortunate. Immediately afier my paper there was i ' See breac. and one of the women asked -< - ? with a resolution addressed to -v *rcfwy-cerI of Saskatchewan pro- -- the treatment of the farm woman .**.*-. with Saskatchewan's progres<r and Sus-ane pclide*. The resolution .i-- was pa`ed unanimously, *N.w wh_t dj we do with it?" the chair- .j* asked. 'If you do Ike so many other organiaaicm, youll file it and forget about it," l answered. "However, if this case shocked j-u and you don't want something like that tv happen to you or any other person, 1 suggest you send the resolution (o the atromey-general with a covering letter and that you publicize your action in the press and by radio and television," I said. Similar resolutions were drafted, passed, and handled at a number of such meetings in the weeks that followed. One day I was chatting with an official of our Psychiatric Services Branch and. somehow, the story of the mentally ill farm woman came into the conversation. He told how our department had urged the removal of the prisoner from a jail to a mental hospital and how this had been rebuffed with a legalistic statement that "the law must take its course." Suddenly, however, the Department of the Attorney-General had reversed its decision ami moved the unfortunate woman from pnsen to hospital. I think this well illustrates the power of voluntary effort in influencing public affairs, and 7 submit it can be just a powerful in dealing with the prevention ot accidents. There are two English quotations 1 want to lea\ e with you; "That community is greatest where the greatest number of persons accept unim posed obligations." This is by Lord Moulton, an English lawyer. 1 think of it when 1 see a com munity which seems to be over-organized. The other quotation is this and, unfor tunately, I can't recall the author: "There is no limit to the kind of good a man can do if he doesn't care who gets tlie credit" I think of this when sometimes a volun tary association seems to get the credit for something we have done. One day I spoke at a public health con ference about the value of voluntary asso ciations to the medical health officer or unit director. A health officer asked: "But isn't there a danger of the volunteers wanting to take over your work?" The reply was that volunteers only want to wear the pants in the community house hold when the head of the family isn't doing a good job and, even then, only long enough to make him do it I think there is a tremendous challenge to American volunteers in the tragedy of child accidents. Perhaps you can bring your selves to accept an idea from your neigh bors in Canada, and make Child Safety Day an international event. 109 JOrt / Motional Safety Congress (b) INDUSTRY By WILLIAM J. KERNS Safety Advisor, Humble Oil <Sr Refining Co^ Bayway Refinery, Linden, N, J. We, at Bnyway Refinery of Humble Oil <& Refining Co., believe that a comprehensive and progressive off-the-job safety program u essential before any continuing degree of success can be achieved in an industrial safety program. Wc believe that to signifi cantly reduce industrial injuries we must try to eliminate all injuries whether they occur at work or off-the-job. After all, safety is primarily a matter of attitude and, as >ou know, attitudes arc difficult to change. Employees do n*M sud denly become safety conscious nhen they walk into our plants and put their safety hats on, any more than they' become reck less and violators of good safety practices when they leave the refinery We believe people tend to xvork> drive, and play as they live. Therefore, if we can influence them to live safely, we believe this will improve their safety performance in all -"treas of their activity. In order to accomplish this, our safely program must be one of "Safety Around the Clock" as shown on one of our 150foot diameter storage tank*. The -Vational Safety Council states it--"Safety Every where, All the Time." The off-the-job safety program must naturally supplement a sound industrial safety program. Any good safety program should be based on the three traditional "EV* of safety. It is essential that operations be well en gineered, employees be well educated in safety rules and in their safety responsi bilities, and that rules be adequately en forced. A good safety program has been referred to by safety experts as being like a three-legged stool. Take away any leg, engineering, education, or enforcement and down it comes. We believe that this analogy should be carried further to point out that a good safety program can bog down just like this stool through monotony unless it has other essential ingredients m addition to the three traditional of safety. Our top man agement must be sincerely interested, but just as important must actively participate in the safety program. .Ml levels of man agement mtit accept employee safety as their responsibility on equal terms with cost, quality, and production, and there must be a red opportunity for participation by both management and wage employees in the development and execution of the safety pro gram. We have found that these ingredients can add a base of enthusiasm, a fourth and very essential "E" to our safety ac tivities. We have found that a solid base of enthusiasm will prevent our safety ac tivities both oo and off the job from bogging down. It is one of the keys to the progress we have nude at Bayway Refinery. One of the areas where this influence of enthusiasm can be most forcefully demon strated is in the reduction of off-the-job disabling injuries. Off-the-job injuries are considered leu subject to management con trol than industrial injuries, and the prin cipal tools available to management are the motivation and education of the emplo>ec and his family. We believe the employee must be given standards of conduct in the area of off-the-job safety and the stimula tion to meet these standards of conduct. The situation we had at Bayway is offthe-job disabling injuries in 1956, the first year we began oar off-the-job safety ac tivities, was this; 263 disabling off-thejob injuries, resulting m our employees los ing 3491 manday* of work. In 1956 by cvmparison we had 13 oa-the-tob disabling injuries. In other words, we had 20 offthe-job disabling injuries for every indus trial disabling injury we had at the refinery How could w*e possibly believe that our in dustrial safety program was for real? Our employees were hurting themselves off the job in exactly the same ways they were hurting themselves on the job. For comparison of performance, both with ourselves year by year and with other industries, it is customary to express offthe-job disabling injuries in terms of fre quency, injuries per million manhours, asigtting 312 manhours per month per employee. Our frequency in 1936 was I? off-the-job disabling injuries per million man hours. 110 Home Safety Sessions Our progress since we began our off-thejob safety activities in 1956 is noted in that oar frequency was reduced from 17 disabling injuries per million manhours in 1936, to lti is 1957. and 6J5 in 19511. We made little progress m 1959, for an interesting reason I mil describe later. In I960, our frequency reached a low of 473. So far this year, we are not doing nearly as well. Our frequency is up to 6.5 and again I will describe the reasons later. 1 would like now to outline some of the ac tivities we have conducted beginning in 1956 to seeurc a rapid reduction in off-theicb injuries. Our Central Safety Committee has as its chairman, the refinery manager and in cludes all of his department heads as mem ber*. with the safety advisor as secretary. When tits committee rccognixed our prob lem of oa-the-job safety in 1956, an anal ysis disclosed that one-half of these dis abling injuries were due to home accidents. A Home Safety Carnival was developed :j be held at the refinery on a series of Saturday monungs. As part of die carni val activity, a home safety essay contest as conducted for the children of employee-, with awards of over $3,000 in cash. The theme of the carnival was the relation be tween Industrial safety and home safety, or "Safety Around the Clock." A collection was made of every safety sign used in the refinery- We were sur prised to find we had so many types. A display was made of all the protective squipocot used in the refinery along with the heme hazards that are similar to refinery hazards. We built a little garage *;ta a dummy lying in it to show the haz,-'l of carbon monoxide poisoning from ..ttrr.obtle exhaust. We demonstrated the right and wrong ways for medicine chests, showing the typi*ai heme mediane chest and how it could be. We bad a demonstration of home decmo! circuit* and showed how fires start when oversized fuses are placed in the box t the fuse is short-circuited with a penny. The committee collected samples of all the common household chemicals and en larged the warning labels, relating these chemicals to the chemicals wc used in the refinery* and the cautions to be observed. Wc had a booth demonstrating the vari ous do-it-yourself hazards around the home as well as a modem kitchen with all of its hazards; and our rescue squad gave a demonstration of artificial respiration and heavy rescue. Our fire department put on a spectacular demonstration. We found that the displays which had been set up for the guests' participation were most effective. For example, kids and employees could slam a >lccl ball against lately spectacles to see hew effect,ve they re in preventing eye injur*. Incidentally, we are quite proud of the reduction in foreign body m e>e cases we iuse secured at the refiner* through our safety spectacle program which was in stituted in 1956. We have cut our foreign U.dy in eye frequency from J92 foreign bodies in eyes per million manhours in P5?, to a range of 11-14 in the years 1958 ti,rough I960. A little model was u*ed to demonstrate techniques in lifting heavy objects. Over 5,000 company employees and their families attended our first safety carnival, with over 600 children entering the home afety essay contest As a result, we de cided to repeat the essay contest and carni val in 1957, and to give more attention to participation. In iiddition, we added a home safety porter contest for employee children. We held a safety quiz in the refineryauditorium for all the employee children. We believe the safety quiz was effective for our employees also. The winners of the itome safety essay contest and potter contest were presented their pnzes by the quizmaster. Each child answering a safety question received a token prize. We again had demonstrations of the com mon home hazards such as an attic show ing both the normal disorder as well as a properly equipped and maintained attic. We also had a workshop and a garage showing the normal disorder vs. good order. We even set up a bathroom showing all the common hazards in this vita) room of the.home. The local police put on a demonstration of their drunkometer machine. This se cured a lot of interest, particularly on the part of the man being tested as did the III 1961 National Safety Congress various driver testing or psycho-physical letting units. Local police put on a dramatic outside demonstration o the me of radar in catch ing speeders. Both the winning home safety essay and vanning safety posters were placed on dis play. We w*ed the winning safety posters from this contest to design our safety calendar for all of our employees this year. We believe that home safety carnivals such as these are very effective in setting the stage for an off-the-job safety program. It is a good way to involve a large group uf employees in preparation and to demon* strate the company activity and interest in aff-the-job safety to employee families. One of the programs which has had a continuing effect on our off-the-job safety since the middle of 1957 is our individual employee safety award program. In both 1953 and 1956, we had made group safety awards for all employees when the refinery went 30, 60, or 90 days without an indus trial disabling injury. We decided to de velop a program which would include per formance in off-the-job safety as well as industrial safety. And in line with owtr philosophy of elimi nating all accidents, we decided to include minor or dispensary type injuries as well as industrial disabling injuries for contest purposes. Each employee must go a spe cified time without having an industrial disabling injury, a non-disabling industrial injury of any type, and just as important, must not have an off-the-job disabling injury. The empio>ee competes only for himself and his tantily. He becomes eligible first for the Red Esso Regular prize, and as he continues injury-free, he graduates to the Blue Esso Extra, and then to the top, Golden Ew Extra. As he continues in jury-free, he continues to win awards. The catalogues are mailed to the employ ee's home with an appropriate congratula tory letter from the refinery manager. The employee and his family then make the award selection together, and the award is mailed to the employee's home from the supplier. The individual employees* safety awards are continuously displayed on the main thoroughfare of the refinery. And you can tell from the lack of grass in front of this cabinet the high degree of interest 00 the part of the employee. We believe this approach to safety awards it somewhat unique in industry and that it is a good way to show an employee and his family frequently, that he is doing a good job as an individual both on and off the job and that be is meeting high standards of conduce We believe the award program helps to maintain a base oi enthusiasm for our safety activities. Carrying the thought of individual rec ognition further, the refinery manager pre sents a gold tie pin to the employee upon his completing 20 accident-free years on the same basis of no non-disabling or dis abling industrial injuries and no off-thejob disabling injuries, in addition, verbal and written commendation are given to cur employees upon their completing fne, tea, or fifteen years on the same basis. An honor roll has beeo established with their names. Another inexpensive safety activity re volves around our company picnics. In the past several years, we have grien demon strations of recreation safety, by having the American Rtd Cross water safely instruc tors conduct swimming instruction and water rescue demonstrations such as this life pre server rescue, canoe rescue, and surfboard rescue. Local sportsmen clubs have given demonstration* of fishing, archery*, and hunting safety at our picnics and we have bad the local police put on bicycle safety con tests, with over 700 of our employees' chil dren competing. The New Jersey Bureau of Navigation brought a power boat to our picric and gave a demonstration of boat safety. The New Jersey State Police gave a skin diving demonstration including rescue tech niques. In addition, our Rescue Squad has also given spectacular demonstrations, and ive have again included psycho-physical test ing as welt as radar and dnmkometer demonstrations. With 5-7,000 employee and family members attending, these demonstra tions are well received with a good return at little expense. During 1959, we held a highly success ful contest (or the wives of our employees who submitted their family home safety programs. Approximately 45 per cent par- 112 Home Safety Sessions Uapated. This program, "How (0 Keep My Family Safe" was designed to have the whole family think hard about safety for at least several hours The quality of the essays was excellent, and some 60 wage employee* and supervisors made up judg ing teams for the 68 entries. The final judging was supervised by the chairman of the Home Safety Committee of the New Jersey State Safety Council. The winners shared $750 in cash prizes and all partici pants received a safety award. We capitalized on the excellent ideas m these safety essays by preparing a safety reminder calendar which was mailed each month to all employees. Each day of the month carried a safety thought from one of our employee wives with credit giicn to her. We believe that our saicty program in the plant and off the job is strengthened when employees and members of their fam ilies make safety commitments to them selves through contests and programs such as, "How to Keep Mv Family Safe." We believe it strengthens our base of enthu siasm. Up to now, l have been reporting some of the activities that have enabled us to reduce our off-the-job injury frequency steadily downward through 1955. You will recall that in 1959 we showed no further rr.pravement, even though we continued our activity in the area of home safety. .As lie reduced off-the-job disabling in juries in 1957 through 1958, we found we were nuking little progress m the area <ji traffic accidents. Traffic accidents, which occuntcd for only 18 per cent of our offhc-job accidents m 1956, rapidly increased t>> 54 per cent in 1959, and this increase tfset the reduction in other areas in 1959. Also, La 1959, 54 per cent of alt the days ion as a result of off-the-job accidents were due to traffic injuries. This then was our main problem area in off-the-job safety in early I960 as well as 1959. Early in 1960, our Central Safety Com mittee derided to have an adult training program developed for our employees, and what safety experts tell us is unique, for their wives and teenage children who drive or soon would drive. The derision to budget funds was based oo our desire to cut traffic accident costa in half. In 1959, our em ployees had 20 off-the-job disabling injuries as i result of traffic accidents, including one fatality. The Defensive Driving Pro gram was developed early in I960 with the help of the Esso Safety Foundation, now inc Humble Safety Foundation, and vari ous New jersey state agencies. The pro gram was designed primarily to explore ittitudes and their effect on driving habits and how to improve them. Because of our success in past years in motivating employees to participate in safely activities, they and their families were in vited to a full course dinner party prior to each ot the four evening 'C.-sions ot the program. This gave Mom a night awa> from die stove, the family a free meal, and provided an opportunity for our su pervisor and employee families to mix. We wanted to have the maximum number ot employees attend the course so each par ticipant who attended all tour sessions re ceived an incentive award, whether an em ployee or member of his family, We widely publicized lire program to our (-mployees with nine feature amrles in our bi-weekly newspaper, through a letter ot invitation from the manager, uud with local newspaper coverage. Incidental!'-, the man in space i> being ripened m one of our disaster drills. The program was held in the refinery auditorium with portable microphones used to gain maximum audience participation. Throughout the four sessions, full use was made of visual aids and movies dealing with traffic safety. The program was con ducted by the very best traffic experts wc could secure within traveling distance. Rep resentatives of the New Jersey State Police and the New* jersey Division ot Motor Ve hicles attended all sessions to answer ques tions. The first session was devoted to the basic causes of traffic accidents which were de veloped through audience discussion. The meaning of defensive driving, namely avoid ing mistakes by others by anticipation and early recognition, was also developed as well as the point that the individual be hind the wheel is responsible for and can control his own safety. Prior'to the second scicn after dinner, a spectacular demonstration of stopping dis tance was made. One of the program par ticipants drove the car with an in-tractor alongside. 115 !$$[ National Safety Congress When the Injtructor fired this detonator, the pavement was marked with a burst of yellow powder. When the driver removed his foot from the accelerator asd hit the brakes, the detonator fired automatically agam. The point of the final stop was marked, and the audience could clearly see the distance of reaction time and that you could not slop a ear on a dime. excel!cast or good as submitted QO evahatkn cards. We believe the night oat for the family, the attendance awards, and most importantly, the quality of the course were ' the reasons that only two and one-half per cent failed to attend all four sessions of the program, a program devoted to ex ploring attitudes and acceptance by the in dividual that be < improve his own. The second session was devoted to a demonstration of psycho-physical testing and the significance of these testa. Also, tell them the truth--the alcohol story, showing physiological functions, and that there are no warning signs at the time drinking be comes dangerous. Also, a development of what makes us tick, a discussion of how emotions are related to attitude development, and how attitudes influence our actions in We will continue to keep employee in terest alive in traffic safety throughout the year with Ideas like a road marker, which was mailed to the employee's home with a letter ou traffic safety from the refinery manager, and through further feature arti cles bt our tool common!calicos asd stunts --Uk* the crash some developed by ooc of our wage safety committee* for the Christmas holiday, season. practical situations. It is too early to predict the ultimate Tlie third session was devoted to the differences of throughway driving and the development of safe driving practices and specific steps to meet the more common driving emergencies; also, to improve per ception in driving and to provide audience practice in early recognition and anticipa tion principles. The fourth session was devoted to a panel discussion including representatives of the State Motor Vehicle Division, the State Police, the New jersey State Safety Counai, and the course instructor, and covered "things 1 would like to know," a question and answer discussion built around the ques tions submitted on cards prior to and dur ing the session. At the conducing session, a voluntary' test taking about one-half hour was given and 85 per cent participated. As a further incentive, the top five per cent in grades became eligible to complete in a driving skill rodeo with the first prize of $100 and second of $50 for both men and women. Consolation prizes were also awarded to contestants in the driver skill rodeo who did not place. Nearly 1.200 employees, their wives and teenage children, participated in the De fensive Driving Program and represented approximately 25 per cent of our employee benefits of the program on defensive driv ing. However, these are the results to date. Where our employees had 20 off-the-job disabling injuries as a remit of traffic ac cidents in 1959, we had six ia 1960 follow ing the program and nine for the year. We have had through September of this year. Only two accidents oat of the 15 following the program involved De fensive Driving participants I mentioned earlier that our days lost as a result of traffic accidents had steadily climbed to 54 per cent in 1959, Our days lost as a re sult of traffic accidents in 1960 decreased 50 per cent and the days lost ax 1961 have decreased to 23 per cent Our total off-the-job injury frequency was reduced to 4.75 injuries per taillke manhour* in 1900. due primarily to our break through in control of traffic aoddent*. We recovered our full investmat in die De fensive Driving Program through reduced accident costs last year, and the savings ate continuing to date. Just as important to u* is the fact that fewer of our fam ilies had the suffering and misery associated with a bad traffic accident. I mentioned earlier In my talk that we have not done nearly as well this year as we did last year. There have bees prob group. We found the program a wonderful mixer for management, employee, and fam ily all learning together. Ninety-nine per cent of the participants taking the course indicated they thought the course was either lems and also shifts have taken place in our off-the-job accident experience. Below is as analysis of our off-thc-job accidents by the categories of borne, traffic, pedestrian, and recreation for the years 1956 through 114 Home Safety Sessions 1960, and for the nine months of this year. AIt categories are expressed as a per cent of total days tost. The second pan of the contest required each family to develop their Home Safety Plan, "How We Keep Our F'amily Safe," In 1956 and 1957, our mam problem wa pointing out what <-sch family is doing to in the area of home accidents and this prevent accidents m the general areas oi motivated the Home Safety Carnival, es tails, traffic, pedestrian, do-it-yourself, recre say and poster contests for our employee ation, vacation, electrical, fires and burns, children. Traffic accidents, perhaps less sub poisons and chemicals, and gardening and ject to control, crept upwards in 195$ and backyards All member* of the family signed 1959. Home accidents, substantially reduced the home safety plan. Where a child couldn't in 1958, climbed in 1959 and 1960. Pedestrian write, his parent was required to sign for accidents Jumped up in I960, and snow him. balled in 1961 to 40 per tent, in fact, in the first three months of this year, ** we ex perienced one of tlie malt severe winters ui our history, 75 per cent of all the days lost were due to falls in ice and snow either pedestrian or on the outside steps at borne. Over 600 families entered the contest in spite of the hot, humid weather of August and early September, and vacation period, and from the quality* of the entries, had invested hours of thought The judging, taking four day*, was done by 30 wage and management employees; An analysis of the number of accidents rather than the days lost highlights the fact that in 1960 and 1961 home accidents again became our predominant problem. again supervised by Miss Edith Doanc of the Home Safety Department New Jersey State Safety Council. We presented the cash award* at a <peeml luncheon attended This spring, we made a test by sending by the complete families of the winners. the Horn* Safety Review, now named Fata- We hate accumulated so many novel ideas u'y Safely, to all of our employees and (fiat we are planning to shortly publish asked then if they wished to continue re a booklet of satety tips from Bay-way fam ceiving it We were amazed at the results. ilies; again, capitalizing on their excellent Over 65 per cent of all our employees safety thoughts. have returned IBM cards signifying their desire to continue receiving the magazine. Over one-half of these people took the time to write enthusiastic comments about the excellent quality of the magazine and its effect on their families* safety thinking. Because of our continuing concern about In September of this ear, we secured a significant decrease _ number of off- the-job injuries continuing to date. We believe this contest will have some lasting effect and will be interested in following the off-the-job accident experience of the contestant group and judges in comparison off-the-job accidents, we developed a new to the rest of our employees. home safety plan contest this summer that would involve the whole employee family working as a unit The contest was pur posely designed to require many hour* of group thinking. A merchandise prize was offered to each family that made an entry in the contest and $750 cash prizes were eitarded to the six best family entries. The contest was divided into two parts. The first part, "What's Wrong Here?" required each family as a group to find as many unsafe situations in a specially treated cartoon as possible- The 20 families finding the most unsafe situations received a merchandise award. Incidentally, there are approximately 270 unsafe situations por trayed covering all areas of off-the-job safety in the cartoon. I stated at the beginning that we believe that to significantly reduce both disabling and non-disabling industrial injuries we have to try to reduce all accidents whether they occur at work or off-the-job. In the period 1956 to date, vve have not yet seen a gratifying improvement in our industrial disabling injury frequency. It has field in a range of 3.9 to 1.7 injuries/million manhours. However, we have secured a substantial reduction in non-disabling indus trial injury frequency. We have cut our frequency from 413 injuries per million manhours in 1955 to 53 in 1960. We be lieve that continuing concern for our em ployees* "Safety Around-dic-Oock" i* pay ing dividends in tlie reduction of iojuries, both industrial and off-the-job. i 115 1961 Notional Safely Congress We strongly feel that our most successful activities are the ones that involve the em ployee and members of his family in active participation, where they have to give some thing of themselves and make commitments to themselves. We believe that the contests and other programs we have described here today have been helpful in motivating our em ployees to do a better job through an im proved safety attitude. This in turn has led to establishing a base of enthusiasm on the part of our employees for our safety program. We know that this enthusiasm has made our safety program better. (e) SAFETY ORGANIZATIONS By AL McGEE Home and Public Safety Dir.. Seattle-King County Safety Council, Seattle 4, Wash. We have a brand new Public Enemy No, 1 out in King County Washington. Home accidents are now killing more oi our citizens than traffic accidents. The change is due both to rising home accidents and declining traffic fatalities. This is the first time this lias happened to us, except for a brief period during World War II when gasoline rationing sharply cut the use of car*. In I960. 139 King County residents died from home accidents, white only 116 were killed in tranic- 5-ooking ai the national fibres for 1960 <38,200 irat'iic deaths, 27,500 home acci dent deaths), it appears to me that before tong many more areas across the country must lace the <amc problem. Perhaps you and your community may profit from our experience out in Washington. Re-Educating a Million People-- With Volunteer Teachers The most startling aspect of our ex perience in King County has been the fact ihat hardly anyone wants to believe what ihe Coroner's figures show. We have spent -I? many years publicizing traffic as the No. 1 killer that this notion has become a fixed belief tor many oi our people. When told that they are now safer on a busy freeway than in their own living rooms, they simply can't believe it. So our Home Safety Committee has the task of reedu cating nearly a million people. Fortunately, our Committee is composed of persons who ate well qualified to teach others. One member is a lecturer on public health at the University of Washington. We Have the top health educators from our city, county and state health departments. We have a doctor, fire chief and the di rector of nurses for Children's Orthopedic Hospital. The Committee has more than 20 members, each a specialist in some area related to home safety. Drafting a Positive Program Our Committee chose to approach the problem from three directions at once. him. hc derided to edit, publish asd circulate a quarterly home safety leaflet containing seasonal warnings and advice. Saccnd. we planned to invite representatives in*a costmunity groups to attend a home saiety worksliop where they would be urged t start home safety* projects witiun tbeir re spective groups. And third. rc <kotkd 1Isold a county-wide Home Safety Wed. once each year, with massive publicity ni newspapers, radio and TV. Then we dis covered that we didn't have enoogh mono to finance any of these things. Mow to Get Something for Nothing Because we had so little money for post age, we designed our quarterly home safety publication as an envelope sniffer. We made it the size of a business envelope, and asked some of our member business firms to see if any of their office mail was going out "light" That is, we asked them (o see if they could slip one of our staffers into each outgoing letter without incrcasmg the weight enough so that more postage would be needed. We discovered that the average business letter ooe sheet of paper, weight one-fourth of aa ounce and carries postage for a full ounce. Moreover, no ooe seemed to object to getting the staffers along with their monthly statement or interoffice communication. So 116 Mom* Safety Sessions wt called this our "Piggyback Distribu tion System," and it worked so writ that when our fourth issue was published, an even dozen business firms distributed a total of 21,000 copies. There was no cost to us. If our Home Safety Committee had mailed each of these individually from our office, the postage would have amounted to $840. Although we were able to get our distri bution costs down to absolute zero, we didn't quite mange this with our printing costs. Printing costs for the 21,000 copies of our latest issue were $21.32. We paid that to a small offset priming shop for making the paste-up, negatives and plate. Then one of our member firms, the Wash ington Natural Gas Co., took the plate, furnished their own paper and ran off 10,000 copies for us on their company press. When the gas company had finished, Pacific Northwest Bell Telephone Co. took the plate, ran ofT 11,000 copies ou their press and sent them to their emptojees. We call this our "Panhandle Printing Program," and --n this issue alone, it saved us more than ?ioa Our Home Safety Workshop was some, "hat less than a rousing success. We in vited representatives from more than 300 immunity organizations and some 60 showed up. Each one received a copy of SixtyPete Home Safely Program Ideas, an II- joge booklet. The back-page contained a vjpon to be returned when a club home rierv project was started. To my know!r-!;e, not one of these coupons was ever returned. We did, however, get several phone calls reporting on fresh home safety ac tivities, and two or three of these group* lid go on to complete fine projects. Planning Home Safety ll'eek Our Committee gave Home Safety Week a (rial run in I960. Nothing much hap pened. When we made plans for this year, ic decided that an "out-of-town" expert vis needed to lend mystery and glamour. We persuaded General Stewart to send us Doris Mersdorf, senior home safety con stant for NSC. By the time she arrived, * had her booked almost solid for four days. She conducted seminars for doctors and nurses at city, county and state departments of health and was drafted for similar duty by the health officer of a neighboring county. She addressed the Seattle Council of Parents and Teachers and met with the *afetv chair men of 23 homemakers clubs, She had lunch with staff members at a 70,000-mem ber medical co-op and made six radio and television appearances. As Miss Mersdorf herself remarked, "You just can't beat the 'out-of-town expert' for getting attention." Gelling Our Name in the Papers Since we had no funds with which to purchase paid advertising, we had to play up the news and public service value ot Home Safety Week; the two big metro politan newspapers in King Cc-utuy (combined circulation, 444,000) were quite will ing to help, but the 46 weeklies (combine! circulation, 501,000) demanded si.-'.ns local (neighborhood) new* angle*. We trail t<* give them these by asking the mayr.r* of all 31 incorporated towns and cities m King County to proclaim Home Safety Week. Fifteen of them did, and when (hc clip* were in we found that IS new-papers with a combined circulation of nearly ."00,000 had given us 211 column-inches of space worth more than 5750 at their general ad vertising rates. Public Service--at %10Q Per Minute Radio and television have had a rough time at the hands of congressional com mittees during the past couple of years, and we on the staff of the SeaUle-King County Safety Council have religiously reported to the Federal Communications Ccmmissinn each public service effort by Seattle sta tions in behalf of safety. We have defended (hem repeatedly, fo e were not surprised when each of them scheduled Mis* Mendon" for an interview, during Hrmc Safety Week, One station used her twice. .,nd when we got through counting the* minutes and multiplying the minutes by commercial rate* which averaged $100 per sixty -winds, we discovered that the TV stations had given ut $2,910.00 worth of time. A radio station gave us $60 worth, so when vve added the free newspaper space to the free radio ami TV time, wc discovered that these mass media had given us $3,731.72 worth of the unly things they have to sell. IVhat lo Do IVhcn Nobody Comes One of our Home Safety Week projects tell flat on its face. This was our Child 117 Wol Xutionai Stiffly Congress Accident Workshop, held at Children's Or thopedic Hospital. We gave it enough pub* * tidry to till the Hollywood Bowl and ex actly 12 people .bowed up. The director of nurses hurriedly rounded op a bunch of. -mdait nurse*. and shooed them into the auditorium that the doctors would not have to lecture to empty seats. This Child Accident Workshop was far from a brand new project. It Had been put co more or less successfully each of the past sax years. The program featured one (ijcior explaining the operation of the PoUuq Control Center, another lecturing un bums, a third on broken booes and art times a fourth on cuts and bruises. Each of these performers used excellent visual aids and made a tine presentation. Why didn't the audience show up? We did oar best to find out. The audience we were trying to pull was composed entirely of mothers of small chil dren. That meant each one of them had to get a baby sitter. If father had driven the family car to work, then mother had to get on one bus, ride downtown, get os .mother bus, ride out to the Orthopedic Hospital, and then repeat the whole tir*mme process to get home again. Mother* with cars were not much better off, the Orthopedic parking lot is small and per petually full. !ext year, we will let these mother* stay home and we will bring them the Child Accident Workshop via television. Well take the mountain to Mahomet, by hauling the doctors and their prop* to the studio. Mother will get it without baby sitter problems or traffic hazards, right is her own living room. It has already been definitely scheduled on KOMQ-TV. Those Men in the Funny Hois When vou are trying to re-educate a million people through the efforts of ooe staff man and 20 volunteers, you will .quite likely need help. We certainly did, and we got it from the firemen. King County has 32 fire district*, each with one or soon stations staffed with paid and/or volunteer The cultural myth, which casts tbc fire man as an imbecile in a funny hat who chops holes in your roof for no good reason, dies hard. For this reason, firemen al ways need public relations aid and will node hard for it Today's fireman is a highlyskilled, highly-trained, alert and knowledge able individual who is likely to know more about home safety problems than anyone else in the entire community! What's more, he's likely to have a bit of free time--once he has pofished the pumper and dried out the hose--to put His idea* into practice. We signed up every firanan we could reach, and used theta as volunteer borne safety consultants during Home Safety Week. Those who partici pated spread the word to the rest and it wasn't long before they began asking and finally demanding to be allowed to serve on our Home Safety Committee. We are mighty glad to have them. What can firemei do la home safety? There is hardly anything that they cannot do, if they really want to. They can teach kindergarten coarse* in first aid to young sters. They can expand home inspections to include most borne hannis. And if just one fireman'* wife in each district would clip borne accidents from tbc local paper and send them to Jean Carper, we could make the Home Safety Review grow as big as Life or Loot or even Reader's Digest. Ham to Keep Yam Home from KUSmg Yarn Family Kiog County, Wash, is not always con sidered the best of all possible worlds, even by (base of as wbo live there. It does, however, have a mild Hints te, and this feature has turned out to be both a bless ing and a curse. Many years ago, northwest architects be gan taking advantage of this mild climate by "extending the fixing room into the front yard." They designed outdoor patios with floors that were a continuation of living room floor*. A large section of liv ing room wall was replaced by sliding glass doors which eoold be opened wide during wares Mwmtr days and Hosed in ih* fhin of evening. At first, these sliding glass doors cost a small fortune and went thick enough to withstand Indian attack* But price compe tition soon took car* of this. Down, down, down went the price--and- the quality too. Now yoa can buy a sliding glass patio door for $39.95, bat it is much 'more dan gerous than the ever were. Who hairrtil slightly, the tfaia crystal glass is 118 How Safety Sessions these door* explodes into doses* of reaoredged shards which dash ths victims' ten dons and arteries to ribbons. We have documented cases where (1) 1S4 stitches were required to sew op A SINGLE CUT on a 9-ycar-oId boy; (2) Fourteen permanent scars oo an 9year-old will require years of plastic sur gery to remove; (3) death resulted frem severed arteries for a boy nine and a girl 19, in separate accidents two years apart. The mother of the boy with die fourteen permanent scars is now a member of the Home Safety Committee of the SeattleKing County Safety Council. Already, her research into this problem has resulted in a feature article in Home Safely Review (Spring, 1961). We have not yet been able to impress the building code authorities of either Seattle or King County with the urgency of this problem. They keep ask ing for more accident statistics, and these are harder to come by than figures on the Incidence of incest. Hospital emergency wards and doctors offices, where these statistics are spattered in blood oa the walls and floors, are con sidered sacred to the patient Both hospital administrator! and doctors are bound by the ethics of their profession to I :ep the patients problems in strict confidence. But we have found a few doctors and hospital administrators who also recognize a simple duty to ail humanity--the duty to keep peo ple alive and unmanned, if possible We hope that these few eaa convince the many to help us collect the statistics, and that the statistics will convince the building code people that only shatter-proof glass is safe in sliding doors. The Kdboom is Now Kaput in Washington Explosive fireworks were outlawed by the 1961 State Legislature. The Seattle-King County Safety Council and the Washington State Safety Council teamed up with the firemen co this and in about two months had secured signed resolutions irons SO cities and towns, 25 municipal fire depart ments, 23 fire protection districts, IS pro fessional associations and 39 civic and com munity dubs. The statewide geographical distribution of this support was almost per fect, and the editorial support was likewise well spread. In one ten-day period, the Seattle-King County Safety Council mimeo graphed and gave statewide distribution to some 40,000 pieces of literature. When we started this anti-fireworks cam paign, the old pros in the legislature smiled tolerantly and shook their heads. At the 1945, 1947, 1949, 1951, 1953, 1957 and 1959 sessions, they said, the firemen, police officers and humane societies had introduced fire works control bills and taken a licking every time. For seven sessions in a row, the bills got bottled up and died in commit tee. Why? Because the firemen and police men always had other legislation to worry about too --pensions, equipment, working rules, etc.--and in the dim, dark final hours of the session, they always had to trade off the fireworks bill for something more vital to survival. You can't beat solid money with resolutions, they said, even when 80 per cent of the people of the state are represented by the resolutions. The devil you can't! You can't do it very often and old John Q. Citizen has to be pretty mad, but you can do it We know--we did it-- through the good offices of our SeattleKing County Safety' Council.. 14) HEALTH DEPARTMENTS By RICHARD 1B. GALLAGHER Sapr- Raxborocgfe Rssearcii Project in Accident Control PfeuodHpbia Dept of Publlie Healtit, Philadelphia, Pa. Here's how we did it in the Shenandoah Valley of Virginia. la the fall of 1957 the Virginia State Department of Health sad the United States Public Health Service selected a five county area, mdtiding one independent dty, la the Shenandoah Valley for an intouive cam paign against all types of accidents. This jointly developed study was approved by the Medical Society of Virginia and the local health districts involved. The study was carried out under the direction of Mr. 119 I'"it Witional Safety Congress f Robert Anderson. Director, Bureau of Health Education, Virginia State Depart ment of Health. The valley area was selected for the study because it war generally comparable to many rural areas with it* economy based on agri culture and light industry. The population was generally stable and there was a lack of any organized accident prevention pro- The project included two health districts each with a population oi approximately .50.000. In the Rockingham-Harrisonburg Health District the staff was centrally lo cated in a new health center. The Page, Rappahannock, Shenandoah, and Warren County District was composed of four sepa rate offices under the jurisdiction of a sin gle director. The project was divided into two phases. The first a fact finding phase began July I, 1958, and ended June 30, 1959. During this period the "normal" accident experience of the five counties and city was recorded. The purpose of the first >ear's baseline study was to determine the number of deaths due to accidents and to determine the num ber of nonfatal injuries which required inpatient or outpatient hospital are or were serious enough to require a physician's at tention. The knowledge derived from these reports provided the foundation for the ac tivities of the second or educational phase. The second part oi this project, began July 1, 1959 and was an intensive educa tion campaign to determine if community education could prevent accidents. The study had its headquarters in the Rockingham Health Center. Mr. Lewis G. Polk was assigned to the project in Janu ary 1958 and I came on bard in April 1959. We were both on loan from the TJ. S. Public Health Service to the Virginia State Department of Health to staff the project Mr. Polk coordinated the statistical activi ties and I was charged with the education program. Physicians and hospitals reported aU ac cidents requiring medical attention through out the three year project This involved 86 physicians, 34 dentists, 2 doctors of osteopathy, 4 hospitals, and 2 clinics, hfr. Polk visited each of them each month and in addition to sustaining interest accom plished a great dal of professional edu cation. Education Phase Education has been accepted as an es sential activity in raising the standards ot health of the oommzmity. ad it is a method common to all accident prevention programs. There is however, a ccnfinuisg need to evaluate the effectiveness of the educational techniques currently being used m acci dent prevention programs. In the two year education campaign we worked to involve as many community in stitutions and organisations as possible in accident prevention, utilizing the usual meth ods and techniques of community motiva tion. Working with fraternal, civic, and farm organizations with the cooperation of the .pros, radio, zod television outlets, the edu cational effort was directed not only toward recognition of hazard situations ia order to creating a general awareness of safe habits and practices, but also towards teach ing safety measores applicable to specific situations sent belts and rescue breathing. Objectives To reduce, or lessen the severity of, ac cidental injuries. To focus cossnaaity attcitiort on the principal accident hazards, through use of project and to generate pub lic opinion in support of the necessary ac tion to meet these needs. To increase the public's understanding of specific actions that individuals, groups, and communities can take to reduce the toO of accidental Injuries and deathe. To obtain information about barriers, re sources, and methods related to achieving the above objectives. To work closely and cooperatively with all groups to stimulate and assist in build ing soosd programs In accident prevention. It should be recognized that only the first of these objectives could be evaluated by our statistical procedures. The report ing system could only provide information oa acddoztal injuries dad baseline infor mation on safety knowledge, attitudes and skills was not obtained. How to meet these objectives, how to begin, were questions that faced naive 120 8 Home Safety Sessions resolved the action program into six basic approaches. These were community organi sation, public information, training meet ings and workshops, coasultatioo, physician education, and in-service training of the health department staff. Nothing sew here and yet as yon will see some did involve a slightly different twist. slsting of the two staff members was formed and a poet card, listing three safety topics was mailed to more >! two-hundred or ganizations in the five county area. The names of these organizations were gleaned from sources such as chambers of commerce, civic dub posters, and from county agent's offices. Central to oar community organisation The response was immediate and during effort was a policy decision to build the the fall of that first year, almost over- program on the involvement and strengthen whefcmng. The staff spent as many as five ing of the safety chairmen in the exist-' nights a week talking to these organiza big orgemsaiions rather than attempt to tions, fulfilling as many as four speaking form safety councils during the early stages engagements in ooe evening. The programs of the project Therefore, it was proposed that a considerable portion of staff tkne would be spent working directly with groups suds as borne demonstration dubs, Raritan, 4-H, and PTA to encourage, stimuli!* and expand their efforts m planning accident prevention activities. Four radio stations, ooe television sta tion, four weekly and two daily newspapers covered the five coroty area. Throughout the life of the project we received won derful support from them. To maintain in terest and rcaaforc* oar ongoing community programs we furnished the oews media with spot annotmeeueuts. dbcuasion panels, talks by community leaden, safety experts and member* of our Kaff. In addition news re leases of hkS local interest were pro vided. Stories oa poison hazards, firearm safety, and children** accidents were sent out periodically. A staff spofccr's bureau, consisting of Mr. Polk and me during the first year, and involving public health nurses la the final year, provided over 250 programs to organized groups m the study area. Two summer workshops for teachers were offered in school safety by Madiaoa Col lege, a state teachers college located in Harrisonburg. It was my privilege to help plan and serve as co-instructor in each of these courses. Two regional safety con ferences sponsored by the Virginia Safety Association were held in Harrisonburg. CoMMUMtly Organisation In initiating community organization plans were purposely kept short and limited to a maximum ot 20 minutes. fa addition to presenting information on the safety problems in their particular area, as recorded in the statistics of the batetine year, the staff was able to ascertain limy of the attributes, knowledge*, and Safety drills to be found in these clubs. Whenever possible the safety chairman of the dob was encouraged to organize and for reactivate his safety committee. It was hoped that acridcut prevention would be recognized as a much needed pro gram and that with a little help and recog nition an appreciable amount oi activity and involvement could be initiated. Through these contacts with the groups in our study area we developed many of our working relationships. It was also felt tin* these appearances aided m sensitizing tile audiences to the continual display of safety material found every day in our news papers and on our radio and television sta tions. The men's organizations though sel dom involved in direct participation at least were aware of the need for their wives and childrens participation in safety prot ects. Examples of some of the projects ini tiated during this study are: The Harrisonburg Kiwanis Cub spon sored a 4-H Safety Award in Rocking ham County. Each 4-H club was given information on the award and requested to keep a scrapbook and other data which they eqjild submit at the end of the >ear the first task that faced the Health De partment was to create an awareness of the accident problem in the mw/tg of as many^ of our ritirens as it wai feasible. to the judging committee. Prizes totaling $75.00 were appropriated. This type of ac tivity* tended to be typical of the contribu tions from men's groups. They were most To aid in this the "speaker's bureau0 coo- generous in providing funds but because Ui /9fi/ National Safely Congress of the pressures of earning a living, d- tfnrfc Id cnr chagrin, we fqcmd them gather . dom directly involved thrir membership in ing dmt or act stocked staff. specific accident prevention activities. To iwoody this staadoa we contacted The business and professional wanes, in. addition to devoting their regularly sched uled meeting on community health to the safety project, also planned for an addi tional meeting during the year. Perkzpi outstanding in terms of depth and organization was the work of the hone demonstration dubs. With their trained staff leaders, the home demonstration agents, these dubs demanded and received a high prior the Northers Virginia Automobile Dealers Aiwaniw and and* arrangement* to ap pear at thrir next meeting. The film "Safety Through Sen Beks* was shown and the matter feniil qrito freely. They recog nized the problem bn said that s bnwnrw men they could on afford to stock as item that did an K&- W* accepted the daltenge aiaf actsmffy involved them in oar efforts to the extent of including a seat belt pamphlet in the packet of material ity. The project was also fortunate in that placed m each ocw car. When the survey the state safety chairman for this organiza was repeated at the end of the project tion resided in the study area. over half of the dealers were stocking *nt The home demonstration agents had been belts and reporting many sales and instal involved in the project from its beginning lations. with the result that two of the cotsitie* voted to make safety their "federation pro gram of work" for I960. By this they meant that this would be the program emphasis for ail clubs in the county. In Rockingham County this meant 27 clubs and tome 600 women. We met with the county safety chairman and with the individual chib chairmen in the fail of 1959 to help plan the Public Information A rural area such as the study area pro vides or at least approaches an informa tion person's ream. Over 90 per cent of oar sews ntfca- n, feature stories, and edi torials were used. We had ready eecess to public mike time on tfat primary tef*- risks and radio station. I960 program. Materials were studied and At cot rise we had two ratfio shews, a series of monthly safety topics outlined. <m Thoraday from 1:15 PM. ottS 2:00 The outstanding features of this program were the devotion of ten minutes of h meeting to safety and the direct participa tion of each member in the satety program. Each member was required to survey her home with a home safety checklist and eliminate five hazards during the year. During the year two additional training meetings were held for the county safety chairmen. The staff worked with them by suggesting materials and ideas for topic p if where four ladies from a local dtib weald appear aad discus* their safety proj ects wd a fire whwtt spot on Friday morning at 10 JO AIL when Mr. PoQc or C would discos* a pet incut safety topic. Posters were dbtriboted bi-weekly to doc tors offices aad the 70 schools is the five counties.1 These were predated locally aad oar main objective was the recoemtioo of the phrase "Accident* Don't Jnst Happen" {Hinted across the top of cadi poster. presentations during the coming months. Safety Association Workshops Problems were reviewed and answers pro Throughout the accident prevention proj vided to technical questions. An Interest ect the cooperation from the Virginia Safety ing sidelight to this program was that over Association was eaeeilmt Became of the >X) per cent of these women purchased Interest in accident prevention m the five copies of the booklet, "What to do About county are* die safety association spon Home Injuries," from the National Safety sored two one-day workshops, the first in Council. October 19S9 and the sacood m April 196L I will have to retract slightly one of my earlier statements concerning evaluation. We jid have one other program with * meas urable impact Early in the study a sample of automobile dealers bad been contacted to determine the status of seat belt sales. WbSe these conferences weye sponsored by the state association, each instance the project staff Mod as coordinators ted were responsible for local arrangements and smts&ci The contrast in audience pertitipetion In /tome Softly Session: the first and second workshop was striking. The 19S9 conference was primarily an formation-giving season with little interac tion sad long s'lma serving as the ques tion period. la the 1961 session it was obvious that a change had token place. There was little need /or the staff to participate an the discussion sessions. The "laymen" were tell ing os what needed to be dboe. No longer vox the suggestions in terms of correct ing environment hazards, nor were many ideas presetted for quick, easy superficial sofation*. rather the ditnurions centered on the awd for long range program* nec essary to change attitudes and behavior. What (fid we leans? Our derision to strregtbea existing safety programs resulted la four ei the five counties forming safety romra*. Safety eoeadls that came from common needs few cooperation and coordloation rather than councils formed because someone saggerttd them There Is a tremendous untapped resource in these local safety chairmen. Did you ever stop to think that of the ten feeding causes of death, seridentol death is the only one that has a person fa al most every dob to combat it The health chairmen has many agenda vying for his attention. However, to reach him you will need to meet hist is a face-to-face situa tion; be seldom gets the mail you send him, and he is not interested in problems that do not occur ui his area. You can b* most successful with gen. eraiired safety education when it is cou pled with something specific Our most popu. iar program was built around the film 'That They Might Live," on mouth-to-mouth resusdiation. Each person felt that they had gained a valuable skill after seeing this film. It also allowed us to discuss the haz ards that lead up to these traumatic situations and means of preventing them. Did we prevent any injuries? You will have to wait for that answer. The final tabulations wd) not be completed until mtdOctober. For those of you who would like more information than I have been able to present in this short tune, it you wnll write to Mr. J. Robert .Anderson. Virginia State Department of Health, Richmond, Va., t am sure he will mail yon a copy of the final report when it comes off the press in early 1962. HOW TO COMMUNICATE HOME SAFETY INFORMATION EFFECTIVELY By ROBBRT A. JABHAGIH University of Illinois, Urbans, 111. I. Ask sods professional comanaucators as radio, TV aad newspaper editors how to prepare messages for os by thrir They feaow better than anyone else who thrir awrticnrts are. Each is interested In givinr Ms reader*. viewer* and listeners what they will listen to and watch red read. 2 fCoow poor intended aadiescc. 3. Prepare your mcsmge In the language of th* awSeaeB. a. Use terms your aiittimr* will un derstood la reference to their back ground of experience, not yeterr. h. Use simple, dear, direct language whenever possible. . Us* illustration whenever you can. 4. Use as many available media coder# or communication channels as possible to send year message. The more times and places your message appears, the better chance It has to be noticed and acted upon. 5. Evaluate th* results of your comreuni. cation efforts, and change them if they don't seem to be doing the job that you want them to do. JOINT SESSION WITH TRAFFIC TRAFFIC SAFETY AND DRIVING SIMULATION By SLADE KULBERT Asst. Research Psychologist, Institute of Transportation and Traffic Engineering Univeixity of California. Lot Angeles, Calif. !t would be worthwhile at the outset to ay what is neant by driving simulation 'which accomplished by a driving simu lator). It r-ri.15 uiat a driver is placed <n an autcroobile in a laboratory' He is then surrounded with a potential driving environment and upon commencing to drive he sees pictures, hears sounds and feds physical forces all of which are as realistic as is necessary for the particular study. Essentially what tt amounts to U that this fellow is pretending to drive but be is actually standing still; his reactions can be observed in detail. It also enables dupli cation of the exact highway situation for many subjects: that is to say, the same series of traffic events can be presented to a hundred people thus getting a Statistical measure of what a hundred drivers do vs hen faced with one set of traffic ctrenm- rtances. In addition to the ability to repeat idm- tical situations, it also is possible to present traffic conditions that would be too haz ardous or too costly for field experimen tation on the road. The simulator also en ables isolation of a single variable by holding all conditions constant except the one to be studied* A national conference on driving Simulatioo was held last March in Los Angeles under the sponsorship of the Automotive Safety Foundation, the U. S. Bureau of Public Roads, and the U. S. Public Health Service. Participants included engineers, highway administrators, scientists, and edu cators. There were representative* of industry, government, universities, safety or ganizations and research institutes. The conference report* included oa page 76 the following: "Driving simulation las been defined. Its role in highway safety research has beat suggested, its benefits and limitations put into perspective. The as sessment makes dear that new and useful techniques are available for experimental research which can contribute importantly to safer highway transportation. "Ultimately, a step-by-step development of increasingly complex i--i**'** offers prom ise of new and urgently mwIbI informa tion on the functiootag of the vehicle- driver-road system. This coold lad to a major break-through m die program to in crease traffic safety." ' Simulators range cost and complexity from milHou dollar High* trainers for jet pilots on down to devices that can be pur chased for less than a thoottnd dollars to train high school students to drive. For research uses, the cost is dhtatri by the behavior to be studied. Complex traffic situ ations will require complex snmiatofs; how ever, the cost will be more than balanced by savings in lives, insurance, repair'charges, and time, as we put research results into practice. The seed for creating driving simulation research vu psntfil out in the Williamsburg Conference Report m 1959. In a publication of the Special Com mittee on Highway Research Priorities of the Highway Research Board of the Na tional Research Comal, the driving simula tor was inch****! among the "19 brood areas of highway research, adi of which is ajudged to rate A-l in importance and urgency." We believe that important advance* may result from laboratory and field research into problems arising in driver licensing, highway design, vdtidc design, traffic en gineering control, and law enforcement and education. Driver reactions and habits play a large roB in aB of these fields and to that they rlB benefit from driving simulation laboratory research.and evalua tion studies. At this time, by way of ex ample; 1 shall discuss only three promising types of investigation: fatigue, aging; and 124 Joint Seaton with Traffic experience. Each is representative of a dif ferent type of study. Fatigue* can be generally defined as a mental and physical condition of decreasing efficiency from which full rocotery is pos sible, Some characteristics of importance for research are; 1. The act of measuring can drastically alter the condition <2. The condition is likely to b irregular over time and specific to sub-tasks. 3. The experimenter must control en vironments and direct behavior in order to produce the condition. 4. All drivers can be affected by the con dition. I suggest that these characteristics also describe the following conditions: A. Effects of some ingested chemicals, such as drugs, alcohol, food, etc. exclud ing irreversible effects, g. poisons. B, Emotional states, such as anger, de spair, frustration, etc These conditions represent research in terests that today are somewhat diverse, each with its devoted groups of investigators. If there are the common characteristics suggested above, and because of this a con solidated research effort can be mounted using driving simulators as a general tool, it might bo-ald a of satnuhaneous breakthroughs in previously tmrdated areas. Etna if the driving sssalaicr laboratory approach only serves to bring these re searchers together, it will be worth the ex penditure in terms of the interdisciplinary mental cross-fertilisation that can result, 1 hare yet to talk with a researcher interested in human behavior who did not become enthusiastic over the possibilities of doing his research within a simulation laboratory. .-tging1 can be generally described as a gradual process of organic change eventu ally resulting is irreversible impairments (o function. Research characteristics are: I. The act of measuring has little if any effect on the condition. Z The behavioral effect is likely to be consistent and predictable and resistant to change X The condition must be Investigated as it is found in various individuals and groups of drivers; it is not subject to experimental manipulation. These research characteristics apply at least b part to the following: .A Physical disabilities, sensory and mo tor. B, Mental disabilities, such as emotional ism, rigidity, persecution feelings, etc. Experience in this context refers to ex posure to a senes of critical driving situa tions which affect subsequent driving behav ior. Learning through experience provides driving training for the bulk of our popula tion. Research characteristics arc: L The act of experiencing, greatly effects responses to subsequent exposures of iden tical events. 2. Past exposures are difficult to deter* mine and evaluate. J,Some experiences terminate the drive. 4. Experiences can be vicarious in nature. 5. Negative transfer must be evaluated. Research into the learning process as it continually occurs on our highways can re sult in more effective programs of public education and implement a positive approach of guidance to replace the current praetice of scolding and punishment. All three types of human factors exempli fied by fatigue, aging, and experience lend themselves to vigorous and fruitful investi gation in driving simulation laboratories. If science can discover what exactly hap pens to the abilities of the temporarily in capacitated, and the disabled and just how it is that drivers arc learning to survive, a wealth of remedial efforts can be launched to offset the traffic toll. Progress to Date The simulation techniques that have been used so far at the University of California at Los Angeles are built around the show ing of movies that were taken from ears moving on the highway. This work, on a limited scale, was initiated in 194S by J. H. Mathcwson and has resulted in a scries of Institute studies of the human factors in highway transportation. Some simple task simulation techniques were developed and 125 iOtyl \4(toK<xl VniVly t the feasibility of more complex simulators has been studied and in some aspects demon strated. In several publications1 the follow ing descriptions appear of the Institute'* .simulation devices: In a -30 x 20 x 10-foot room, an auto mobile frith its rear wheels on the steel rollers of a chassis dynamometer can be operated in response to two motion pic tures. One picture presents the forward view and the other the rearward scene which is seen in the rear-view mirror. On a curved screen, eight feet from the driver, the forward picture is shown by pro jector above the car m line with the driver'* position. The rear scene is projected onto a screen just behind the rear window. Stray light from the protectors provide* fairly uniform illumination inside and outside the vehicle at between five and ten foot oo dles. The adjustable dash light is set to balance the illumination and make the speed ometer clearly visible. Steering wheel movements displace the forward picture from side-lo-side which gives the driver a strong impression o! controllability of his lateral position on the highway. A "highway feei" of steering is accomplished by having the front wheels rest on turntables to increase ease of movemeat The steering system is spring loaded to simulate the self-aligning tendency of a rolling vehicle so that the steering wheel tends to return to center. Engine noise U real, but indicated speed has been made twice that of the actual speed of the wheels on the rollers. This doubling of the indi cated speed has the effect of equating it with vehicle noise (engine noise and tireon-roller noise). A flywheel attached to the rollers simulates vehicle momentum and contributes to realism of engine perform ance and speed changes. Engine temperature is controlled directly by an auxiliary radiator and indirectly by a refrigerated atr-conditioning unit which controls foom air temperature. Tire over heating is prevented by a cooled-air system blowing on the tires. Exhaust fumes are ducted outside the building and there is a. continuous change in room air. The vehicle undergoes some low-amplitude vibration at approximately 50 cps produced by the action of the tires on rollers. This action is similar to that experienced and recorded while driving on a oewty Mrfaced road. Driver response* arc recorded on five channel* of a Brush six-channel, mfc writ ing recorder. Vehicle speed, steering move ments, brake and accelerator pedal action, and the driver1* galvanic sida response and breathing rate are recorded along with written notations about the motion picture events being shown to him. The Tatmt Chrnr To provide ammlatioa of the physiol forces experienced while driving, a driver's compartment is oxxmted so that ft can be tilted fore and aft (pitch) and from tideto-side (roll) as well as rotated (yaw). The driver's outside view is restricted to * motion picture projected on a cylindrical screen six feet from him This picture, from an estrsariy wide-angle (160 degree) lens, completely fills the driver's field of vision through Use windshield. Because this picture is of low brighto*** the entire room is made dark during projection with all stray light being trapped by a ventilated box that bouses the projector. The essence of this device ties aa the fact that bath the projection screaa ad projector are attached to the driver's com partment and, therefor*, move with that cockpit when it la tilted. Tfans. when he t* tilted the driver's visual world mrlwtirng his horixoa reference docs not move for him and the changing physiol fortes ex erted on his body by gravity are time per ceived as acceleration forces or centrifugal farces `depending on the direction of tilt (pitch or roll), respectively. At the present time this device is tilted by w operator In response to the driver's action* and tbe motion picture scene. Wben. for example the driver removes Us foot from the accelerator pedal or applies tbe brake, a signal tight inform* the operator and he tilts (pitch) the device an appropriate amount and a* m rate depending on tbe traffic situation. The laboratory apparatus described above is only a beguaueg step, but it serves to demonstrate die great prom ise of this approach in traffic nitty rtscarcb- The Institute's work`has led to a more advanced design for a proposed aimolator that will use doied-circmt tdcvitica to pro ject the traffic scene from a model land scape. The driver's actions win guide a T.V. Uf, Joint Session with Traffic camera along the miniature road* and thus provide the freedom of choice that a mo tion pictore display cannot. The entire assembly--dynamometer, pro jector*, projection screens and enclosing shell --would be mounted on a tilting platform whose movements would be dictated by the driver's actions. An electronic control sys tem would handle the complex and rapid interchange of signals among the various units of the simulator and at the same time serve as a data recording device that would create records that could be fed to elec tronic computer* for analysis. 1- Koch of the Meant d*rlopnQ.t work V* supported by O. S. Public Health Research Great No. RG-681S- Additional support has com* from the Automatize Safety F<juodtloa. General Motor* Cora.. Douglas Air craft Co.. Paramount Motion Picture Stu dio. and Candy. ChoccUte 4 Confectionary true. 2. See "h>w Rontons for Hi*hwr Safety through Driving simulation * Copies avail able from supporting ageecie*. 3. For reference informatics i** "A Study of Performance Decrement Ir, Simulated Com plex Task Situation and Simulated En vironment*." a report prepared (or Dirtion or Accident Prevention. Public Health Service, tf, S. Dept- of Health. Education and Welfare (April IS. 1*61). * For reference information *ee Blrrtn, 3,1L. "Psychological Aspect* of Aging." Annual Review of Psychology, Voi IL Page 1*1- PERIODIC PHYSICAL EXAMINATION FOR DRIVERS By CHARLES L. WILBAR. JR.. M.D. Secretary of Health for Pennsylvania, Harrisburg, Pa. This report on the medical examination* for licensing of driver* in Pennsylvania is similar to a report on this subject given by me at the annual meeting of the Ameri cas Medial Association this year. Since that paper was presented on June tT and this is October IP, there are but a few new items to report. Such new items have bees 'Jded. On Jooe 1. I960; the official program of required medical examinations for drivers in Pennsylvania was placed in operation. This was one item of a thirteen point traffic safety program announced by Gover nor David L. Lawrence at a special press conference oo February 2, 1960. The entire motor vehicle and driver licensing responsi bility in Feunsyfvaraa rests in the Depart ment of Revenue, and that department, there fore, enforces the requirements for driver examinations. The driver exarakation program did not spring forth suddenly. In inception might be considered as dating bade to three years before it actually became effective. In the middle of 1958* a Section of Traffic Epi demiology was ctihfiti>cd in the Pennsyl vania Deportment of Health. The need for health department* to liacnt intimately in volved with traffic safety baa bees dearly delineated at three workshop* on tnffic safety held in Washington at which repre sentative* from the American Association of Motor Vehicle Adminitrators met with `tate health officers.1 It has become clearly evident from a number of studies, including those of the Committee on Medical Aspects of Auto mobile Injuries and Deaths, that human :allures overshadow all other factors in the production of highway accidents. Thus, the work of a health department in this area has to do with the human factors in accident*. It was decided that the Pennsyl vania health department's program would confine its endeavor* essentially to three subjects--(1) physical standards for licens ing of drivers; (2) the alcoholic and his driving ability; and (3) studies of accident repeater* The Governor's Traffic Safety Council and the Board of Trustees of the Pennsylvania Medical Society agreed upon the need lor having uniform physical standards estab lished for drivers licensed to drive within the Commonwealth. Consequently, under the chairman for traffic safety of the State Medical Society, there were formed in Oc tober of 1958 at the annual meeting of the Society, subcommittees dealing with spe* 127 I'J/tl .Xdltorutl Safety Congress i*ific areas of standardization. The subcom- mittee titles included general medicine, car diovascular diseases, neurological disorders, vtmal standards, auditory standards, ortho pedic standards, mental health and drug and chemical aspects. These titles were Simi lar to those used by a Symposium on Medi cal Aspects of Motor Vehicle Accident Prevention held In December, 1956, by the \'tw York University -- Bellevue Medical Center and the Center for Safety Education i Xcw York University.1 Using alt available studies they could obtain, these committees reported a year later to the Hoard of Trustees of the medi cal society, which then accepted the re port, The rrport was forwarded to the Secretary of Health ami to the Governor's Tnunc Safety Council. The Secretary of Health served as a liaison person between the medical society and the Secretary of Revenue. The Pennsylvania Optometric As sociation had submitted a somewhat different set of standards for visual testing, but one meeting between the committee of that as sociation and the medical committee on visual standards quickly resolved the dif ferences in favor of the standards set by the committ.ee of ophthalmologists. The standards were then approved in principle by the Governor's Traffic Safety Council. They were later accepted by the Gover nor and the Secretary of Revenue, and after a tooling up period, put into effect a little over a year ago. Lest there be any thought that these stand ards might be considered final or unequiv ocal. there is hereby quoted from the introduction of the prepared driver stand ards the following: "Because of the sparsity and unreliability of statistical data, the standards which follow are based on an armchair analysis. Since automobile trans portation is such an important economic factor, the emphasis is on restricting rather than revoking licenses. A functional ap proach has been attempted wherever pos sible. The diagnostic entity is important in predicting progression and recurrence of vigns and symptoms." It was further pointed out that because the periodicity of the examination of drivers is an important factor which must be con sidered trotn an ideal and practical stand point, the report recommended that the ex amination be given all driven on initial application and re-examinations given at ages 30, 40, 50, 60, 65 and every five years thereafter. Periodic examination ts still our aim, but it will take several years to get the initial examination of the five and a half million licensed drivers in Pennsyl vania and to definitely establish the periodicity of examinations. In fact, we esti mate that at the rate of 15.000 examina tions per week, it will take seven and a lialf years to cover all of PeonryWanta's drivers. Considering the importance of the huaan factors in driving safely and how lethal the modem vehicle is, today's driver un questionably should be in a physical and mental condition which is not a severe haz ard to himself and to his iellowxneo. For many years, the Pennsylvania law concerned with driver licenses has had a general clause requiring the licensee to be free of any disorder which might prevent Kim from properly driving an automobile. Licenses have been removed, suspended or given on a restricted basis upon decision of the Bu reau of Traffic Safety of the Department of Revenue that the individual was in capable of property handling an automo bile. The Bureau, however, had no welldefined medical standard* for making its decision until the present one! were es tablished. \ number of case histories of severe accidents clearly indicated the dangers to life and limb caused by drivers suffering from severe physical and mental disorders, in one instance, an individual was on the blind pension payroll and was operating a light truck, with his steering being di rected by a child sitting between his legs. He was, sot surprisingly, involved in a fatal crash. In another instancy a truck driver hauling gasoline on a tractor-trailer truck was in volved in seven or eight accidents before it was discovered that these accidents were caused by convulsive seizures. Not long ago, a mentally disturbed young man who had some psychiatric treatment drove cast in the west bound lane on one of the high speed highways of the state for about 40 mites. Although it frag night, be turned off his lights and drove it speeds* of 90 to 100 miles per hour. He was killed when his car cradled into a roadblock the po lice had thrown across the highway. In 123 /(tint Session with Traffic other instances, before the required ex amination for drivers went into effect, in dividuals were sporadically prohibited from iriviog because of reports sent in by prac ticing physicians. The standards approved by the mcdicat sodety and others concerned were condensed into categories or disqualifying groups which no listed or art fSM punch card for the purpose* of simplicity, identity and case of mailing, filing and tabulating, As listed on the card, disqualifying factors include the loss of use of both hands: 30/70 vision or less in the better eye with correction; neurological disorders, such as to prevent responsible control of a motor vehicle; any cardi-vascular disorder, including hyperten sion, such as to prevent control of a motor vehicle; neuropsychiatric disorders such as to prevent control of a motor vehicle; con ditions causing lapses of consciousness, eg., epilepsy, narcolepsy, hysteria, etc. (may be considered for licensure if episode free for two years with or without medication) ; alcoholism, addiction to narcotics; and un controlled diabetes. Inasmuch as the Pennsylvania State Po lice has for many years been charged with Results of First Year of < >{'eration As of the first of June oi 1%!, this program had been in operation for ft year. Like other large, new programs, tins one started slowly and had a few difficulties at its inception, but is gaining moinenltim. The State Police have a limited number ot persons and facilities lor the examina tions. It was therefore decided tint for the first six months, only those newly applying for drivers licenses would be ex amined. It had been hoped that tlic next to be examined would be drivers liccmed before 1924, a time when no examinatinti whatsoever was required for obtaining , license; but, unfortunately, a flood in 19.16 in Harrisburg destroyed or ruined a num ber of record files, so that this was not possible. Consequently, since the beginning of 1961, driver names have been selected at random for examination. In addition, all persons driving automobiles on state business have been required to be examined, The physicians of Pennsylvania have co operated extensively in promoting this pro gram, At first, there a* seme fear on the part of a number of physicians about their legal liability in case an individual who the responsibility for visual acuity tests and were equipped with instruments and test ing areas, it was decided that the visual testing and the testing for the loss of use of both hands would be done by the State Police. Thus, the individual who is to be tested first takes these two tests from a state policonan and then takes his test ing card to a physician of his choice. He is encouraged to use his family physician tor this purpose, since in some conditions, <he medical history is a pertinent factor, but the individual makes the final choice as to his examining physician. The physidan then ntuls the completed form directly to the Bureau of Traffic Safety of the De partment of Revenue. had been examined had an injury-causing accident. However, the Attorney General of the Commonwealth has quieted these fear* by an opinion which stated that the phy sician's responsibility as to the condition of the individual applied only to the in dividual's condition at the time of the ex. amination and to those elements included in the examination. Furthermore, the legal department of the American Medical As sociation has stated that for the physician to be held liable, it U necessary to show; (1) he was guilty of negligence m con ducting the examination or in reporting his findings to the state; (2) that the negligent act was the primary cause of injury or accident; and (3) that damages resulting Prior to the initiation of the physical ex amination program for drivers, each physi cian in Pennsylvania was furnished by the State Health Department with a copy of the Americas Medical Association (omphlet ".\(edieal Guide for /'/lynWuiw m Determin ing Fitness to Drive a Xtotor Vthitle'* as well as a short guide spccifially concerned with completing the examination fonts front the negligence were foreseeable, since an injury which cannot be foreseen, or reasonably anticipated u the remit of negli gence is cot actionable The decision a* to whether an individual receives a re newal of lit* driving jernut, receives a limited permit, or ha-- hi> |<rmit jusfen*led of revoke-1 rests with the Secretary of Revenue, to that the legal decision is made not by the physician doing the examtna- Pfhi Safety Cvrtffresx lion, but by the Secretary of Revenue in mcv of the information forwarded to him. A number of borderline cases ire re ceived by the Bureau of Highway Safety. These cases are referred daily to the phy sician working full-time o> traffic epi demiology in the Department of Health for opinions as to the categories in which the applicants should be placed. One of the most striking observations that he has made ftom these reviews is that many applicants 'v th severe --possibly dangerous -- physical conditions seems to have a complete disre gard for, or unaw-araneas of, the possible con fluences of operating a motor vehicle under these conditions. Hundreds of physiciiini have taken it upon themselves, in ad dition to completing the physical examina tion form, to write clinical summaries; this is ideal and very helpful in making I'jir decision tor approval or rejection. In an attempt to validate the often-made "highway diagnosis" of heart attack ax a cau<-e of fatal traffic accidents, a study proj ect in this area ha* recently been started. AH accident reports in the Commonwealth bearing such information ate sent to the Section of Traffic Epidemiology ol the De partment of Health. The data are checked Against the official death certificates. In each case the coroner having jurisdiction i\ contacted and asked to outline his reaxons tor the diagnosis. Such a query is also made of the one medical examiner in Pennsyl vania--> the city of Philadelphia. The family physician is contacted to determine whether the individual was under treatment ;W cardiac disease. Pertinent information it also obtained from the individual's fam ily. Forty-five persons died of alleged heart attacks on oar highways while operating a motor vehicle during i960. One coroner has stated "From my 2S years of experi ence as coroner, I fed many fatalities arc doe to unknown and untreated cardiac con* didoes and not by blackouts" Before long we shall be able to present some statistical data as to the accuracy of such an obser vation. Of the total 421,857, examination forms received, 245,809 or 58 per cent were male*. 178,048 or 42 per cent were females, 151,135 or 36 per cent must wear glasses, and 802 or 0.14 per cent were rejects. Table 1 shows that the number of appli cant* for new license* sod for renewal of licenses examined during: the first year of the medical examination program totaled 421457, and of these. 6QZ were rejected for disabilities discovered by the examina tion. That, rejection* constituted 0.14 per cent of the total. It can reasonably be expected that this percentage of rejection* mil be higher in the future, since die first year was weighted toward the younger age group due to the first half of the year being given over to examinations only of chose with learner** permits and these were mostly individual* i* the 16 to 20 year age bracket As would be expected, the older the age group, the higher the percentage of failure. This is particularly noticeable in the ago group 61 and over where (&9 per cent were rejected. The oldest tnd vidupl to apply for a teaiser't permit was 91 yean of age and be received his permit ;nis--3 u-w 5)l-.tMo Tetote t--d&siplet* Tout of AJ1 Physical (Learners and Re-Examinations) June t, IMP tv Jam t mi ,Vumberet Applicant* m.ts-r 70.346 S5,3i Percent*** j*o% IS,7% &* itomroCl mt Cni *"5 Table 2 depicts the reasons for the 602 rejections. There were filj tola! disorders, uitne individual* lutviug more than one dis order. The largest single category is com prised of those who withdrew voluntarily browse they felt they would not be able 130 to pass the examination. Next, in order of magnitude, one tbo< with severe cardiac or circulatory disorders imd third were those with conditions causing repeated lapses of coosdoussecs. Uncontrolled epileptics Have bets, for the purpose of this table; singled V.-fftHi! utlh Traffic Table g--Total Disorder* and SCajacltona tram Beginning of Program TAW* J--Surrey &n Applicant* Who /Sited to Jllft* t, XSM to JW* i. UCI-HMUwlr* Tax* Thy,neal Re-Ejcamlnailon--Total |7 (Mludoa Ursn Pvtoic* aa* PTiyrtcal st+>KxvmMiiffe Reason . ,, 5, Tfe lew* at u*a ol JfumW-r 6ow.ban.da........................... . X 30/70 rialeo or leu* ts I better eye............... ......... .... X sNuecuhroulogtoicaelndtriasnortder* 41 rtosoiutblo control f a tuotor vehicle,-..<6 4, Any cardiac or ettcutetery disorder including byper- tcMloo *ucn <l* i pravset caaoaa.bl content ot a 4ator vehicle,................ ** j fteuropmiuatm disorder* web u to prevent reason able control of a motor i mWc)* ........ Condttioaa causing *2 repeated lapse* of ? tAoslc*ochlooulisam**..,...e..t.c......................... t7tt g NareoO? addiction...,......... t 9. Cfcti<rt.ti*'W lAb"lr . 30. lisc-ifilraUed eptLeusv......... 23 IS U. Ttr*ott doe* not bar* the mtrUretuai maturity of hi* chronological age,....... a It Doctor state* opera)or unlit 11 Voluntary wjihdmwa/* .... 47 13S Total Disorder* 410 /*ifV. dNt>eea*e*d Ctlotnndti*tio.*.*......................WtOo or J* per cent (cataract). etc, ............ 23 X AnpUcut era* afrvid to 4 tTeokteefety***ea*xapmelrn<6e1t*to1n*0,, t ,. < KHtou*erryt*etotfUc.oU..AU.r.et.uag.............. i ( 7t fPe&iCywucnaJfiitytoundfriitvetolag*). to tow (diabetes. *tfOb. nervous) f aDpopctitoosrBsftautne*fit ......... Vi AabUcasa wo* tnx& to it. tTaokteapl obymshknpf eexvefemi*minapt)/>ton 4 stiver CM* cv..AS4l .. Tola) taS In tl last group of 140, the 10 who iwc<lr\l glasses were intomied ilut should they be able to pass th* e>e evamtnatton, the* <rou(d renew thrir irm< jusd the individ ual who was hard of hearinu toW that this ww not a criirn/m for rejection. These 130 who thought their pltvil con ditions precluded their pas.-ing the exarnina- AcepusUti* for turn represent 13 per cent of those who Stale rejection*-- 4X5 (72 per cents)tH reject* failed to take the physical ewatwMwtsrm JtemaJ* reieeucns--ISt <2* per ttnO However, included among those who did Total 03 not take it arc 313 who moved out of the state, so that it one disregards these 315, out frem other conditions causing lapses of then the percentage of individuals wl*/ .pnsoousneif. Nearly three- ourttu of the faded to take the physical re-exanunaticn rejections were males. No only were a because they felt they would not pass, but sreatee number of malt*, examined, but had not reported such previou* to the sur mrdiac disorder*, alcoholism and narcotic vey. rise* to 19.6 per cent addiction are conditions with a much greater preponderance in male* than in temples. One other table may be of interest Tabic 4 shows for I960 the comparison of the In accordance with the findings result death rate from traffic accident* per ing from the 422,000 applicant* who were hundred million ttuics traveled <cv Penn*>iexamined and the t33 voluntary withdrawals, vania as compared with oUr states of a a house-to-house junej- wa< made to de like class. Last month the National Safety termine (he reasons why %7& i-er-on* tched- Council prefeoted Pennsylvania's Governor tiled for physical re-examinmkn failed to take the examination. with a Certificate of Achievement in iwci*l recognition at tiie cxeepttonai death Table 3 shows that 130 oi these persec.s record and progressive accident prevention did not take the examination because tins* felt they oould not pass tor the reason-, shown <o this table. Unlike ihe 133 volun tary withdrawal*. they had made no effort previously lo report their reason* for not taking the examination. Thus, actually a Table 4~fenn*fJrmata's Cvapaneoo of DmiXlOa.ROOaat.eQO?OpqSDtTer*wTAroevAlecoidweniith* per Othrr State* of CSke C)*f ym SI.toPleenn^irania . .... Drath Rate 4.0 total of 263 persons did not take the ex amination because of tbtir own diagnose* of physical incapacity in accordance with tht criteria set up for the examinations. imeoto A 44 t&Sbti 4, OUo . .............................. 7. Indiana .......... 1 California .............. i0 52 $4 tool h'utionol Su/.-fy Congress program activities as shown in the annual traffic inventory. Of the eight major states tn tile group in which Pennsylvania falls, JV/uisyivania was the only state to receive such an award The fact that Pennsylvania has the lowest rate here is, of course, not necessarily tied in with the driver ernnina(ion program nor even necessarily the re- the types of disorders used for rejections in Pennsylvania to be dangerous drivers in many instances. While we esmot, without more specific research data, such as some obtained by studies by UeFiihaf is Bos ton, Goldberg4 in Swedes, Popham* in Toronto and McCarroQ and Haddock a New York City, adequately predict the number -nit of the thirteen-point improved traffic >jiety program inaugurated in February of i960 Ot thc-e thirteen points, the only ooe her than (he medical examination pro gram winch might be considered in the health field is an educational program to encourage the use of chemical testing for iniosicatiort.lt is interesting to note in this respect that a survey by the State of severe or fatal accident* which will be prevented by removing sod hazardous drivers from our highways, the "functional approach'' as it is called by the medical society's committee, seems to be justified and reasonable. ft might be pointed out that this type of ressowing is behind many traffic acci dent preventive measures and many public health measures. The number of lives or Police <o determine the attitude of judges disabilities saved by a traffic light at a given and district attorneys in the 67 counties of the Commonwealth on tlus matter indicated that in $5 counties there was favorable' leuclion toward chemical testing, but in the remaining 12 counties the authorities in volved were either indifferent or against chemical testing. The 1961 session of the Pennsylvania Legislature passed a state-wide chemical testing law. A* passed, it is a comer, by aa unbroken white tine in the middle of the road on a given bill, by the installation of a sewage treatment plant or by an air pollution abatement program can not be well donmerited, but from the case history approach and in sense eases from years of experience, (but experience wfilch would not have been attained bad ultimate, definitive cause sad effect research beat much weakened version of the original bill, allowed to delay application) we continue using 0.15 per cent by weight tn the blood to vigorously encourage and support these as presumptive of intoxication instead of preventive measures. the recommended 0.10 per cent, and requir It is to be hoped that the findings of the ing specific consent of the driver for the mddical examination program in Pennsylva testing rather than the recommended implied nia will provide useful data to other parts of consent. the natioo in their evaluation of this aspect Pennsylvania is pioneering in an attempt of woHang with human behavior factors to remove irom behind the steering wheds of traffic accidents, the most important caus of its automobiles, drivers with handicaps ative* factor Involved. It is believed that .severe as to make them, in the best as the general public becomes more aware ot medical judgment, hazardous to them- of the gravity rdf the problem, persons in idvcj and to other individuals. The com ever-increasing numbers wifi turn to their paratively low percentage of rejections en physicians for advice and fa this countered among the 422,000 persons examined during the first year indicates that not many individuals arc losing their driving privileges because of this examina tion requirement. We feel that the driving license is a privilege. In some respects it may be considered a right of an individual, but one individual's rights end where the field. Although the role of the physician in making decisions in this regard is not aiwsys aa easy one, it is hoped that more and more physicians wU accept this re sponsibility as a part of their role and duty and will realise bow vital to the saving of lives and the prevention of injuries is aa hooest, critical evaluation of the driver. .jther one's begin and therefore because of Much more detaDedccniideration needs to society's right to determine various types be given to the age oomfKmeit for the major oi licensure, the term privilege might be chronic disabilities of our people increase the best one to ue. considerably u they gee into the older Case histones, not only in Pennsylvania age brackets. Pennsylvania has sot yet com liut elsewhere, have shown individuals with pletely decided on the periodicity of its ex- foittt Session with Traffic irmnations, but as has been pointed out liy the medical society study, this rtxru - iimt must be seriously faced and a decision made before long. As important auxiliary benefit ot the ex amination program is the uncovering ot a number of cases of heart diseases and other disabilities of a chronic nature; often un known to the individuals involved. Such conditions are being discovered on a rather large scale, and individuals with these con ditions are receiving earlier treatment and subsequently have a better chance of pre senting death or disability front them than wuiild have been the case without early disc'-very due to the examination program. The Governor's Traffic Safety Coundl, the Commissioner of Traffic Safety and the department of Health feel that a further constructive step in driver safety would be a requirement that taxicab, bus, truck tnd other commercial vehicle drivers have a more frequent and a more rigid plitMeal examination than the one currently ..i u*e (or all drivers. Bills have been introduced mto the state legislature along this line but none lias, as yet, been enacted Summory 1. Since the behavior of human beings seems to be the most important factor in volved in causatioa of traffic accidents, phy sicians and health departments should play a major role in helping to reduce trathe mortality and morbidity by focusing their time and efforts towards suiting the prob lems of the physical and mental behavioral components that lead to accidents. 2, fn the Commonwealth of Pennsylvania one point of a thirteen-point traffic safety program inaugurated by the Governor at Hie beginning of I960 has been a medical examination for all individuals obtaining new driver licenses or renewing driver li censes. The compilation of this program took three years before it was actually put into effect. During this period of compila tion, the Pennsylvania Medical Society, the Pennsylvania Department of Health and the Governor's Traffic Safety Council worked tr-gether to devise a program of driver examination which would remove drivers who, by reason of severe handicaps, could E< considered to be especially dangerous Invers. i The results of the first year of in dication of the physical exaination of drivers S-re-gram *r< reported. Of 421,857 learners >d re-examined drivers, 0.14 per cent were rejected as being unfit to drive in accordance with the established criteria. By age, per centage of failures ran from 005 per cent in the 21 to 50 age group to 0 79 per cent in the 61 and over age group. Of tlus group of failures, there were 153 individ uals who voluntarily surrendered their li censes because they felt they would be unable to pass the examination and so notified the Bureau of Highway Safety. In addition, a house-to-house survey of 978 applicants who failed to take the physical re-examina tion after notification found 130 to have tailed to take the examination because they tell they could not pass it. This tatter group had not officially notified the Bureau of Highway Safety. 1 Heart diseases and other disabilities of a chronic nature are being discovered due to the mass examination of drivers and potential drivers. Individuals mth these con ditions are thus enabled to receive earlier treatment than would have been the ease without such screening examinations. S It is felt that in consideration of (lie marked increase in severe chronic disabilities tn the older age groups, the examinations will need to be given on a periodic basi, although this periodicity has not yet been determined. The medical society's study recommends that examinations be repeated at ten-year intervals to age. 60 and at fiveyear intervals thereafter. 6. It would seem to be desirable for drivers who spend much of their time on the road as commercial drivers of such vehicles as taxicabs, buses and trucks to have a more frequent and a more rigid physical examination than the one now re quired for all drivers. fucnoucKCxs Workshop oa Truffle Safety with represea- tativee ot American Association ot Motor Vehicle Administrators and State Health OSeera. Washington. D. C, February ti ll. 1361. ^ tVurkshop on Traffic Safety with represea- tatlra* of American Association of Motor Vehicle Administrators and State Health Officers. Washington. D. C., June ?*, IMP, Workshop on Traffic Safety with represen tative* of American Association of Motor vehicle Administrators and State Health tvot National Safety Conyren oncer*. Waaluneton. D, C,, June 13-14. 1961. & Symposium an Medical Aspect* or Meier Vehiet* Accident Prevention. New York J. Ued. 604:3853-3*83 (Dec. 13). 1956. X MeFarUad. Rea* A.. Humu Variables In Motor VchJeJ* Accident*, Boston, Mam. ; Htmni School ot Public Health. 1966. t Ootdberg. Leonard, Tolerance to Alcohol in Moderate and Heavy Drinker* ud lu Significance to Alcohol and Traffic. Alcohol and Road Traffic. Proc. Klnt International Conference on Alcohol end Rood Traffic. Stockholm, Sweden (kept.) I960. X Pophatc, Robert H. Alcoholism and Traffic A!7c,c3i:daen-t3**.3 QtJuuanrte. ).J.1MSCtudies on Alcohol. Medical College A Bdldemiology Hasidency Prorram. New York State Department or Health. New Vork City (May) Mi. THE RATIONALE FOR MOUTH-TO-MOUTH RESUSCITATION By DR. A. V. MONTO Chief. Traffic Safety Branch, Div. of Accident Prevention U. S. Public Health Service, Washington, D. C. Probably all ot you arc familiar with llie fact that in 1957, the National Academy i Sciences -- National Research Council's \il Hoc Panci on Manual Methods of Artificwl Respiration -- changed from previous recommendations to the recommendation oi the mouth-to-mouth method of artificial re suscitation. If asked as to why this change was made, many of you might state in a general way that the mouth-to-mouth method was "better," hut if asked to discuss in detail why it was better, perhaps some of you would find some difficulty in describing ut! of its advantages. That is my task here today: to discuss the rationale--the reasons why--the mouthto-moutii method si now universally recom mended as the best available method. It has been pointed out in films on the subject that the mouth-to-mouth method can be started at the top of an electric pole, inside a car, in a small boat, or even in the water, where methods requiring that the victim be laid fiat on a firm surface would not be possible. But these advantages alone. I think, would not be sufficient to recommend the new method over those which have had as wide acceptance and use as have the various backand chest-pressure and arm-lift methods. However, the mouth-to-mouth technique has decided physiological advantages. More surely, and in greater quantities, it gets the required oxygen into the victim. The de- tails o this process will take up Utc re mainder of my presentation To consider the subject, we must first have an understanding of certain elements at anatomy and physiology. The normal adult has a total lung capacity of about 6 liters or 6,000 cubic centimeters, usually abbreviated a.- cc's. A liter, of course, is approximately equal to one quart. How ever, in normal breathing, only the middle 50Q cc's of this total capacity is used, tliat is, ta a uormai breath, 500 cc's of air approximately, is taken in and expelled. If maximum effort to deflate the lungs is made, an additional liter of air can be ex pelled This leaves a residual air in the lungs which cannot be expelled by any human effort, of about one and one-half liters. On the other hand, upon inhaling witli maximum effort, the normal adult can in hale about three liters more air than he inhales in a normal breath. This additional capacity for inhalation or inspiration of three liters is referred to as the comple ments! air. Thus, with maximum effort, the normal adult can breath in and out, four and one-half liters of air, which quan tity is referred to as bis vital capacity. In contrast, his own respiratory needs are satis fied with about 500 cc's, or. half of' a liter of air. The remainder is available for use in inflating the lungs of a victim who is not breathing. 154 /oml Session xt-ith Traffic Returning to Cite normal breathing of S00 cc's or half a liter token in and out in a normal breath, it can be seen that with a remaining amount of air in the lungs of about two and one-halt liters, (he air in the lungs is at no time entirely "fresh air" from the outside, but is al ways a mixture with a relatively soul! amount of fresh air and a relatively large Amount of air which reruns from preturns hrenthtnc In a *crr*e. the breathing process is normally somewhat inefficient, in needs and have ample air to ventilate the lungs of a victim by mouth-to-mouth revusdtation. In fact, he has *oeh an amptc excess capacity, that he can actually move wsnre air m and cut or the victim's lungs than the victan'i normal breathing, How ever. what we hate ccwu-Vered w far arc chteffv theoretical msurr-entc How '<* this method werk ut at aerial practice, in companion *; mV- -wthri.il if artificial respiration* ih.it it Would be |-*-ible t-- act much greater <|oanUtics *f freh air ,n ar.d out in one broth. _............. _r. ~r n*i' a 'Iter, uvj tl consequent mixing pn*v*% n the tongs, su fice to take cafe *: rvmal need* wht breathing at the *mai rate of about . times * minute. Afuafly even the NM tt id air moved a* and ou- a a normal brcai fill to use f.tvhfi i *b duplw-jrr v. closely p-.v-.lu- would be araiiab < r - wHk< he 41fMr wv'w situation, where a?*:! ** mi arh as tube would f requeues ' anoi-oJable. which the resow.. > srw^uonly trained, and. m tact, irsTnnjy s* the method : r the firq sure does not become t-jlc** completely Actually, the idea that she chest- i*l If you consider tS* b-nthing apporau for a moment, \<j% ifi r*E* there a certain amount >A m the nose an mouth, a space where they i< in at th bade of the threat raUcd the pharynx, an additional space in the larynx. ti.c trachea and the bronchi wbrh carry the air bit the lungs. Actual!), all thme passages dow to the finest sdbdniuuoi of the brooch the bronchioles, do n*jt have the load O lining which wiH permit the oxygen to gi tn and the carbon dioxide to come ou of (he blood, aad therefore, are of no us< in the primary process of external respira (ton which might be termed aeration a the Mood. back-pmsnre omJ jrm-Uft method* cottl*! provide adtqmte veimlanua of the hg*. apparently oroae because ibe test* were con ducted ui an amfioal sitfixei tn wiurh the subjects were ventilated by thu-e meth ods when a robe had been inserted all the way into the trachea through the mouth (endutrachcal), thus insuring an open pas sageway from the outside down into the lungs. This situation doc* not correspond very well to the average situation m emer gency rescue. An experiment performed by Saiar and his colleagues utilized 167 taitraiaed res cuers who had not used the mouth-to-tneuth method previously, who were given one This space occupied by the above tubulai structures which carry the air in and ou of (he lungs is termed the dead space, ant has an average volume of 150 cc's. Thtu it can be seen that, of a normal breath, only 550 cc's actually goes to ventilate the true respiratory pant of the lungs, which are the respiratory bronchioles, atria, and aJvroiir structures. The remainder, ISO cc's demonstration on the spot, and for com. parison, 18 trained rescuers to perform the chest-pressure and arm-lift methods. The subjects were 25 volunteers who had been anesthetized and completely paralyzed with a curare-Ukc drug. Artificial respiration was tried both without any artificial aid, and with an oropharyngeal airway of the type which could cuiiy be carried by a rescuer. merely moves in and out of the dead space, Two variations of the mouth-to-mouth and is not useful in exchanging carbon di technique were te-ted: the first with the oxide and oxygen. jaw held forward by a tings' in the mouth; Prom the above ci-ndtlcratiuiui, it van W seen that the rescuer, by making me of (he entire vital capacity of his lungs, can cosily take care of hU own respiratory (he second, with the jaw held forward by :sternal prc-ure, Both vjriatH-iu were dune on a simulated victim tying prone anti with the head extoided. tint is, flexed backward oo the neck. 125 ] ,\nitoti.il .Safety t ongrcxr Joint Session with Traffic T!ic performance o{ the 167 rescuer* was As follows: of the uninuned rescuers, 90 per cent were able to produce tidal; re spiratory volumes above, 500 cc` within one minute by Uie first variation of the mnutii-to-mouth technique, and 89 per cent were successful in the same task with the second variation. By the mouth-to-airway technique, 100 per cent were successful, 50 per cent were successful with the mouthto-noc technique, all within 00 seconds. I if the trained rescuers using the back pressure, arm-lift method (Holgcf Niel sen) under the same conditions, only 14 per cent were able to produce tidal volume* ihove >00 cc's within 60 seconds with that method and with the addition of an arti ficial oropharyngeal airway, 39 per cent were successful. Using a ehest-pressure, arm-lift method (Sylvester) alone, 31 per cent were successful, and with the same method and an artificial oropharyngeal airway, 50 per cent were successful. Thus, it can be seen that under these conditions, the mouth-to-mouth technique in the hands of untrained rescuers with mini mum instruction was much more frequently successful than the back- and chest-pressure ,md arm-lift methods in the hands of trained rescuers. What is the reason for the success of the mmith-to-mouth technique in this compara tive study? I think that llic essential dificrcnce is m the position of the head and neck, and jaw, of the victim in the mouthto-mouth technique, in extension, by which the air passageway to the lungs is kept open: whereas with the back- and chestpressure and arm-lift methods, this posi tion of the head and jaw in extension can not be maintained by the re<cuer, who must devote his full attention m applying the pressure. The tendency of the tongue and law muscles in the relaxed, paralyzed posi tion of the victim is tu collapse, thus blocking the airway unless tiie head and jaw are extended, even with the insertion of an artificial oropharyngeal device. The preceding points are illustrated by the following study on 80 anesthetized women, also done by Safar and his colleagues,. Ttiese women were breathing nor mally and spontaneously, but their jaw and neck muscles were relaxed by the influ ence of the anesthetic. In other words. they were asleep as during an operation (light, general anesthesia, stage 3, plane 1-2). The airway of these patients was recorded as being opoi when the anesthesia-machine breathing bag was moving freely and there was no noise in breathing. The airway was recorded as being partially obstructed when the bog was moving but there was noisy breathing. The airway was recorded at being obstructed what the breathing bag was not moving and no air exchange could be heard despite respiratory motion of the patient's chest and abdomen. In the supine position (lying bark) with the head flexed and the dim down, 100 per cent had an obstructed airwa>. and even with an artificial oropharyngeal airway, 98 per cent were still obstructed and 2 per cent partially obstructed With the head in mid-position between flexion and extension, 36 per cent were obstructed in natural breathing and 54 per cent partially obstructed, and only 10 per cent had an open airway. With an artificial oropharyn geal airway inserted, 29 per cent were still obstructed, 51 per cent partial!)' obstructed, and 20 per cent had an epen atrwa>. In the extended politico of the head, with the chin up. 5 per cent had an ob structed airway, 46 per cent had a par tially obstructed airway, and 49 per cent hau an open airway. With an artificial oro pharyngeal airway, none were obstructed, 12 per cent partially obstructed, and 8S per cent had an open airway. With ex tension plus support of the jaw in a for ward position, with natural breathing, I per cent were obstructed. 21 per cent par tially obstructed, and 78 per cent open. With an artificial oropharyngeal airway, none were obstructed, 2 per cent partially obstructed, and 98 per cent had an open airway. A stmilar incidence of airway ob struction was found with the patients in the prone position (lying oo the stomach), both with the face directly downward, and with the face to the side, as in the usual back-pressure, arm-lift method. I think that the preceding study corrects a number of popular misconceptions. To quote Safar, "ll is a ciunini.ii belief that airway obstruction due to Swallowing of the tongue* is prevented by the patient in the prone position. Our data and roentgeno- m grams (x-rays) indicate that in the prune can be retfcd on to successfully produce S |<nsition the tongue does not simply 'fall ndfidot air movement in and out of the forward* but rather that the site, mechanism, infant is the mouth to-mooth technique. ; incidence, and degree of pharyngeal obstmetion is similar in the prone as in the <upine position. Detailed studies of the oxygenated hemo globin and carbon dioxide levels in simu lated victims' blood have shown that these "The thought that foreign matter such are maintained within or close to normal as vomitus or Water would drain from the (units, and that they are rapidly attained ; mouth by gravity provided another basis for the recommendation ui the prone posi tion in the past In actual resuscitation, when the mouth-to-moulh technique i started. Additional advantages oi ihe tech niques are the fact that additional pressure ne often found semisolid vomitus and other can be exerted by forced expiration on the foreign matter which did not 'drain.* Water part of the rescuer to overcome partial nnd mucus formed l.ain Ci.utd only be removed by wiping out or by the use of a suction machine. Drainage of foreign mat obstruction of the airway that may cxi*t despite the most skillful effort, due to the anatomy, the presence of excessive obesity, ter from the lungs in the prone position is as unlikely as in -.he supine position r other peculiar conditions existing in the victim which would preclude success by -mce the trachea is horizontal in both." any other method of artificial respiration The performance of artificial resuscitation on tiie unconscious infant has tong been a matter of considerable difficulty. The rea<*/ru are in pan anatooucaL Sot only arc 'he infant's nbs and chest softer, but the ribs are m a different position than in >he adult, extending more directly forward trocn the spinal coltama. For this reason, the infant's breathing ls more completely Large differences in the size of the res cuer and the victim are easily offset, and boys and small women have been success ful at resuscitating victims twice their sire Mouth-to-mouth breathing can be done for over an hour by the untrained rescuer with out excessive fatigue; this has been demon strated a number of time*. due to diaphragm motion than the adult's Due to the advantages of the mouth-to- breathing. mouth technique oi artificial respiration The chest- and back.pr*i\iTe and arm-hit which have been detailed above, the Na methods of artificial re>piratic* arc uumdoj tional Academy of Sciences--National Re- " produce movement ot the cheat nail, but search Council's Ad Hoc Panel on Manual urli movement as is produced is often Methods of Artificial Respiration--unani negated by the eveni-ary of the re- mously recommended this technique. Sub ' lived, flaccid diaphragm which moves back sequently, tiie American National Red Cro, and forth instead o: air moving in and the several departments of the Armed out of the lungs. Forces, the Public Health Service, and nu I This is, oi course, out true in the nor mal conscious person, m whom the dia phragm is contracted and toads to move merous other organizations adopted the mouth-to-mouth technique as the method of ehoicc. with, rather than againsi. the respiratory Case histones of many successful resusci motion produced b> chmrtnll expansion and tations performed by laymen with ilus contraction. Suske :: to say, in infants, method demonstrated that it is readily ac methods to overcome the pi---il problems ceptable, easily learned, and has been, on they present, such as the rocking tsetliod a number of occasions, successfully applied (Eve), have been ^,a t. be retativciv without previous practice in the method unsuccessful; and tiie >dv meO*4 which `y the rescuer. RELIGIOUS SAFETY ACTIVITIES SESSIONS HOW CHURCHES AND SYNAGOGUES CAN HELP PREVENT ACCIDENTS By DAN HOLLINGSWORTH Chief of Police, Oklahoma City The keynote address of the Safety and Religion Section of the National Safety Con gress, Conrad Hilton Hotel, Chicago, Illinois, Tuesday, October 17, 1961. There are three situations in a person's life where they can have their attitude to ward traffic accident making situations changed; that is, changed either tor better jr for worse. One of these situations cornea when a Policeman at the scene of an arrest has the violator In tow, with ticket book in hand. The second time a person can have hi* thinking changed and his views altered is when a Traffic Court judge has the violator before the Bench and sav* to him, "Are v-m guilty or not guilty?" These are both cases after the fact. As 4 result, the person is always on the de fensive and when on the defensive we are not in a very receptive mood. Tlie third cac is before the fact. The Mtuation and location may vary but the person who can change this attitude and viewpoint is a minister, a Priest, a Rabbi, a Religious Counselor or Church School Teacher. Policemen generally are not equipped with the necessary knowledge, nor do they possess the appeal factors to do this changing of views. Nor does their work take place in an atmosphere conducive to changing a man's attitude. The Traffic Court judge has the edge on the Policeman m so far as atmosphere is concerned, but he usually has to grind out cases by the minute and the time ele ment completely whips him. But when a person is in his church, hli -ytutgogue, or lit* Sunday School room, or whatever his place of worship, he went there !.i a frame of mind to receive the level and degree and a type of spiritual guid ance that can and will change his view of things. The atmosphere, the climate, the surroundings of his sanctuary causes him to drop his false defensives and open lus mind, his heart and his soul. Man in lus pew is in a mood which causes him to accept the idea of changing his at titude, his view-s, his sense of values, lus standards, and probably he is never in that position at any other tune during the week. The minister, the Rabbi, the Priest, the teacher, the leader, the counselor, or whoever delivers the message, has the sales opportunity that no one else can ever get: a sales opportunity to make that person a better dnver, a better citizen and a better church member, and a safer member of so ciety. In every lesson or sermon presentation another need--another situation exists, and this first thing--the opportunity, and the second thing--the need, are compatible. They serve to compliment and to aid each other. Because, you see, at the same time this minister, this speaker, spiritual leader, ad visor, has a problem and I think this is a universal problem. Regardless of faith or belief, age or situation, this speaker needs examples. The good teacher uses real life cases to illustrate his point that is oo an experience level with the membership of his audience. He needs to, if he is effective, talk about life situations, experiences, prob lems that face as many of his listOKrs as possible. True, he can talk about the pleasures of raising roses. The problems of the parents of teenage boys and girls. The happiness of having a house full of boys. The ques tion of what constitutes gambling. But m these and hundreds of other examples, he misses most of his congregation, they just don't know about the experience to which he refers. IJH fttiigtouj Safety ,-tetivitics Seuiotit But every person m that audience has had experience in traffic, not just one of them, twit literally hundreds of them. Furthermore, tiie minutes before they sat in that pew, they had an experience in traffic Five min utes after they leave the Church theyll lave another experience in it And If you hear the same stories I hear, most of these traffic experiences arc had mill feeling Apparently few people drive the streets and highways today without developing strong feelings about some phase o' the traffic problem, and that feeling is mually of a critical, negamc nature. You know in our buwne* oi policing, we listen to lots ot complaints, and tf you don't like to listen to complaints, you won't be very happy in the Police buine#s. Bur on of the thing* which worries me about our people i tlta: it has been a long time since I've heard anyone say anything -oid about our individual transportation wstem. all of these good aut-'tnvbile* which nr own and drive and really enjoy, al though we don't admit it. Evidently, we've forgotten there can be ome nice things about them. The word "joy-riding'* has disappeared from our vocabulary except its use to describe a type of auto theft in the police held. In the past several years, Mrs. Hollings worth and 1 have had the pleasure of en tertaining in our home dozens of Police Officials from around the world These men were brought here by our government to study the Policing system in tht* country. One of them a few months ago. a Mo-lcm, was visiting in our home and w talked So him through an interpreter. ju*t by chance I asked him the quntiici. "'-Shat thing impresses you mot: our *uun- try and our people?" He replied, "What I am about to toy to you may fc:irr y-vr :erJ- mgs, but in *pcaking m tru*h I mux: :ril you that the kick of gratitude *r*l dusk- mines* and appreciation *. he port f ti e \mcriean people for what they :.a\e, ihorL* me." He went on to *a> that t: people had all the nice things tfu: we fcjic. -ndudiug home* and eoavciucnccx oral nr torts and auf.'RiobOes and highways and the freedom to travel, that his people srookl <pcnd half of each day in prayers of thanksgiving. Traffic Safety--The yrobterest of Traffic Safety. We have been trying to get a thing done through the newspapers, billboards, schools, radio, television. Safety Education units and other activities that will change people's minds about this automobile ami its use and maybe as the Police Official from Iraq said, "Make u more grateful." Certainly these activities help, at least they plant the seed of *hc idea, but you *, iou as a rcliffioui leader can cause that seed to bear fruit. One of your own minuter* in one of these Safety Congress SeK>ns just a few years ago said. "The ereatest force and power m a democratic w<iy are the newspapers, the lecturers, the person who has the responsibility fr- creating public opin. Dr, Preston Bradley-. Pastor, People'* Church, here in Clncaco i* right as far as mass action, mass deoion is concerned. But you pnrvajt automobile accidents one at a time. You chance and improve man-* attitude just one man at a time and you make him a better tinier ncht here in hi* heart and not in hi* mind, l think it was the mind Dr. Bradiej had reference to You do not sell a man on the idea of loving and appreciating his neighbor, the *acoe way you sell him a Cadillac or cause him to buy an Arrow shin. The automobile, which brought us the world's finest individual transportation sys tem and made us the envy of the world has become a status symbol and representa tive of one's individual freedom in this highly regelated world ta which we live. May ! cite this example, you'll find women who will not shampoo tber hair, trim their toenails nor give themselves a manicure, but every wedc they will wash, ro a spit and polish job, their automobile. Sometimes watch ebon wash this car. Watch them sand back 'n a stance of awe and worship. Why? Because that automobile represents. a easy instances, about half their income. To than it is a golden calf. It is their tdneie of pleasure, self-satisfaction and :t feeds their ego and makes them equal nth. aad to, a lot of things and situations. Uhl men have an equal reaction. You may weft say, people have been doing this for yean, overuse homes, sterling silver, two cans diamonds, mink coats. Alt these too are status symbols. 139 iv>0/ ,\'alionai Safely Congreu Yes, but Lite automobile is different. These other status symbols may break a little girl's heart. They may cause temptation to overcome a man's moral fiber. They may upset a little boy. But none of those things over killed Jg.000 people and injured a mil lion and a half and caused an economic loss r.f two billion dollars a year. This is the thing which makes it sinful to feel the in toxication of the power of 300 horses un der the hood of an automobile and fail to control ilia! power. Someone the other day asked the ques* turn, "Have we become a nation that wor ships and bows down to a shorter and quicker way?" When we do things this quicker, -horter way, we say it's justified because it is the expedient thing. It may be ex pedient. But the question is, in the case I the automobile, i* it morally sound? I> it the right thing? Is it in the best interest of the American system of justice? Is it m keeping with the principles you religious traders propose and propound each Sunday? We justify our misuse of our cars on the grounds that this is the expedient way. Therefore, it is good. Weil, is it? If you iiavcnt read Vance Packard'* "Hidden Persuader*.' read it. If >ou don't Itavc time to read it all, read the last chap ter, "The que*tmn ot morality." If you can't spare the time to read the last chapter, read the lead paragraph in the last chapter, which quotes the President of the Public Relations Society of America, "The very* presumptuousness of molding the human mmd through the techniques wc u*e hat created a deep sense of uneasiness in our mind*.'* Look about you and see if you don't become uneasy about the things this automobile is doing to our people. Talk to your people, talk to them about what ire the real meaningful things in their lives and see how many of them think more of that car than any other concrete or abstract thing they pos*c* Any preacher >r k`.ibl>i or speaker de livering a message with a religious theme admits the need of a vehicle to make his point more meaningful. He can call his point laws, statements of eternal truth, or guideposts. Take our traffic signs, they are actually a brief statement of the law. Some <m them arc absolute, some of them are mcrelv warning and some of them are con ditional. This same principle applies to some of the laws you propound. 1 believe one of the most understandable sermons on the Ten Commandments 1 ever heard was one which was based on a paral lel comparison to highway signs and how they were alike, one *o the other. ``Slow down and live," could easily be a doctor's slogan as well as a highway sign and it could be an excellent spnng board for a sermon, evert with a highway safety overtone. You talk about our obligation lo God, obligation to the Church, what about our mutual obligation to each oilier on the treets and highways or in the plant. A simple yet important obligation, just to help each other stay alive and stay in one piece. The encouragement for the support of the Uws w now have on our book* i* the thing in which all ministers could help Among the paradoxes of law enforcement and there arc many of them , , . Not the least t* this sell-endorsed righteous one wh wouldn't violate any law, who supports all things which arc good, but was on a jury and failed to convict the flagrant dnmken driver. He probably will have a lot of good. Miund reasons why he didn't cieivict that jve r son, but the real reason was dial he lacked the moral courage. We need a lot ot things in traffic safety work, but citizen* with the moral courage in jury boxes i* pretty close to the top of the list, and you, us that person's spiritual advisor and court-elor, are the only person who can say to ihe prospective juror, "You must, if you lielieve this man guilty, find him guilty. This i> your obligation to God and to your fellow man." If you ask a preacher what he sells and ask him to define it in one word, he might find difficulty in finding that one word. I find it simple, being a simple person l think the one word to describe the sates package of the preacher is a four letter word "Love." What docs a preacher stand for and wlwt does he stand against, make it simple and keep it in two words. He's for "love" and he's against "hate." As I view it, there** little love lost between motorists. Motorists are believing 140 Rtligu Safety .-tctinl et Settiont more and more every day that they should hate each other, when, if you. as a spiritual advisor, would remind them they should love each other. I have got to love every other user of the road. 1 just cannot take any other position. Why* Because, I'm alive ;ind know it, because ome other users of the highwav, maybe one of you, in the *lioiiands upon thousand* of miles of my travel* in tin* country, some few people have tigged when f ragged the wrong way -.mt by their willmgne** to get out of my way, I'm still alive And I know this i ?ning W occur again. This is the reason I try to be a liberal driver and not to be too insistent on that right of way. My life on the highway literally depends, not only on the ability of somebody to think and act faster that I can. but he must be willing to do iu You can't teach that person to think and act fast at the wheel, but as a spiritual leader, you can cause that person to be willing to do it. This is the important thing, Not only do I love every' other user of the highway, but I appreciate their fcwing there. They're not in my wav because, you *ee, they make it possible for me to be out there with them. I realire that it N-millions of people didn't own and uc cars, l couldn't afford to own one. When we look at America arvi the Amer ican home and the American scene and we took at ail the influeices <*n man's behavior and we take this thing apart and try lo single out what one thing stands out far above all other things, we find several factors. Over here u the love ot a woman tor a man and the love of a man for a woman. And their mutual love for their children. Here is the spirit of sharing with each other good things and things not so good. You grew up m a home. Will you just lor a moment, think hock and go back to ymir childhood and remember the simple lijmns. the elementary' church school Icsv,ns. family prayers, the choir activities, and the calls of the preacher. As those years passed as wc grew from a child into a youngster, into an older person and we became the head of a family. *** recall vividly the words of the minister who said in substance, after he had pointed out the things he was talking about. "These things are wrong, these things are sinful these things good people do not da" These simple admonitions, the quiet ex pression of any opinion by a man, based on the word of God. This in my opinion is the greatest influence on our civilization, our lives and the communities in which we live If we can get our ministers, our church school teachers, our counselors and our rabbis, using as their authority the word of God, and say to us repeatedly and quietly it i* wrong to kill, to injure and lo maim people. It is sinful to damage another per son's property, even though your only con tribution was simple cnrcle*ine*. If wc can get the religious leader* of this country to do this, that action alone will have a tremendous impact on the traffic accident problem and other types of accidents as well. ft would be presumptuous on my part to ufler you suggestions on the theology of safety. My religion is not a theory', not a set of rules, but a way of life. A way that is permissive instead of restrictive. J\wmc rather than negative. I believe His question to Cain, and Cain's reply, "Am I my brother's keeper ?** . , followed by His answer, *'Thy brother'* blood crieth unto vou from the ground." , . , are as true today as they were when they were first spoken. The golden rule, the act of the good Samaritan, the commandment not to kill, the admonition about empcrance in all things. The commandment to love thy neighbor and not to take or covet what t* his ... all these are here and are true today, and they arc as workable here on Michigan Avenue, or on Highway <V be tween Chicago and Oklahoma City as they were on the road from Jcrualem to .Jericho, and where the good Samaritan found one opportunity, today wc can find hundreds of them. I think He meant and still means it ti be just as wrong to kill by negligence *r carelessness, or by excessive speed, or through a flare of temper in the use of a ear or- any other kind of a machine as it was to kill with a stone. On a Global basis, wc are alt concerned about tin* qmtion of orvival. Actually, the problem of safety and the solution to tins 141 /vo/ \jttonal Safely Congrest problem oi individual survival may be a lot closer to us than the United Nation* Building in New York or a Button Pusher in Siberia. If we arc to survive this battle between each other on the streets and highways, mv religious belief, my experience* in the in vestigation of over 17,000 accidents at the `ccne and a quarter century's study of the rxuses oi accidents, and my professional training, ail tell me we must, if we profess to believe the things you propound, learn to respect the dignity of life and the life of man in the accident making situations which take* so many lives and maims many, and cost* this nation a disgraceful economic loss. We must follow the Golden Rule, right along with the right-of-wav rule and we must team to love our neighbor in the next traffic lane as well as next door. Individually, and this is wliat all these teachings are about actually, it won't do us any good to survive a missile war if day after tomorrow wc die under the wheels of a ear between our house and the comer grocery. Y, my Master was on that road from Jericho to Jerusalem and just as sure as he was there, he is out yonder on ihe Congress Street Expressway today. Well, 1 said it would be presumptuous for me to impose upon you my thoughts on the theology of safety. It 1 btamc loo involved and stepped too far into your field, please forgive me. A fellow says to me the other day when we were talking about this topic, he says: "Do you believe you can convince the religious leaders of their obligation to take on this task* Do you think you can sell them on the advantage of using an oc casional traffic safety example in their services ?" "Do you believe the religious leaders will accept their obligation to build better attitudes for traffic safety?" Being an inherent optimist, 1 certainly do believe that. But if perchance the religious leaders of this country don't help us, God help us! Religions Safety Activities Sessions RELIGIOUS ACTIVITIES Panel Discussion on the Religious Role in preventing Traffic Accidents Participants: Rabbi Jacob Pressman. Temple Beth Am, Los Angeles. Calif.; the Rev. Warren Ebingcr. Illinois Council of Churches, Springfield, 111.; the Rev. Gregory Bery, S C.J., Sacred Heart Southern Missions, Walls, Miss.; J. Lloyd Evans, National Conference of Christians and Jews, Dallas, Texas, and Chaplain James W. Keys, Christian Transport Association, Toronto, Ontario, Canada. Rabin Pressman said tils congregation is developing 4 program * voluntary vehicle inspection as a means of cutting down on accidents. He said his state does not have ,ucli a program. Rabbi Pressman also has used posters on safety rules m his syna gogue and has preached peeific sermons on safety. The Rev. Mr. Ebinger. who is a registered lobbyist in the state legislature, has urged the clergy to work for legislation that will help save live*. He said the dergy should work for stiffer regulations in traffic bw. He used some examples of drinking driver? m connection with traffic acodents to stress the need. Father Bezy founded ti.e Sacred Heart Auto League in an effort to make every driver a religious driver. He said that drivers must respect other drivers because all drivers have a personal relationship to God. Mr. Evans pointed out there is a necessity tor education about the safety problem. He said the conference has organised seminars for this purpose in hi* area of Texas in an effort to educate the clergy ami reli giously motivated persons. He Mid said) should never become religion but should be an outward expression of religion. He said there is a need for a Religious Ac tivities Committee on every safety council. He said the seminars often include panel discussions, films about safety, etc, so the clergy can give direct answers to questions trom members ot their congregations and others. Chaplain Keys said his organization work* closely with the trucking indu-try ft has organized a publication. "Transport For Christ," for the truckers giving safety lip* from the moral aspect. He said it stresses safe driving as a moral obligation to one's fellow man. 142 143 WOMEN IN SAFETY SAFETY AND THE PHYSICALLY HANDICAPPED HOMEMAKER By DR. LILLIAN M. GILBRETH New York City TIi* National Safety Council lias always interested itself in the problems of safety m the home, and of course the Women's Department is much concerned with what happens m this most important area of our Any household which includes a phyiirully handicapped member or a guest-- either permanent or temporary--,s keenly interested in avoiding accidents, and in r:vaking sure at the same time that no one made to feet conspicuous by equipment which makes him look or feel "different." The projects which have been developed for wwrk simplification in the home have helped us evaluate the safety factors. The ques tions constantly asked: "Is this necessary? Why?" always assume that safety is of paramount importance. For example, in (tannine the kitchen initiated and sponsored (, the Heart Association, the physician's c-nmate of hts patient's "safe" expenditure i energy set the limits within which the |.Linnin* was undertaken and provided the incentive to make minimum demands *xi die homemaker's time and energy. tn the ose of the young mother, physi cally limited as the result of polio, but eager to do a fine job in housekeeping and family relations, it was recognized that t cry raised special problems for her. This became evident m the work with physically handicapped homemakers carried in at the University of Connecticut. Here these homemakers cooperated with the university staff in making an extensive study of their problems- The result** *-i tf<* `ttidy show: 1. They face the same problem* a* ail homemakers. 2. Because of their disabilities th*r- are added problems, such as learning to '* rq< help graciously but at the same time reiu* ing to be over-protected. 3. They must make sure that their c.\. Iren understand what they may do and may not do--and why. The childxm must obey and understand why they must obey 4. They believe they can "live with' their families, at work and at play. 5. Their experience* can help other homemakers, whether these other women have obvious physical handicaps or not. The literature, films, etc. available at the University t.i Connecticut are being used increasingly. I*>th here and abroad. A re search protect which would lay emphasis ua the safety features of this homemakiny program would be an appropriate and valuable activity tor the Women's Division to sponsor. At ytwr invitation, 1 am privileged tu speak to you about it today and I hope >uu will want to think about such a project an : initiate it. 1 can assure you that it will create worldwide interest and participation and wilt sot only make a real contribution by solving some of today's problems but will help us face the new ones which await u* tomorrow. HI OFFICERS OF THE PUBLIC SAFETY COMMITTEE NATIONAL SAFETY COUNCIL 1961-62 i'i':niui--Wu.n* F. Carey, President, Automobile Carriers. Inc -.\rmun -/ she Recreational Booting and Holer Safety Committee-- \m, v. vp i immandant, United States Coast Guard. C Kivu- **' the Recreational Shooting Safety Committee--{.outs F, Luca*. Executive : --*<-*' r. National Rifle Association of America -,a>.,-i . the General Aviation Safety Committee--Fkmihhlk D. I.kk, Director of theWahmgt. Office, Oiin. srw,-n */ the 1962 Congress Program Committee-- Alan 1-. Km.no, Director of Prevention. Oiin. wetary of the Public Safety Committee and its three sections-- Ralph Kuiiu, Director, Public Safety Department. National Safety Council. tr-wtew J j..; Agencies--L\ S. Department of Agriculture, Forest Sen ice. Dr Richahu K. Me kutx. Chief; U, S. Department of Commerce, Weather Bureau. F. VV, Rciom.ixrra. Chief. N. A. Liuiaxq, Associate Chief; V. S. Department of Defense, * ftartm.-nt of the Army, Corps of Engineers. Civil Works, Mark S. Gurnee, Chief, * pentxxis Division; U. S. Department of Health, Education, end Welfare, Public Health Service. Division of Accident Prevention. A. L, Chapman. M.D.. Chief, Paul V lotjet. M.D., Deputy Chief. Johk T. Cocxiot. Chief. Recreational Safely Brandi; 1 IDpartmatt of the Interior, National Park Service, Conrad L. Wipith, Director; ` Recreation Resources Review Commission, FavNCts W. Sargent. Executive Director. organisations of public officials--American Institute of Pork Exccutit.es, Inc., Ai.kkku I* LaGa*e Executive Secretary. official Organisations--Amateur Athletic Union of the United States, Dr. Harold W, Henning, Chairman, National Men's Swimming Committee; American Association for Health-Physical Educalion-and Recreation, Da. A. . Fuirio. University of Illinois; Invriean Association for the Surgery of Trauma, James K. Stack, M.D., Past Prc*ident: American Camping Association, Ine, Gerard A. Harrison, Assistant Executive Ihrertor, Currmto Puus, Chairman. National Health and Safety Cqmmittcc (alt.); American College of Surgeons, John Paul North, M.D., The Director; American \fedict! Association (Committee on the Medical Aspects of Sports) Fred V. IIeix. i'! D,, Secretary; American Public Health Association, Edward Press. M.D., Clutirnun, Acadent Prevention Committee; American Recreation Society, Ray R. Butu.k, Executive Director; American Rocket Society, Inc., Charles C. Miesse, President. * hicago Section; Athletic Institute, Inc., Theodore P. Bank, President; Automobile Carriers, Ine., Walter F, Carey, President; Bowling ProprietorP Association of America, Howard C Seehausen, Executive Director, John ,1. Flaherty; Chattanooga Safety Council (Tennessee), Eugene D. Glaee,. Jr.. Director; Consumers' Research. Ine, F. ,f. Sckli.sk, President and Technical Director; Institute of Makers of Expin"ies, H.vvkv L. Haukton. Jk., Secretary; International Rescu-- and First Aid Assoeiaturn. Max L. Spray. Executive Director; Natianat Campers and Hikers Association, H. Ellsworth Nathan, National Director; Xatioiuil Industrial Recreation Association, 145 I.kjj* L. Neer, Executive Secretary, Robert Turner, President; National Recreation Association, Joseph Pkzsdupcast, Executive Director; National Ski Association. Warren E. Giluxtscj.-, Rules of the Road Committee; National Ski Patrol System, Hast Carlton, Chairman, SM Safety Division; Ontario Safety League (Toronto, `Ontario; Canada). Ernest M. Tavlor, Director, Outdoor Recreation Division; Seattle-King County Safety Council (Washington), Al McGee, Public Safety Director, Dullness and Industry--Automobile Carriers. Ine., Walter F, CaREY, President: Metro politan Life Insurance Company, Da. Melvin M. Uoel. Director, Safety and Occupa tional Health; National Sporting Goods Association, G Marvin Shutt, Executive Director; Olin Mathieson Chemical Corporation, Alan L. Ku.vc, Director, Loss Pre vention. ftrereationd Boating and Water Safely Committee: Chairman--Admiral A. C. Richmond, Commandant, United States Coast Guard. Official Agencies--U. S, Department of Agriculture, Soil Conservation Service, E. J. Peterson, Chief. 5afety and Training; tS. Department of Commerce, Coast and Geodetic Survey, Captain Junius T- Jarman. Assistant Director, Office of Cartog raphy; U. S. Department of Defense, Department oi the Army, Corps of Engineers, Matt C- Hurrucu. Chief. Project Management Section; C S Department of the Interior, Bureau of Reclamation. Harold 1L Wersen, Regional Safety Engineer, Region i; Fish and Wildlife, John S' Ball. Safety Coordinator; National Park Service. Conrad L. Wirth, Director, Nathan- G. Baker. Chief Safety Officer, AuLYM F. Hanks, Chief of Visitor Protection, Division of Ranger Activities fait.); V, S. Department of the Treasury. United States Coast Guard. Admiral A, C. RICHMOND, Commandant, Captain S. G- Guiu.. Chief, Merchant Vessel Inspection, Calais B, D. ShoemaKKR, J . Executive Secretary', Merchant Marine Council. And organisations of public officials--Council of State Governments, Charles F. Schwas, la., Washington Representative; International Association of Game, Fish and Conserration Commissioners, L. P. Voter, Executive Committee. 'on-offitial Organisations--American Boat and Yacht Council, Ine., E. S. Tuvvtu.iGtR, Secretary, American National Red Cross. Alfred W. Cantwell, National Director, Safety Services. Richard L. Baw.v, Aitmanr Director, Safety Service!, Mater Safety, Charles W. Russell, A*itant Director, Safety Services, Small Craft: American Power Boat Association. Hamv Smith. Jr., Executive Secretary'. Frank J, SKtNNlY, Chairman, Safety Commission; American Water Si* Association. William D. Clif ford. Executive Manager; American Yachtsmen's Aesoeielion, ft if. Phelps. Execu tive Director; Conference for National Cooperation in Aquatics. E E. HotMKGTOV, Bov Scouts of America; National Safe Boating Association, G. H. Chapman, Chair man, F. B. Litton, Secretary; Underwater Society of America, C. B, Davis, Director of Safety; United States Coast Guard Auxiliary, Buss Woodward, National Com modore, Captain Richard Baxter, USCG, Chief Director; United States Power Squadrons, Past Cnitr Comhanotx Kenneth B. Champ, JJSf, Chairman. Planning Committee; Yacht Safely Bureau. Ine., K. S. Tervvillige*. Executive Vice-President .mil General Manager; Young Men's Christian Association, H. T. Frieemooo, Senior Secretary. Health and Physical Education; Young Women's Christian Association, ViAti Gi-apys L. Brown-, Consultant, Health. Physical Education and Recreation. Itusiness and Industry--American Institute of Marine Underwriters, Carl E. McDowell, {Executive Vice-President; American Merchant Marine Institute, Ine., Ralph E. Casey, President, RADM H. C. ShephEard, CjSCG, Ret. (alt.); American Pod dr Textile Company, Hunt! Marc, Vice-Chairman of the Board; American U'ater-ways Operators. Inc-, Braxton B. Carr. President; Boating Industry Magazine, Charles A, Jones, Editor: Century Bool Company, F. L, Hiwnr, Jr., President; Chris-Crafl Corporation, H. H. Coll, President, Goals E. Mallon, Plant Manager, Aigooac Division (alL); Esso Standard Division, Humble Oil & Refining Company, Noxjus C, Barnard, Mana 140 ger. Shallow Draft Marine Sales; Eyerly Associates, [awls H Cahvahas, Director of Water Safety; General Motors Corporation, Detroit Diesel Engine Marine Division, O.vot W. Truxell, General Manager; Gray Marine Motor Company, John W. Multorii. Chairman of the Bo:irl; 1/i`lfmnn Publications, Inc, Runner H, IImifman President; Kiekhnefer Corporation, Subsidiary of Brunr.vuk Corporation, E. f, Kikkiiaoxx, I'rc'iitriit and L,<rjK)ratc Vice Prc-idrnl <n P.rtiiKwick. Frank Si ai roNK, Public Relations Director (alt.); Lone Star [lout Company, T. histur. President; l/rC//or/i Corporation, Scott Division, II. 1J. Atwater, President; Molarboating Magazine, Charia* F. Chapman, M.E., Editor; National Association of Amusement Porks, Pools and Beaches. John S. Bow max, Executive Secretary; National Associa tion of Engine and Boat Manufacturers, Ine, Jo-epii K. Chcutt, Secretary, Gordon W. Rule, Washington Representative. R, D Cupceo.v. Director of Public Relations, Satumai Association of Marine Dealers, Gatis Harpci., Executive Director; A'altorwf Fire Protection Association, Charles S. Morgan. Assistant General Manager; National Stemming Pool Institute, Robert S. Greene, Executive Secretary; Outboard Boating Club of America. Guv \V Huches, Executive Director, Matthew J. Kaufman, Manager, Boating Services and Education; Outboard Magazine, Thomas C Hardman. Editor; Outboard Marine Corporation, W. C. SC0T7, Chairman of the Board; Owens Yacht Division of Brunswick Corporation, CHARLES J. Owen, President; Popular BjoJinp Magazine. Robert W. Carrick. Editor: Sport Fishing Institute, Richard H, Stroud, Executive Vice-President; Universal Motor Company, Ralph G. Kt imokth, President; Yachting ,Magazine, Critchell Rimi.ncion, Editor and Publisher. | Recreational Shooting Safety Committee: 1 Chairman--Louis F. Lucas, Executive Director, National Rifle Association of America. ifficial Agencies--C S. Deportment of Defense, I <e;>jfnir/)t of ihe Mr Force, Cm.. Petek W, Acxell, Chief, MarUsmanditp 4 Support Branch, Technical Training Division; Department of the .ferny, Lt. Cot., Timmvn J Shuh-e. Directorate of i 'rgunixatton and Training, Training Division; Departm.-nt of the Navy, Caht Otto A. Finley, Bureau of Naval Personnel. \-n-official Organizations--American Association /or Health, Physical Education, and Recreation, D*. William H. Cresvvell, Jr., Assistant Executive Secretary, Julian W. Smith, Director, Outdoor Education Project; Izaak Walton League of America, William A. Riaski, Executive Secretary; National Rifle Association of America, loiuts F. Lucas, Executive Director; Frank L. Wvmam, Director, Program Divi*inn; Notional It itdtife Federation, Thomas L. Kimsul Executive Director. hiUirw.il and Industry--Sporting .4rmj end .dmiuumlton Manufacturer* Institute. 1>K Kuvv.vku I.. Kozicky, Cliairmuti, Committee <at ihe Prrvrttti.-ii A.viitem* uilh l**ire- arms, j i.rneral Aviation Safety Committee; | hamnan--Fredehick B. Let, Director j Corporation. Uahngton Office Olin Mutliieson Cticniical official Agencies--Civil Aeronautics Booed, Joseph O. Flult. Cliief, Safely Investigation Division; Federal Aviation Agency, George Prill, Director, Flight Standards Service. K. R. LovExt.vo, Assistant Cliief, Operations Division; L\ S. Department of Agrtaillur,'. Forest Service, Monte Pierce, Chief Aviation Officer, Division of Fire Control; U. S. Department of Commerce, Weather Bureau, F. W. Rejchildlhtex, Chief, N. A. Lilurasce, Associate Chief; U, S. Department of the Treasury, United States Coast Guard, LCDR M. 0. Shboue, Jr., Chief, Flight Safety Branch. hid organizations of public officials--National Association of State Aviation Officials, A. B. McMullen. Executive Director, C. E. A. Brown, Oiairm:m, Aviation Safety committee. <,Jrgi}ttL2utio>u--A*r*itpace Medical elttociatian, RADM JaUU L. HoM~AM>. MU, USN, President; Aircraft Owners and Pilots Associaiton, J. B. HAKTKAMrr, Jk., ['resident; .-tiurriran Medical Association, B. DlxOM HotlAND, M.D,, Secretary. Comm,dec oil Acf"4j'ncc Medicine; . IviiUmnlSpace Writers Association, Rauh H. McClakms, Executive Svcreiarv; t in/ Air Patrol, Stiu-uem D. McElroy, Brigadier General, (ISAF, National Commander, Chi H. W, Rueter, Colonel. USAF, Chief o( Staff. William W, DKALfc. Captain, I'SAF, Chief of Safely: Flight Safety Foundation, Imowc I rnriee Managing Director, MerwYK A. KxArf, Research Coordinator <alt.). Miss Gloria W. Hlath, Director, Private Flying (alt). Flying Physicians Association. Harold N\ Brown, M.D., President-Elect and Chairman. Safety Committee; General Aviation Council, WILLIAM RlQUAJCTH, M.D., Chairman: Harvard University (Guggentunim Center for Aviation Health and Safeiy, Harvard School of Public Health), Dr. Ross A. MacFarlanu, Professor of Environmental Health and Safety, and Director of Guggenheim Center; A'alionol Aviation Education Council, Evam Evans, Executive Director: National Business Aircraft Association, lnc,, B. J. Bercesen. President; National Flying Farmers' Association, L. T. Sutter, President; National Pilots As satiation, David H. Scott, Secretary; Ninety-Nines, fnc., Mas. Eugenia R. Hatsa, Past President; Society of Automotive Engineers, M. LeRoy Stoner, Secretary, Technical Board; University of Southern California, Ca*l Hancey, Dean, University College, and Administrator, Aviation and Missile .Safety Division. Business and Industry--Aerospace Industries Association of America, Joseph T. GCUTINC, Ja., Manager. Utility Airplane Council; Air Poets Magazine, Leightom Colunv. Editor; American Association of Airport Executives, R- RUSSELL Hoyt, Executive Secretary; Business/Commercial Aviation Magazine. \N* G. Osmuk, Editor; Flying Magazine, Gill Roa Wilson*. Editor and Publisher; Link Foundation, Miss Maxilyn Lixx, Executive Secretary : National Aviation Insurance Group, D. W. Kratz, Presi dent; National Aviation Trades Association. Inc, Robert E. Monroc, Executive I hrector. OFFICERS OF THE NATIONAL CONFERENCE FOR FARM SAFETY NATIONAL SAFETY COUNCIL 1961-62 U/mber*--Edward S Adam, Director of Safety, iowa Farm Bureau Federation, Dcs Moines, Iowa; Mrs. Almlr Arm-tmuso, Indiana Farm Bureau Cooperative, Assn., Indianapolis, Ind,, Harxv Bbvmjn. Executive Vice President. Agricultural Hall 01 i-ame. Kansas City, Mo.; Da. John B. Claak, Director ot Extension Service. College* ur Agriculture, University 01 Illinois, Urban*. til.; Onaham T. Coclter, Krali Food> L.o., Chicago, ill.; John F, Da.nlkx, General Motors Corp., Detroit, Midi.; Jack Drle*en, .\Jtiuual Agricultural Chemicals Assn., Washington, D. C; KAnmth V Fiskx. Director ot Farm Operations, VelsicoJ Chemical Corp., Chicago, ill.; Charles Kkedouck, National Retail Farm Equipment Assn., St. Louis, Mo.: Dr. Carl Frischlxecht, Director. Extension Service, Utah State University, Logan. Utah; Mrs. Homer Greene. TutwiJer. Miss.; William Gorman, Aurora. III.; Harold B. Halter, Farm Equipment Manufacturers Assn.. St Louis, Mo.; Pwrr^soa G. E. Henderson, Barrow Hall, University of Georgia. Athens, Ga.; Russell Heston. Farmers Mutual Heinsurance Co.. GrinnelL Iowa; Douglas Hewitt, Farm Equipment Institute, Chicago, 111.; Edward F, Holttjl Director, Fanners Home Administration. United Slates Dept. t.i Agriculture. Baltimore, Md.; Robert Hower, National Vo-Ag Teachers Assn., hycatnore, iiL; Mi Amy Kelly, College ot Agriculture, University of Missouri, Columbia. Mo.; Keith Kirkpatrick, Radio Station WHO, Des Moines. Iowa; Edward K. Klamm, Allstate insurance Co^ Skokie, IiL; Mrs. Dorsey Kirk, Illinois State Grange, Oblong, HI.; Da. L. W. Knapp, Assistant Professor and Agricultural Safety Engineer, Institute oi Agricultural Medicine, College of Agriculture, State University of Iowa, Iowa City, Iowa; William Kuhfuss, President, Illinois Agricul tural Association. Bloomington, IIL; Frank Laoerer, Director of Safety, Nationwide Insurance Co.. Columbus, Ohio; S. E. Larsen, Michigan Farm Equipment Association. Grand Rapids, Mich.; Proftssok E. W. Lehmann, Urban*, III,; Mary F. Lyle, 4-H and YMW Programs, Federal Extension Service, United States Dept of Agriculture, Washington, D. G; S. P. Lyle, Extension Service. United States Dept of Agriculture, Washington, D. C.; Ma>. Mabel C. Mack, Extension Service, Oregon State Uni versity, Corvallis, Ore.; John Marks, Rural and Education Division. Automotive Safety Foundation. Washington, D. C.; Norman Minimum, Director, National 4-1 ( '`crviee Committee, Chicago, IIL; Hcrschkl Newson, Master, National Grange, Washington, D. C; Guy L. Noble, Chicago, 111,; V. S, Peterson, E. 1. du Pont de Nemours Sc Can, Atlanta, Ga.; Harry Poxtious, Columbus, Ohio; Harry Powell, `Goodyear Tire and Rubber Co., Akron, Ohio; L. W. Randt, Oliver Corp., Chicago. HI.; Frank Reynolds, Manager, Agricultural Extension, United States Steel Corp.. Pittsburgh, P*.; Miss Louise Rosexfeld, Assistant Director, Home Economics. Co operative Extension Work. University ot Iowa, Ames, Iowa; Paul Sanders, Editor, Southern Planter, Richmond, Va ; PkOtTSsoR A. I. ScHWANTXS, Head. Dept, ot Agricultural Engineering, University of Minnesota, St Paul, Minn.; C. G. Scruggs, Progressive Farmer, Dallas, Texas; Charles ft. Shuman, President, American Farm Bureau Federation, Chicago, III.; Dr. W. T. Spanton, Dept, of Health, Education and Welfare, United States Office of Education, Washington. D. G; Arthur Stapel, Fox Valley Cooperative, Inc, Appleton, Wis.; Randall C. Swanson, Fann Safety SpcaalisL College of Agriculture, University of Wisconsin, Madison, Wis.; E. VV. Tanquaey, International Harvester Co., Hinsdale, III.; Robert E. Taylor, Advertising Division. Republic Steel Corp., Cleveland, Ohio; Mrs. Helen Turner, Division of Home Economics, Federal Extension Service, United States Dept, of Agriculture, Washington. D. C.: F. R. Willsey. Farm Safety Specialist, Dept, of Agricultural Engineering, Purdue University. Lafayette, Ind.; Dr. W. B. Wood, Director, Extension -ervice. College of Agriculture, Ohio Slate University, Columbus Ohin; Carlton /ink, I'r-xfuet Research Department. Deere and Co,, Moline, IIL l i't OFF/CERS OF THE HOME CONFERENCE NATIONAL SAFETY COUNCIL 1961-62 ( Kabckt A.kdersos, Director. Bureau of Health Education. Virginia Department oi Health, Richmond, Va.; Mas. Harkieett G Baker, De* Plaines, III.; Paul E, Baselem, Executive Secretary, Building OiTicials Conference of America, Chicago, III.; W. W, Bauer. M.D., Director. Bureau of Health Education, American Medical As sociation, Chicago, 111-; Mas. P. D. Bevil, Sacramento. Calif ; Tom Blakely, Di rector ot Technical and Maintenance. National Association of Housing & Redevelop ment Officials, Chicago, III.; Hawv H. Brainerd, Executive Manager, Western Pennsylvania Safety Council, Pittsburgh, Pa.; Percy Buckx, Genera! Manager, Na tional Fire Protection Association, Boston. Mass.; Mas. Lucile Bush, Consumer Education Director. Johnson's Wax, Racine, Wis.; Dennis M. Butler, Advisory I'oordmacor, Accident Prevention Program. Mississippi State Board of Health, Jack>^n. Miss.; Wau V, Buzzell, Assistant Director of Technical Services, Research aid Technology Division, National .Association of Home Builders, Washington, D. C. j M rxEO W. Castwell. National Director. Safety Services, American National Red Cross, National Headquarters, Washington. D C.; Mis* Jessie Cartwright, Di rector of Home Economics, Norge Sales Corporation, Chicago, flL; Mas. ifAXftXE IS Cavekdek. Accident Prevention Coordinator, Tennessee Department of Public Health, Nashville, Tenn.; Miss Bernariune Cekvinski, Director, Division of Health Education. North Dakota State Department of Health, Bismarck, N. D.; A. L. Chapman, M.D., Assistant Surgeon General, Chief. Division of Accident Preven tion, Public Health Service, Washington, D. C; Austin C, Chhjlyter. t*. Reid Representative, Delaware Safety Council, Inc., Wilmington, Del.; Marian M, Crane, MIL. Assistant Director, Division of Research. Children's Bureau, Soria! Security VdmtniMrauon. Washington, D. C; Walter A. Cutter, Ph D.. Director. Center iir Safety Education, New York University, New York, N`. Y.; Miss Nettie Day. Chief, Accident Prevention Section, Division of Epidemiology. North Carolina State Ikiard .f Health, Raleigh, N. C; Miss Helene Utilise, Acting Director, Divi,(ri of School. Farm ft Home Safety. Iowa State Department of Health, Dcs Moines, tows; Miss Edith R. Doane, Director, Women's Division. New Jersey State Safety ('..iincil, Newark. N. J.; Cuhtos W. Dreyrr, Managing Director, Eastbay Chapter National Safety Council. Oakland, Calif.; I.Vjxalo A. Duxeijow. M.D., Depart ment of Health Education. American Medical Association. Chicago, 111.; Howard Knnes, Director, Bureau of Health Education, Equitable Life Assurance Society. New York. N. Y.; Au*e S. Ercolaxo, Executive Director. American Nursing Home Association, Washington, D. C.,` Robert G. Frazier, M.D,, Secretary, Ameri can Academy of Pediatric*. Evanston. 111.; Victor B. Fvqva, Director, Accident Prevention Program, State Department of Health, Frankfort, Ky.; E. M. Gearhart, Jr., Managing Director, Spokane Area Safely Council, Spokane, Wash,; Mrs. Sally Ccnbrew, Director. Home Division, Louisville Safety Council, Louisville, Ky.; Victor C Giuxxtsom. Minneapolis, Minn.; Dam D. Gowtxcs, Director, Division of Envirrxtmoual Safety, Pennsylvania Department of Health. Harrisburg, Pa.; L. A. Havoo. Director, Program Development, Kiwanis international, Chicago. III.; Bovo A. Hartley, Administrative Assistant, National Board of Fire Underwriter*, Chicago. 111.; Hawjld Horowitz, Assistant Director for Technic*! Programs. Building Re search Institute. Washington, D. C; Mis. Berke Jacorsln, Safety Chairman, Na tional Congress ot Parents * Teachers, Seattle, Wash.; Rudaxo A. Jones. Director. Small Homes Council, University of Illinois, Urbans, III.; Miss Elizabeth Kase\, Safety Consultant, Safety and Occupational Health Bureau. Metropolitan life In surance Company. New York, N. Y.; Mark Kenyon, Ph.D,, Executive Director. Nassau County Medical Society. Garden City, N. Y.; William .1. Kerns, Safety ISO Mxiiuf^ctunnL; Division, Humble Oil & Refining Cortt|rauy, Linden, N. J.; \*\ulz Kraus, Director, Division of Accident Prevention, Arkansas State Board f Health. Uttlc Rock, Ark.; Eugene L. Lehr, Chief, Program Planning & Con-uhatjcn Branch. Division of Accident Prevention, Public Health Service, Wash ington, D. C; Fan* Long, M.D., Director of Health. Peona City Health Department, Peoria, Ilk; Miss Anne Lync, Associate Director, Home Economics Department, Proctor Sc Gamble Company, Ivorydate Technical Center, Cincinnati, Ohio; Robert j Mason. M.D,, Director, Poison Control Center, St. Joseph Mercy Hospital, Pontiac. Mich.; Stanley A. Mate. Director. Training Activities, National Rifle Association of America. Washington, D, C.; Mrs. Marjorie B. May, Director, Home & Edu cation Division. Greater New York Safety Cotmal. New York, N. Y,; Lzvittx MenI'Tl. Associate Director, National Health Council, New York, N. Y.; Earl D. Miller, Manager. Safety Sc Health Department, U. S. Junior Chamber of Commerce, Tulsa. Okla.; Donald E, Muufors, Trustee, Kiwanis International, New York. N. Y.; James E. O'Neil, Director of Industrial Service, National Society for the Pre vention of Blindness. New York, N. Y.; Lewis G. Polx, Consultant, Accident Pre vention Program. State Department of Health, Oklahoma City, Okla.; Marvin H Powmj_ Managing Director, Washington State Safety Council, Olympia. Wa*li ; Kduaro Press. M.D., Public Health Director, Evanston Department of Health, Evans ton, 111 ; A. B. Rosextolo, M.D., Director, Division of Special Service*, Minnesota Department of Health, Minneapolis. Minn.; Miss Luida E. Sanders, Director, Health Education Division, Wisconsin State Board of Health, Madison, Wis.; George I_ Scharri.nghausix, Jr^ Park Ridge, III.; C. George Seceler, Engineer of Utiliza tion. American Gas Association, New York, N. Y.; Miss Javne S hover, Associate Director. National Society for Crippled Children and Adults. Chicago, lit; Henry C Sited, Jr, Senior Sanitary Engineer, Research Grants Branch, Division o; Environmoital Engineering and Food Protection, Bureau of Stale Services, Was! ington, D. C: Mrs. E. L. Survant, Vice President, National Home Demonstra tion Council. Trinchera. Colo.; John C. Thornton, Consulting Architect Royal Oak, Mich.; Emil A, Tzaoxt, Chief, Community Hygiene Section, Division of Environ mental Health, Philadelphia Department of Public Health, Philadelphia. Pa ; Miss Ruth Tuckey, Executive Director, Community Nursing Service of Oak Park and River Forest. Oak Park, III.; Spalding Waggener, Building Editor, House and Carden. New York, N. Y.: Claudius J. Walker. Consultant, Accident Prevention Program, Bureau of Special Health Services, Florida State Board of Health. Jack sonville, Fla.; Earl R. Wallace, Senior Safety Engineer, Accident Prevention Sec tion. Industrial Safety Department. Kodak Park Works, Rochester. N, Y.; H. H. Watson, Commercial Engineer, Sale* Department, Construction Materials Sales Op erations, General Electric Company, Bridgeport. Conn.; Mis* Mary M. Weeks. Pro gram Specialist. Health and Safety' Education, Girl Scouts of the U. S. A.. New York, N. Y-; Mrs. George Welles, Jr., Duluth. Minn.; Miss Janice R. Westary, Acridoit Prevention Program Director, Division of Special Health Service*, New York State Department of Health, Albany, N. Y.; S. L. Willlams, Employee Re lations Department, Safety and Fire Protection Division, E. I. du Pom dr Nemours & Company, Inc.. Wilmington, Del.; Mrs. Sztta Wilson, Hcallli Education Con sultant, Washington State Department of Health, Seattle, Wash.; Tyree C. Wyatt, M.D., Syracuse, N. V, VTC Vice President Par Htnnes--George M. Wheatley, M.D, Third Vice President .mil Medical Director. Health and Welfare, Metropolitan Life insurance Company, New York. N. Y. 151 OFFICERS OF THE NATIONAL COMMITTEE OF RELIGIOUS LEADERS FOR SAFETY NATIONAL SAFETY COUNCIL 1961-62 l h.itriium: Arthur D. Lanoux, Prc-tdcm, McCall Corp., New 'lork, .\, Y.; Rabbi Mokki.i Adi.lk, Coiiyrcy^imn Shaarcy Zadck, Detroit, Mich,; Rev. Ur. O. V* Anhhson, President, Central Conference of Augustana Lutheran Church, Giicago, III.: RevRobert B, AppiXYARf, Christ Episcopal Church, Grecnwtch, Conn.; Rev Don Benton. Highland Park Methodist Churrh, Dallas, Tex.; Rev. Cregohy Reev, S. C. J., Sacred Heart Southern Missions, Walls, Miss.; Rev. Bernard Lra'K.vmp, Chaplain. Hou of Keprc'cntativcs. Washington, D. C; Erwin Caniiam, Editor, Chnttian Scirne,' Monitor, Boston. Mass,: Dr. Ek.ax H, S. Chandler. Executive Vice PrcsulcniChurch Federation of Greater Chicago, Chicago, III.; Rabbi Sfamouk Cohen (Representative) Synagogue Council of America, Anshe Emet Synagogue, Chicago, 111.; Rev. Evacoxas Constantinides, Sl Demetrios Greek Orthodox Church, Chicago, ill-; Rev. Da. Clair M. Cook, Education Director, Religion and Labor Council of America, Washington, D. C.; J. Lloyd Evans, Associate Director. National Con ference of Christians and Jews, Inc, Dallas, Texas; Dr. Abraham Feldman, Rabbi. W. Hartford, Conn.; Rev. Francis L. Filas, S. ,f., Loyola University, Chicago, Ilf : Geotot Foao, Executive Director, National Association of Evangelicals. Wheaton. III.; Rev. Ray Gibbons, Director, Council for Christian Social Action, United Church <> Christ, New York, N. Y.; Rev. Robext Gru.now, Plantation, Fla.; Rev. Da. !ohx W Harms, General Secretary, Assoaation of Christians Churches in Indiana, Indianapoliv Ind.; Rev. Da. Howard Harper, National Council of the Protestant Episcopal Church. New York. N. Y.; Rev. Dr, Frederick Brown Harris, Chaplain, United State' Senate, Washington, D. C,; Very Rev. Msgr. Cmwce Higgins, Director. Social Action Department, National Catholic Welfare Conference. Washington, D. C.; Rxv. D Cvkamne R. Hooton, General Secretary, Methodist Board of Temperance, Washington. D. C; Mas. Abbie Clement Jackson. Louisviiic, Ky.; Rev. Frank Jacobsen, Zion Lutheran Church, San Francisco, Calif,; Rabbi Morris Katz, St. Paul, Minn.; Rev. Da. Martin Luther King, Jr., The Ebenezer Baptist Church, Atlanta, G*.; Mas. Htoco Kodani, Pacific Palisades, Calif.; Dr. Gordon_W. Lovejoy. Assistant Director, National Conference of Christians and Jews, Inc., Guilford College, N. C: Rev. M. P. Llttneaa, Trinity Lutheran Church, Bismarck, N. D.; Rxv. Da. Vernon MacXrill. Executive Secretary, Illinois Council of Churches, Springfield, III.; Dr Ijmjia I,, Mann. Rabbi. Sinai Temple. Chicago. III.; Rev. Da. Martin Marty, A` tate Editor, Christian Century, Chicago, III.; Howard C. Maxwell, Board Chriitian Education, United Preshytcrinn Church in the U, S. A., Philadelphia. I'a ; Kit. Da. Duke K. McCall, President, Southern Baptist Theological Seminary, Louis ville, Kv.; Kov .1. McCorkel. American Friends Service Committee, Inc. Phila delphia, Pa.; Miss Margaret Meauy. Executive Director, National Council of Oatnohc Women, Washington, D, C.; Ret. James A. Millard, Stated Clerk, Pres byterian Church in the U. S.. Atlanta. Ga.; Rxv. Russell Olsox. Vice President, Religious Activities Division, Sioux City Safety Council, Sioux City, la.; Dean A. OsTEJtatac, Seattle, Wash.; Rxv. Da. Daniel A. Pouno, Editor, The Christian Herald, New York, N. Y.; The Honorable Thomas M. Powers, judge. Municipal Bldg., Akron, Ohio; Rabbi I vcob Pressman, Los Angeles, Calif.; John M. Pugh. General Secretary, N MCA, Portland, Ore.; Rev. Sheldon Rahn, Executive Di rector, Department .f Social Welfare. National Council of the Churches of Christ m the U. S. New York. H. Y.; Rev, Dr. W. Henry Shiixinctton, Pletd Sec retary, General Board of Pensions of the Methodist Church, Chicago, 111.; Shelby 152 wctiivKu, Editor, Nationwide World! Dividend, Nationwide Insurance, Columbus, ntiMi; The Verv Rev, Hilary Sullivan, O, F. M, Guanjiit- i Rector, St. An- 111*>iivShrine, Ihmun, Mass.; Rev. Da. Ai.rar.u W. Sw.vn. First v .i-crr.MtiMi.il Church, Madison, Wiv; Da. Marc TanehrAUM, l*cpariincnt nf Init-mliaimi-i SlDir*, \nwr- can Jewish Committee, New York, N. Y.; Rev. John W. Tiii.\-, I'.xwiitivp Di rector, l>epurtment ol Christian Social Progress, American Baptist t_<<menlion, New York, X, Y.; Foy Valentine. Executive Secretary, Christian Lile Commission of the Southern Baptist Convention, Nashville. Tenn.; Rxv, Charles C, Webber, De- fartment of Religious Relations, AFL-CtO, Washington, D. G; Rev, EowtN T. S\ illi.vm?, St, .Andrews Episcopal Church. Lawrenceville, Va,; Martin Worn, Na tional Council of Catholic Men, Washington, D. C. OFFICERS OF THE WOMEN'S CONFERENCE NATIONAL SAFETY COUNCIL 1961-62 Sfembtrs--Mas. Hkien V, Agnew, President, Quota Club International, Inc., Neon Sign Service Co, Monroe, I .a.; Miss Virginia R. Allan, Second Vice President, National Federation of Business and Professional Women** Oub, Inc, Wyandotte, Mich.; Miss Dora Lee Auen, General Secretary, Quota Club International, Washington. 0 C ; Mis. SiD.vfY R. Almquist, President, Woman's Auxiliary to the National Federation of Post Office Clerks, Seattle. Wash.; Mas. M. Virginia Anderson, President, Pilot Club International, Poplin. Mo.; Mas. Almex Armstrong, Coordina tor, Organization Relations. Indiana Farm Bureau Cooperative Assn,, Indianapolis, Ini (Member-at-large): Miss Waxy Katharine Bashes, Safety Chairman. General Federation of Women's Ctubs, Charleston, W. Va.; Mss. W. B. Baud, National Council of State Garden Clubs, Wilmette, 111.; Mss. Acmes D. Beaton, Director. Women's Division. Allstate Insurance Company, Washington, O. C. (Member-at-large): Mi>s Mildred Bell. Foster & Klei*er, San Francisco, Calif. (Member-at-large); Mas. Rex Box, Women's Activities Office, Office of Emergency Planning, Washington, D C.: Mas. Ra< V, Btenter, Superintendent, United States Mint. Philadelphia, Pa (Member-at-large); Mis. Humah Bduan, B'nai B'rith Women, Chicago. III.; Mkn. Lucille Lilakesley, Factory Insurance Association, Chicago, 111 (Member-atlarge); *Mts& Ruth A. Bottomly, Comultant for Safety and Health, National Congress of Parents and Teachers. Chicago. HI. (Observer); Mrs. Lucile Bush. Consumer Education Director, Johnson's Wax. Racine, Wis. (Member-at-large); Mas. Coula P. Btnux, National Association of Women Lawyers, Chicago, III.; Hoh. Marcueute S. Church, Member of Congress. Congressional Office Building. Washington, D. C (Member-at-large); `Mas. Gloria I. Clark, Amvels Auxiliary, Lineolnwood, til.; Miss Martha Crank, President-elect, American Women in Radio and Television, Director. Women's Programs, WLS Radio Station. Chicago. Ill,: Mrs. Rosert B. Crane, American Farm Bureau Women's Committee, Pittsdown, N. J.; Dr. Dorothy Darling, Director, Northeast Central Region. American Medical Women's Association, Gary, Ind.; Hon. Mattie Belie Davis, judge. Metropolitan Court of Dade County, Miami, Fla. (Membcr-at-largc) : Hon. Frances L. Dawsoh, National Order of Women Legislators, Evanston, III.; Miss Margaret Diwer, Second Vice President, John Hancock Mutual Life Insurance Co., Boston, Mass. (Memberat-large) ; Miss Dorothy Downs, Assistant to Director of Engineering, Firemen's Mutual Insurance Company, Providence, R. I. (Member-at-large and Conference Chairman); Mu. Marguerite McCare Drum. Assistant Engineer, American Tele phone and Telegraph Company, New York, N. Y. (Member-at-large); Miss Marion Eastman, Chicago, III. (Member-at-large); Mrs. Harlan English, President, Woman's Auxiliary to American Medical Association, Danville, 111.; Mrs. Randall W. Everett, Jt, Thomasville, Ga. (Member-at-large): Mrs .1. Ralph Ewing, Safety Chairman. Woman's Auxiliary to the American Optometric Association, Fort Worth, Texu; "Mrs. Glenn W, Focxers, Ladies' Auxiliary to the National Rural Letter Carriers' Association, Joliet, It!,; Miss Eleanor Freeman, Public Safety Chairman, Zonta International, Evanston, 111.; Mrs. Gertrude H. Freak. General Personnel Supervisor, New York Telephone Company, Brooklyn, N. Y. (Member-at-large and Hoard Representative); Mrs. Jean Wood Fuller, Western Instructor Training Center. Office of Civil and Defense Mobilization, Alameda, Calif. (Member-at-large) ; MiS.< Ruth Galunot, President, National Secretaries Association, Chicago. Ill,; Mu. Ross Geahah, Chairman, Women's Division, Safety Council of Greater Lansing, Lansing, Midi.; Da. Lillian M. Gilbreth, New York. N. Y. (Member-at-large); Mr* Marjorie Gillespie, President, National Home Demonstration Agents' Association, i'urley, Idaho; Mtss Alice M. Giroux, Safety Chairman, American Council of Rail road Women, Supervisor of Stewardess Service, Baltimore and Ohio Railroad Company. Chicago. III.; Mrs. L. H, Golson, President, Ladies Auxiliary to the National Rural Letter Carriers Asia, Prattville, Ala., Mr*. Mary Gorman, Grand President. Ladle* Suxiliary to the Brotherhood of Railroad Trainmen, Columbus, Ohio; Mrs. Rosa L. Gragg. President, National Association of Colored Women's Club*, Detroit, Mich., Mrs. Robert S. Gunderson, Rapid Citv, S. Dak. (Member-at-iarge); Mrs Victor Haflich. State Chairman, Farm Bureau Women. Garden City, Kan. (Member-altarge); Mrs. Ralph Haij, National President, Amvct* Auxiliary, North Attleboro, Mass.; Mrs. Mame Mason Higgins National Council of Negro Women, Chicago, III.; Mrs, Arthur R. Hill, Chairman, Women's Divisiun, Scattle-King County Safety Council, Seattle, Wash.: Mrs, George L. Holm, Ladic* Auxiliary to the Veterans of Foreign Wars of the United Slates. Chicago. III.; Mr*. Fi-orence \ii.ex Hoi.me*. rrc*iiient. National Association of Negro Bumcs and Professional Women's Club*, Matsapcqua, N. V.; Mtss. Merceiies Hurst, Public Relaltons Consultant, International Harvester Company, Chicago, III, (Member-at-large); Mrs. Berne Jacobsen. Safety `hairman. National Congress of Parents and Teachers, Seattle, Wash. (Observer); Miss Catherine JarbOE. Publication* Editor, National Council of Catholic Women. Washington. D. C; Mrs. Liosel Jarvis, Safety Chairman. National Home Demonstra tion Council, Esmond, R. L; Mrs. Ernest A, Johnson, National Board Member, Young Women's Christian Association of the U, S-, Lake Forest, III.; Miss Makv Kerrigan, Public Relations Department, Firestone Tire and Rubber Company, Akrnn, Ohio (Member-at-large); Mrs. John E. Krueger, Milwaukee. Wis, (Member-atiarge, Board Representative and Conference Vice Chairman); Da Lillian Lindkmanh, Richmond. Va. (Member-at-large); "Mr*. Samuel $. Lombari, National Safety Chairman, Woman's Auxiliary to (he American Medical Association, Jacksonville, Fla.; Mrs. Elba Luebbert, Secretary-Treasurer. A F.L.-C.I.O, Auxiliaries, Washington, P, C ; Mrs H. Edmund I.unkcn. President, Association of the Junior Leagues of \menca, Inc., Cincinnati, Ohio; Mrs. Dorothy Fieoert Lux, President, American Home Economics Association, Washington, D. C.; Mtss Marie C, McGuire, CommisMoner, Public Housing Administration, Washington. D. C, (Member-at-large); Mrn. I Howard McKay, National President, The American Legion Auxiliary, Indianapolis, Ind ; *Miss Marion A. McKinney, American Council of Railroad Women, Chicago, 111 ; Mrs. F.thel McLeu-an, Director of Women's Activities, Department of Trans port, Toronto. OnL (Member-at-large); Hon. Gerai tune Macelwahe. Judge, t'nurt of Common Pleas. Lucas County, Toledo, Ohio (Mcmber-at-largc); Mis* St \RtON E. Martin, Commissioner. Department of Labor and Industry, Augusta, Me. (Membcr-at-targe) ; Miss Jessie B. Matson. Public Affairs Committee, Soroptimi*! Federation of the Americas, Inc., St, Paul, Minn.; Dr. Erne-tine Milner, President, Mtrusa International, Inc,, Professor of Psychology, Guilford College, N. C,; Dr, Nuth Morris, Viee President in Charge of Women's Activities Division, Toledo* Lucas County Safety Council, Toledo, Ohio; Mrs. Carrie Noellinc, Kansas City. Mo. (Member-at-large); Mrs, Henry G, Hulton, President, Reserve Officers Asso ! ciation Ladies Clubs of the U. S., Hillside, X. J : Mtss Katherine Peden, President. National Federation of Business and Professional Women's Clubs, Hopkinsville, Ky.; Mrs. Louts L. Perlman, Wilmette, III. (Membcr-al-large and Board Reprc,'i amative); Mrs. Esther Peterson, Assistant to Secretary of Labor, Director of ' Women's Bureau, Department of Labor, Washington, D. C.; Mrs. Henry S Pierson, ? Des Plaines. 111. (Member-at-large) ; `Miss WttDA Richardson, Executive Director, i, I'ilot Club International, Macon. Ga.; Mrs, Jean Wade Uimh.aur, Vice President, i Batten, Barton, Durstine A: 0bom, Inc., Xcw York. N. Y. (Mcmbcr-at-largc); Mrs. Catherine Ryan, Women's Division, Greater Minneapolis Safety Council. Chief > Operator. Northwestern Bell Telephone Company, Minneapolis, Minn.; Mrs. Evelyn j Nelson Ryan, Vice President, Women's Division, The Greater Kansas City Area s Safety Council, Kansas City, Mo.; Mrs. Kaymo.su Sa t ke, Ackworth, Iowa (Member- ! at-large and Vice President for Women, N.S.C., Board Member); Mrs. Haven SMITH, Chairman, American Farm Bureau Women's Committee, Chicago, til.; Mrs. I Sidney W. Stevens, Beverly Hills, Calif. (Member-at-large); Mr*. Fred Strauss, 1 155 Scgum, Tcx (McmLcr-at-iarge}; Mu*, j Fouxr Tillman, President, Women's Division of Gimtian Service. Methodist Church Board of Missions, Lewisburg. Tow.; M*. D. V. Topi. Director. Women's Division, Automotive Safety Foundation, Washington, D. C. Membcr-at-krgej; Mas. Freb J, Tooze, President, National Women's Christian Temperance Union, Evanston, II!.; Mas. Helen Turner, As sistant Director. Di\ii<*n oi Home Economics Programs, Federal Extension Sen1 ire. V- 5 Department of Agriculture, Washington, D. C; Mas. E. AcTHUft Undeewood, Vancouver, Wash. (Member-at-large and Board Representative); Mas. Bernice T. Van ki Vires, Member, Chicago Transit Board, Chicago Transit Authority Wumetka. IIL (Member-at-large and Board Representative) ; Miss Carol Van Sickle, Suit Editor, National Board of Fire Underwriters, New York, N. Y. (Member-atlarge); *Mts* Ham. I'. Williams, Executive Director, Altrvsa International Chicago. IU.; libs Charlene Wilson, Public Safety Chairman, National Association of Insurance Women, Omaha, Neb.; Mu*. Arthur L. Izpt, President, National Council of Calltolic Womot. Wasliington, D. C. Alternates 156 OFFICERS OF THE YOUTH SERVICE COMMITTEE NATIONAL SAFETY COUNCIL 1961-62 i h.itrnum -- I*v\in M. Hi-ci.n.. Director, Hcnlth ami S,ueu Venire. National Council. !!<> Scout* of America. New llrimsuick, S. ,1. S'athmul /// Service Committee tne.--Kenneth Anuerson, Woeiatc Director, Naiwmal -1-H Service Committee. Inc., Chicago, IIL I'i'tributive Education Clubt of Amcrieo--Habxv ArPTECATE. Kxmiltvc Secretary. Di-- inlnitivc Education Club* of America, Washington. D C American Junior Red Crots-- Livingston L. Blau, National Director, American junior Red Cms, Washington, D. C. Solional Catholic Welfare Conference--The Reverend John J. Coxniff. Acting Di rector. Youth Department, National Catholic Welfare Conference, Washington, U. C. Xotional Fnrmrrr Union--Dr. John M. Eklund, Director of Education, National Farm er* Union. Denver. Colo. Xotionai Jewish Welfare Board--Miriam Ephraim, Program Director, Jewish Com munity Center Division, National Jewish Welfare Board, New York, N. Y. CnHs Clubt of America, Inc.--Sonora Cornu, Director. Public Relation*, Girls Clubs of \merrca. Inc.. New York, N. Y. Future Farmers of America--WttLt\M Paul Gray. National Executive Scrretarv, Future Farmers of America, U. S. Office of Education, Department of Health. Education, and Welfare. Washington. D. C. ffi>v Scouts oj America--Donalw M. Him.in-. Director, Health and Safety Service, Na tional Council, Boy Scouts of America, New Brunswick, N. I. Xalional Grange Youth--Wn Jusn. Director of Youth Activities, National Grange Youth, Washington, D. G. Xalioniride Insurance Company--Frank E. Laderer, Director of Safety, Nationwide Insurance Company, Columbus, Ohio Cooperative Extension Service--Da. Mary France* Lvue. State Home Demonstration l-eadcr, Cooperative Extension Service, Agricultural College, South Dakota State College, Brookings, S. D. Boys' Clubt of America--Alex A. Maleski. Assistant Director, Boys' Clubs of America. New York, N. Y. Automotive Safely Foundalion~-joHx L. Marks, Director, Rural and Education Divi sion, Automotive Safety Foundation, Washington, D. C fChiranis International--J. Frank McCabe, Director. Key Clubs, Kiwanis International. Chicago, IIL Xotionai Council of Ike Young Men's Christian Association--Sanforu M. Reece, Sec retary for Work with High School Youth, National Council of the Young Men's Christian Association, New York, N. Y. 157 Future Homemakers of Amencs--Mildred Reel, Assistant National Adviser, Future Homemakers of America. U. S. Office of Education, Department of Health, Educa tion, and Welfare. Washington, D. C- Amcrican Firm Bureau Federation--Claut* oe St. Pa**, Program Assistant, Ameri can Farm Bureau Federation, Chicago, HI. Camf- Fire Girls. Inc -- Euiawtth SraOM, Assistant Director of Camping. Camp Fire ('.iris, Inc., New York, N, Y. junior Achievement, Ine.--HUGH B. Sweeny, Jk.. Program Director, Junior Achieve ment. Inc, New York. N, Y. S'aticmal Student Nurses' Association, /nr.--France* Tommunf, Executive Secretary. National Student Nurses' Association, Inc, New York, N. Y. science Clubs of America--LtM.nc V. Watkins, Executive Secretary, Science Clubs of America. Washington, D. C. f.'iW Scouts of the USA--Mary Weeks, Health and Safety Adviser, Girl Scouts of the USA. New York, N. Y. United Christian IWA Movement--John S. Wood, Associate Executive Secretary, United Christian Youth Movement. New York, N. Y. Younf Women's Christian Association--Sara-Aiyc* P. Weight, Consultant. Teenage Programs, Young Women's Christian Association, New York, N. Y. PLAN NOW- TO ATTEND THE 1962 NATIONAL SAFETY CONGRESS Celebrating the SOth Anniversary of the NATIONAL SAFETY COUNCIL WHEN: Octobar 29 through November 2, 19*2 WHERE: Conrad Hilton Hotel, Chicago The National Safety Congress brings together safety people from all over the country--10,000 of them! By attending the Congress you become part of the largest and most important safety meeting of the ;j year. You meet safety men with the same safety problems and respon sibilities you yourself have. You exchange views and ideas on accident prevention, health, hygiene and fire prevention--on safety in industry, in traffic, at school, at home and on the farm. From a program of more than 400 meetings, discussions and demonstrations you select the activities that interest you most and that most closely relate to your safety work. This week-long educational program--planned and pre sented by the National Safety Council--can be your most inspiring, most thought-provoking safety experience of 1962. Sea the Latest in Safety Equipment At the Greatly Expanded Congress Exhibit Hall See nearly 300 exhibits 1 This alone--the largest of all safety equip ment exhibitions--will make your trip to the Safety Congress worth while. The industry's leading suppliers will display their newest and best safety products for your inspection. See . . . compare . . . ask questions. There is no finer opportunity to reach well-informed buying decisions for your company. 1SS CONTENTS COAL MINING SESSIONS Safety Aspects in the Modernization of a Coal Mine T. K. Do/e 3 Methods of Using Auxiliary Fans for Face Ventilation with Continuous Mining Systems ... ....... Paul C. Liftgo 6 Control Or Extinguishment of Gob Fires Paul M. Budiak I I Hazards Encountered in Mining Thick, Inclined Coal Beds . Emtry C. O/sen IB Dust Study Program, Pennsylvania Department of Mines and Mineral Industries. ... . . ,W. Roy Cunningham 24 Safe Practices m Strip Mining . ... Eugene E. Qutnon 28 Experience in Fighting Mine Fires with Foam Fire-Fighting Apparatus ..............Will B. Jamison 32 Developments in the Use of Fire Resistant Hydraulic Fluids for Underground Coal Mining Equipment............................ J. H. Minnie* 43 Developments in Methane Monitoring ......................... D. H. Ztlltn 44 Officers of the Coal Mining Section, 19c.-62 ....... Other Volumes of 1961 National Safety Congress Transactions 49 Back Cover COAL MINING INDUSTRY SAFETY ASPECTS IN THE MODERNIZATION OF A COAL MINE By T. K. DALE Safety Director Alabama By-Products Corporation Birmingham, Alabama Southern Electric Generating Company Mine, No. 1. is opened m the Mary Lee seam of the tt'imor Coal Field, near the town at Pamsh which it located about 35 mites west of Birmingham. It was con structed and is operated by the Alabama By-Product* Corporation on a management tee basis. Access to the coal seam U gained bv two vertical shafts and one slope. One of the .hafts is used for return air and die other is used for an intake. \n automatic elevator is installed m the intake .shaft for transporting personnel and small supplies. The slope serves as an addi tional intake and a second escapeway to the ruriace. It is also equipped with a supply tack and a belt which hauls the coal from ire <l^pe bottom to the surface. The coat seam averages 55 inches in thickn<./t which includes 6 inches of rock near ;ic lottom ot the seam. It is essentially riat, however, local grades up to 10 per cent 7 .we been encountered. Generally the top is -hale of good structure- However, it doe. ,iry considerably throughout the mine. CmI production was started in September, 1959 and reached the contract tonnage rate of 1,500,000 tons of washed coal per year in December, 1960. All of the coal is eonumed at the Electric Utility Plant at Wilonville. Production is from conventional type, off track equipment .md haulage is by means of conveyor belts. In designing and developing this mine the aim was to make it the safest and most efficient mine possible. Safety in the selec tion of equipment and mining plans was given primary consideration to protect the health and lives of the employees. Equal consideration was given toward selecting and training of personnel. Production was commenced by using a nucleus of trained men from a previously closed Alabama By-Products' mine. Then a personnel department was set up to interview and obtain a biographical record of all pros pective employees Lalcr the background of the applicant was investigated with empha sis being placed on past work experience .md his ability to get along with other people. To further assist in selecting employees, especially the young inexperienced men, men tal ability and manual dexterity tests were given. Failure of any of these tests did not necessarily eliminate a man from considera tion as there are job* which do not require these qualifications. Each man has t>> pass a rigid physical ex amination which includes a back and chest X-ray, We feel that these examinations are essential in building a sound safety pro gram because "physical fitness" is one of the great factors we have in eliminating ac cidents. The sai'etv department initiates the train ing program for all new employees. We firmly believe that getting the men started off on "the right ioot" is very influential m developing a safe workman for the fu ture. After briefing by the safety depart ment the new man is transferred to the operating department as a trainee. There he is given oo-the-job training until, in the opinion of the supervisor, he can safely han dle the job he is performing. Other educational programs include acci dent prevention courses, first-aid and mine rrseue training. There is also a program set up to train competent young men for future supervisors and to upgrade our pres ent foremen. Group safety meetings are S JU6J Xatiotial Safety Congress also held with all employees at regular in tervals. Two full time safety inspectors are emplojed. Their duties consul ot coordinating .ill phases ot safety, including inspections, educational and other related subjects. Mine facilities for the department include a large training room equipped with chairs, tables, blackboard and other accessories needed to conduct various safety courses. Large quantities of methane gas are re leased from the mine which requires posi tive ventilation at the working faces at all timer. For this reason the main entry' sys* tem is used, consisting of six intakes in the center and five returns on each side. They ,-*rc driven m separate sets with a solid lamer ot coal left between the adjacent cl* to reduce the number of stoppings. Permanent stoppings are built out of S'xS'xtfi" *otid concrete blocks. At tem1-vrary locations they are constructed of wood am! are covered with a layer of plastic doth. Kach production section Is provided with a -eparaic split of air and a minimum re quirement ot 15,000 c-f.m. is maintained in the last open cross-cut Overcasts, constructed of steel and eon'-rere ?lab, arc provided at permanent loca tions, At temporary' locations they are built or pre-fabricated metal and are recovered. Air is induced fey two modern fans, me A which is standby. Each fan has a ca pacity oi 500,000 c.i.in. at a 5.1 inch water gauge. The operating fan is powered with m electric motor and the standby is driven with a diesel engine of equal capacity. These fans are provided with controls which will automatically start the standby unit if the operating fan fails for any reason. Air is conducted to the immediate face areas by means of curtains which are nailed to a 2"*2" wood strip supported from the root. In general the mine is dry and rock dust has to be applied. High pressure rock dust machines, equipped with 300 feet of hose, are provided for this purpose. About twelve pounds of rock dust is used for each ton of coal that is mined. Water, for allaying dust, is used on all rutting, loading arid roof drilling operations. The source of the water supply is from a nearby creek. Two pumps, one a standby, discharge into a three and one-half million gallon reservoir located oa top of a hill near the mine. A high water level is main tained at the reservoir at all times. Water flows by gravity through a pipe line from the reservoir into the mine. Pipes extend along the main entries and are pro vided with fire plugs every 250 feet. A supply of fire hose, equipped with fittings and nosales, is located at each belt drive. Alt producing sections are provided with two, 20-lb. dry chemical fire extinguishers, a supply of rock dust, self-rescuers for each man and two all-service gas masks. There is also 500 pounds of dry chemical powder stored in metal containers to be used m connection with the rock dust machine for fire fighting purposes. In addition, nil electrical installations, pumps, portable welding machines, belt drives and material locomotives are equipped with fire extinguishers. The surixec facilities are constructed of incombustible material. However, for addi tional protection, fire hydrants, with sumcicnt hoses and nozzles, are provided at stra tegic locations. Chemical fire extinguisherare placed at suitable location* tn the build ings. Fire drills are condocted at regular inter vals and two mine rescue teams are trained to assist in emergencies. To insure that fire fighting equipment i? in readiness at all times three inspections artmade each month. One is made by the mine superintendent, one by the safety department and one by an outside agency. Segco Mine No, 1 is the first large mine in the state of Alabama to employ AC cur rent for face equipment and as the primary mine-power system. The decision of AC over DC resulted from a series of studies and field examinations made by officials oi the power company and was concurred in by management of Alabama By-Products. The main power supply is from the utility company at 44.000 volts, and 440 volts, alter nating current, is used to operate all electrial equipment on the surface and under ground, except the DC trolley system which is used to transport men and supplies. The primary current (or underground use is 4160 volts and all transformers are dry type, delta 4 CoaJ Mining vie connected with a resistance grounded neutral. One of the safety features incorporated in the underground power system is a ven unique cable monitoring scheme for tripping an automatic circuit recloser in the event .mv apparatus in the secondary circuit should ><erome ungrounded. The cable is equipped with pilot wires which arc continuously mon itored. Any time these pilot wires are dis connected the substation circuit breaker wilt ><pea The cable connectors are so designed that these pilot pins will disconnect before the phase plugs, thereby preventing the plugs from being disconnected with power on, Additional safety is provided by using i krv "interlock s>icm'' at high voltage -witches. The key is removable only after the `witch has been locked out. Power cables, with fire resistant covering, ,.re hung on copper coated messenger wires -n-prnded trom the roof. They are hung m MO foot sections ami arc equipped with high milage ctonectors which arc "pad locked" t prevent separation from strain or tarnJenng junction boxes arc provided at points .<iong the main entries where it is necessary for a power take-off to be made at secondary entries, belt drives, and pumps. Other electrical equipment includes a port able switch house for sectionalization purjcites, a 300 KVA transformer for reducing the primary voltage (4160) to operational w.ltage (440) and safety circuit centers for operating equipment. They are provided with vcrload and ground fault protection. A systematic method of roof support was adopted. Coal is mined under roof bolts ifllalied in full compliance with the U, SBureau of Mines approved plans, Roof bolts, of the expansion shell type, are installed with a hydraulically operated rotary type roof bolt machine. They are installed on five foot centers and as close a* possible to the face. Safety* lacks are set temporarily m the working faces until the bolts are installed. Along beltways and in all permanent air ways it has been found advisable to bolt a treated wood header 2'xS"x24' for addi tional support. This type of support prevents spalling around the individual bolt. Generally it has been possible to support live roof almost entirely with bolts. How ever, where faults, slips and other uncon solidated maerials are found.wood and steel timbering has to be done. Coal is transported by means of cable-reel -buttle cars and belt conveyors. Shuttle cars are kept in a safe operating condition by careful and regular mainte nance. Additional safety is provided by keeptng haulage roads free of obstruction ami providing adequate side clearance. Belts are constructed of fire resistant ma terial as approved by the L'.S. Bureau of Mines. When installed they are leieled and aligned in Mich a maimer that good tracking i- obtained to prevent edge-wear and spillage. To prevent slippage belt drives are pro vided with pneumatic or hydraulic "takeups" to insure that uniform tension is main tained when the belt it operating. Electrical controls arc provided to start and stop the conveyor anywhere along its entirety. The control wires are installed directly over the belt and are provided with switches that are easily accessible to perMinnding or maintaining the belt. Permanent bolt drives and electrical con trols arc housed in a well lighted, fire-proof room and all electrical wiring is installed in conduit. Alt employees are encouraged to take first aid training at least once each year. At the present time about 50 per cent of our em ployee* have been trained. Although this training has not been as successful as we had hoped, we do feel that enough men have beer trained to effectively take care of an injury when it occurs. Two well-trained mine re*euc team? are kept in readiness at alt times. Men tor these teams are selected from .all shifts, surface ami underground. This distribution is made to prevent having "all our eggs in one bas ket" should an emergency arise The tatest type of rescue equipment is provided, which includes the full face mask, communication system and other related accessories. Safety iu handling and storing of ma terial i,* given primary consideration. Otd coaT cars, with the sides cut out, are pro vided for liauling such materials as concrete blocks, roof bolts, timbers, oil and rock dust. One of the safety features incorporated in 1961 Xational Safety Congress this type of car it that it minimize* tlie lifting hazard. Also, one other factor to take into consideration is that adequate cars are provided to allow the vendor to unload supplies directly into the car, thus minimiz ing handling. One unique safety feature incorporated in material storage is the manner in which oil barrels are handled. Racks built similar to those- in which baby food is dispensed in food Mores are provided. You simply have to pull a lever and a barrel will roll directly into the material car. The pr-* ttion plant is one of the most modern -e South and is designed to utilize In* . -peed washing facilities with a maximum degree of safety. Good housekeeping is practiced at all times. Such practices include cleanliness, orderly torage ot material* and the removal of Mumbling hazards. Stairways, elevated platforms, floor open ings and runways arc equipped with hand rails and toe-boards. Railroad cars arc loaded by an almost fully automated system. This system con sists of a winch operated from the car load ing station, an endless rope, two dolly ear# and sheave wheels mounted between the rails of the two loading tracks. The railroad engine crew jimplv couples a train of cars onto the dolly cars. The cars on one track are loaded while the cars on the other track are being positioned for loading. No uncoupling of individual cars is required and the setting of brakes is un necessary Safetv was not overlooked in the design of the repair shop It is constructed of fire proof materials, is adequately lighted and well ventilated. Such equipment a* a shop ''jeep.*' overhead crane and chain hoist are provided to handle heavy equipment and materials. Storage oi supplies and assemblies is maintained in an orderly manner and good housekeeping is practiced, tn conclusion 1 would simply like to state that it would be naive to predict what (he ultimate outcome will be. We only hope that with the installation of these safety and labor-saving devices, in conjunction with a progressive safety program, we are headed in the right direction m preventing accidents. METHODS OF USING AUXILIARY FANS FOR FACE VENTILATION WITH CONTINUOUS MINING SYSTEMS By PAUL C. BINGO Assistant Safety Director Bituminous Coal Operators* Association Washington, D. C. AbMtt 30 tears ago, when conve>or mining was widely practiced, auxiliary or booster fans became rather common in underground coal mines. During that period it was com mon practice to drive a single room 300 !o 400 feet long utilizing a room and face con venor. These rooms were generally driven as wide as top conditions would permit. When the room advanced to a point where the ventilating current would not dear away the smoke and powder {times, a small booster fan would be placed at the room entrance ,md a tube extended into the room. This was done to provide enough movement of air to clear the working race. These fans were generally verv small, sometimes no larger than an ordinary house fan, and as a result of their use m this manner the air returning from the face was often recircu lated back through the fan and tubing to the face. The use of these fans constituted an attenpt to overcome a deficient main ven tilating system, rather than to dilute and render harmless explosive mixtures of air and methane. Cal Mining The indiscriminate application of auxiliary tan* resulted m. or contributed to a number of mine tire* and explosions. The Federal report of a mine explosion and fire at a mine tn Kentucky, in which 23 persons were killed, lists a blower fan m -.or as a likely tourc* of the ignition. The report goes on to show that the blower fan was positioned o that a large portion of the air at the face was recirculated. A* a result of this and other similar incidents, the use of aux iliary or booster tans was placed under se vere restrictions by State and Federal au thorities The Federal Mine Safety Code, which became effective luly 24, 1946. vested in the Director of the Bureau of Mines the au thority to approve the use of auxiliary fans under certain conditions specified in the Code. These conditions were very stringent and tended to discourage their use. As continuous mining developed and was applied in more gussy coal beds and more deeply in virgin blocks of coal, conventional jute line brattice in many cases proved in adequate. Plastic and other more imperme able brattice materials in some cases were satisfactory, but more positive ventilation method* were sought Auxiliarv fans, long in disrepute, and barred by the Federal Mine Safety Code from coal mines (except by special permit) appeared to offer a possible solution. With the passage of the Federal Coal Mine Saiety Act, the Code was accordingly revised as of October 8, 1953. The revised Code omitted many of the previous condi tions under which auxiliarv fans could l-e used, but made it mandatory for mine op erators hound by the National Bituminous Coat Wage Agreement to obtain a permit from the Joint Industry Safety Committee, Under this plan all requests for permission are submitted to (he joint Industry Safety Commitiee, which in turn refers the request to the Director of the Bureau of MinesFollowing an inspection of the mine and a study of the proposed plan for use of the auxiliary ventilating system and equipment by Federal inspectors, tlie Bureau develops rules and standards covering the particular installation and refers them back to the Committee for approval or disapproval. This system remained in effect without modification until April, 1957, when the Joint Safety Committee granted permission to the Bureau of Mines to conduct experiments with auxiliary fans and tubing without individual permits from the Committee. However, it was stipulated in granting this permission that the Committee be notified of the name and location of each mine in which experi ments are to be conducted, and periodic re port? are to be made on the progress of thec experiment*. At the conclusion of the experiments, if the mine operator wishes to continue to use the auxiliary fan, x permit must be obtained from the Committee. Un der this arrangement the permit can usually he granted more expeditiously. inee the Committee has at ii* disposal the progress reports on the experiments Since 1953 the Committee has granted 35 permits for me of blower fans with con tinuous mining systems. The geographic dis tribution of these permits is as follows: 10 in Pennsylvania 9 in Illinois 4 each in West Virginia and Kentucky 2 each in Ohio and Colorado l each in Utah. Indiana. Washington. and Alaska The requirement? for auxiliarv ian intallations are now fairly well standardized, but specific variations ma> be required m any given case. Requirements of state min ing laws must be given consideration; these taws arc presently in wide variance. The primary function of the ventilating current in the face regions is to supply fresh air to the workers and to remove any methane released from the coal or the en closing rock strata. Additional ohicctivcs are maintenance of good working tempera tures and the removal of dust and mist*. In continuous mining systems, the mining face is advanced at a steady rate. There is no chance for the released methane to bleed ot? as there is between the cycles of con ventional mining. This is particularly true ot borer-type mining machines since thev virtually fill the working place and Hock or retard the flow of air to and across the face. The production crew on a continuous mining machine must work for extensive periods of time in one place. If methane is encountered a ermparativelv stradv (low U to be expected, and it mu*t be met with sufficient air flow to remove the gas quickly. Metliane is prone to accumulate, particularly ]Q6I National Safety Congress in the face comers, and to stratify near the roof. Stratification is likely to occur through out the length of the working place, rather lhan just in the face region. There have been numerous- occasions where, gas was detected outby the operator's posi tion at the mining machine. To prevent the accumulation of methane am-where in the working place the entire space must be swept continuously by controlled air cur rents. In extremely gassy conditions methane U given off so rapidly that the moving parts of the machine do not allow it to accumu late or stratify. Instead it is found in vary ing amounts in different parts of the face area. In these circumstances a snail fan mounted in a strategic location on the ma chine diffuses the methane and prevents it from accumulating before it is removed by the auxiliary fans. The safety aspects of maintaining a safe at mosphere tn any coal mine are well known to everyone in this audience. There have been instances of fires and explosions caused by the ignition of gas in the working face, both with conventional and continuous miner*. The eliminatioa of these ignitions is the prime concern of those persons wlm have worked to diligently to improve face ven tilation. While safety remains the most imi-rfunt consideration it slioutd be remembered tliat productivity is a factor too. There are numerous instances on record in which in adequacy of ventilation has made it neces* *arv to stop work until a safe atmosphere could be restored. In some instances this de lay reported to have become 50 per cent of the available production time. In some mines the u*e of continuous mining machines iia been alternated between places, letting one place stand kite for ga* clearance while the other i* leing mined. The time con sume! in moving the machine is lost from it* prodneihe time. Soon after the introduction of continuous miners it was found that unassisted coursing nt air into a (And m a gassy cast bed was inadequate for effective methane removal. Tlie first approach to the face ventilation probtem was the use of line brattice. One company using a borer-type miner ran some rather extensive tests to determine the ef fectiveness of line brattice installations. It wa found that with the line brattice erected i,n ibr intake ide on which 80,000 e.fstL of air was delivered to the mouth of the working place, that only 4,000 c.f.m. at a velocity of 500 ft/mm. reached the end of the curtain. On this setup the shuttle car did not pass through the cloth and a tight curtain, made of No. 10 brattice cloth, was maintained. Even so, 95 per cent of the available air was lost before it reached the face area. In driving multiple entries w-ith a double split ventilation system, which is almost al ways used in gaseous mines, this situation is rarely encountered. Instead, when the line brattice is installed on the intake side, it is usually necessary for the shuttle cars to pass through the curtain. With shuttle haulage through the curtain at the crosscut, air leak age was so great that it was very difficult to maintain a safe atmosphere at the face. In order to eliminate haulage through the line brattice, an installation was made with the brattice on the return side. In this setup the line brattice could not be extended be yond the back end of the miner due to the close clearance around the machine. ThU left the end of the brattice some 20 feet from the face. With the area behind the line brattice restricted, a large volume of air could not be forced to the face area. It was found the velocities along the tine brattice were much greater than along the far rib. Another step taken to improve face ven tilation, using line brattice, was the installa tion of a door in the shuttle car hautway. This method too was ineffective when large methane liberations were encountered. In addition to the above-mentioned de ficiencies, it was found that objectionable amounts of fine coal dust hung in suspension or settled out in the face area. Experience In continuous mining of coal has shown that face ventilation and dust control a**c inter related problems. Either may become criti cal in a given situation. The results of these experiments with line brattice and the experience of similar appli cations by other coal companies ted several of the more progressive and safety-minded companies to start experimenting with aux iliary fans. These experiments were con ducted under a permit issued by the Joint Industry Safety Committee dr in conjunction with the Bureau of Mines under the permis sion granted by the Committee in April 1957. Coal Mining . The first permit issued by the Joint In dustry Safety Committee for use of an aux iliary* fan with tubing in connection with a continuous mining system Has granted to a mine in Illinois m 1953. The permit was granted for a period of one year and a re newal was not sought by the company when it expired. The oldest active permit was issued to a mine in Western Pennsylvania on April 13. 1934, The mine operates in the Pittsburgh coat bed, which averages 90 inches m thickness in the active workings. It pro duces about 3,000 tons of coal a day, alt mined by ripper-type continuous miners. The exliaust fan is placed m the last cro*.*cut and a 2-toot diameter tubing is ex- tended from it approximately 15 feet from the face. A check made from plastic 'r ilouble layers of jute brattice cloth is built around the fan so that the motor drive i< on the intake side of the check, but the tan discharge is on the return ride. A byjv* tor the air in the ventilating circuit in excess of the amount that the fan takes is con<troeted by having an opening in the check at the fan. A piece of plastic brattice cloth with a suitable weight fastened to the bottom is hung frem the top side of the check in such a way that the opening is completely covered. When a greater quantity* of air is flowing :n the section than the fan uses, the excess tir blows the b>-pass open and goes directly into the return. If the quantity of air circu lating in the section is less than the fan t*c. the pressure in the return side of the heck will become greater than on the intake -ide. then the by-pass will be blown shut '>nd prevent any recirculation of air back through the working place. In an attempt to alleviate the hazard from float co*>! dust being deposited in the return of air courses, a hopper for disbursing rock du*t into the fan discharge stream has been mounted on the fan homing. This has proven to be fairly successful, but the rock dust is fed solely by the vibration of the fan hous ing and some Acuity in maintaining a -leady flow of rock dust has been encoun tered. In order to overcome thi* difficulty, the company has ordered two coaxial motor fans which will be equipped with a rockdust hopper from which rock dust will be automatically and continuously fed into the fan discharge stream by a star feeder. Another sy.-tem U now employed by a mine in northern West Virginia m con junction with borer-type miners. This mine operates in the Pittsburgh coal bed and at times extremely heavy liberations of methane are encountered. A small 12-inrh electri cally driven fan with a free flow capacity of 2,500 c.fjn. is mounted on the miner and forces air through 12-inch tubing with a velocity of about 3,000 fern per minute. This blast of air is sufficient to provide air flow in the far corner and force it into a larger volume circulated by the exhaust fan. In order to prevent recirculation, the end of the exhaust tubing is maintained inby the blower fan inlet at all time*. The 16-inch Uameter exhaust tubing must be kept close to the face to be effective, and without the aid of a blower Hoe* not pros ide adequate ventilation in highly ga*-v face*. It has been found that when extremely heavy liberation.* are encountered the intaltation of two fans and two sets of tubing are necessary. In such a en-e one tubing line is extended to the immediate face while the extreme end of the second is located within the area between the miner and pick up loader, where stratification of methane occurs when the single exhaut fan is used beyond its ventilating capacity. When such extreme methane liberations arc encountered, aid can be given to the double fan setup by erecting a short wing brattice in the crosscut to facilitate splitting the air cur rent within the working place instead of nt the intersection. Part of the working place ts then ventilated by the extra air forced in by the short line brattice. Another system worthy of mention is one u*cd by a mine in Central Pennsylvania. This mine operates in the Lower Kittanning coal hed. which averages 42 indies in the present working*. The mine is classed as gassy by the State and .Bureau of Mines, and at times fairly heavy methane libera tions are encountered. In coal 42 inches in height, tubing as used in the two previous methods would be quite cumbersome to install, and with a borer-type miner almost impossible to main tain near the face. These difficulties were overcome by in stalling a network oi sheet metal air ducts on the miner along with a dual intake fan. The fan, a centrifugal blower-tvpc capable of various rapacities depending on the mo- 9 1961 National Safety Congress tive force, is driven by an explosuxi-tcMcd Z h.p., 250-volt d,c, motor. At the present time the fan operates at 5,400 r.pm., and the air output at the face U about 900 cf .m, The fan is mounted on the rear bumper of the miner and connected to a system of rigid ducts that convey air to the face. The ar rangement of dusts permits drawing fresh air from either side of the miner and also directing it to either side of the machine at the face. It should be emphasized that with this system the line brattice is kept to within 4 feet of the fan. This diffuser system acts as a supplement to, and not in place of the line brattice. If the fan should fail or stop, the primary source of ventilation is still in effect A mine in Illinois employs a system utiliz ing a blowing fan and tubing. This mine operates in the No. 6 coal bed which av erages 86 inches in thickness in the present areas being mined. Due to top conditions which are peculiar to this coal bed. permission has been given to drive crosscuts at 500-foot intervals. Two adjacent entries are developed simultane ously, employing continuous miners, exten sible belts and/or -huttle cars. Entries are developed by a single cut by the miners, with rrosscut intervals a maximum distance of 500 feet. Positive face ventilation is accom plished by the use of 12-inch permissible blower fans equipped Kith fire-resistant "`.piral-hibe," suspended from the roof. The fans are placed cm the intake side of the place, or in the last open crosscut, and op erate blowing. The effectiveness of the sys tem is evidenced by a special report made by the Mine Ventilation Section. Branch of Health Research. Bureau of Mines, which states in part: "These auxiliary blower installations, used to ventilate Goodman continuous miners, were providing good face ventilation. The tubing was advanced promptly and was prop erty installed and maintained. Equivalent face ventilation by means of line brattice without auxiliary bkmxrs would be very* dif ficult to The final system to be discussed is one used in a mine in Utah. This mine oper ates in the Lower Sunnyside coal bed which varies from 8 to 16 feet m thickness and dips m an easterly direction from 12* to 26*. Coal is mined by six continuous miners of various types* The system itself * not unique. The tan operates exhausting and tubing kept up to the miner. The thing that makes this instal lation of interest is that the mine is classed nongassy by the State of Utah, and the auxiliary fan is utilized for the express pur pose of improving health and safety stand ards for employees operating the continuous miners. In granting this permit the Joint Industry- Safety Committee imposed the same <trict conditions that are required by oper ating auxiliary fans in gassy mines. The results obtained from experiment* and the application of auxiliary fans used with continuous miners under actual mining conditions have emphasized several points: 1. Line brattice systems of ventilation are inefficient and very often fail to meet all the requirements of proper face ventilation. 2. Auxiliary fans and tubing, properly used, offer a much more positive, efficient and reliable method of face ventilation. 5, Coal companies, signatory to the Na tional Bituminous Coal Wage Agreement, who want to incorporate auxiliary fans and tubing in their mining systems, muse obtain a permit from the Joint Industry Safety Committee or request the Bureau of Mines to conduct experiments under the special permit granted it by the Committee. 4. The Joint Industry Safety Committee lias shown an alertness to the potential haz ard of misuse of auxiliary fans. It has also demonstrated an understanding of the oper ating problems involved b effecting proper face ventilation with continuous mining sys tems. The writer would like to express his ap preciation to the several coal companies whose face ventilation systems were re viewed. the Joint Industry Safety Committee and the Federal Bureau of Mines for their cooperation b supplying the information that made thi paper possible. in Coat Mining CONTROL OR EXTINGUISHMENT OF GOB FIRES By RAUL M. BUDZAK Safety Dir., Freeman Coal Mining Corp., West Frankfort. 111. and GEORGE R. EADIE Assoc. Prof., Muting Engbeering, University of Illinois The Orient #3 mine of the Freeman Coal Mining Corp.. located about one and a half miles southwest of Waltonville, b Jefferson Co., III., has, during the past year and a half, experienced several instances of spon taneous heating. This mine is working in the Illinois #0 seam which in this area has a cover of approximately 800 feet and a thickness of from seven to twelve feet. The mine is ventilated by an exhaust system with bleeder entries. Ail of the production since the mine opened in 1951 has been from continuous mining machines with shuttle cars and belts for haulage. The mine was designed to produce 7,000 tons of coal on each of two shifts but has surpassed this production with a record of 15,458 tons of prepared coal representing about 17,000 tons of run-of-mine. History During the period from 1951 to 1956 there ere no records of heating conditions b the mine. Although there have been no major changes 'in mining procedure since that time, there have been several cases of spontaneous heating. These "hot spots" have occurred in areas where the gob has been less than two years old. From May 1956 until October 1961, the Orient #5 mine has experienced eight sep arate instances of spontaneous heating in gob areas. Since fire has been defined as "the evolution of heat and light by combus tion," it should be pointed out that these have not been gob fires, m the true sense of the word, sbce flame has not been present. The first indication of spontaneous heat ing occurs when a haze or fog-like atmos phere is noted in the return airways. The second indication is the presence of beads of condensed moisture on the roof near the gob. The third indication is the presence of an odor of heated bituminous material and the fourth is & measurable content of carbon mmoxidc. tit one area where hcaur.g was discovered m July of I960, there was a small s>neliiul urea about fifteen feet in depth for a dis tance of approximately one thousand feet. Since the heat and carbon monoxide being generated seemed to be coming from near the bottom of the Laiin, a three mch water line was laid ,,:id water was discharged into this low* area until approximately eight acres was Hooded. At this point tiic heat and car bon monoxide could no longer be detected. Because oi the natural conditions, control of this area was relatively simple. In each instance the exact location of the point where heat and carbon monoxide were being generated could not be ascertained. The general consensus was that the zones were near the outer edge of the yob and were relatively clo.e to the bleeder entries. Seven of the areas where `pomaneous heating has occurred have been controlled by sealing with masonry stoppings and Hooding with carbon dioxide. These areas varied m size from 20 to 800 acres and the amount ai carbon dioxide used varied front 18 to 500 tons depending essentially upon the area in volved. After sealing all access openings to the gob area where spontaneous heating has been discovered, COi is then introduced. There is a three mch fresh water line from the surface which is connected to all parti of the mine. This line is drained and then purged with compressed air. The line is connected to the scaled area by use of a rubber hose. An expansion joint is provided at a point approximately fifteen hundred feet from the surface connection to the COi delivery truck. This rubber expansion joint, approximately six feet long, is used to com pensate lor the contraction in the pipeline following introduction of die liquid carbon dioxide. The greatest distance that COi has been transported through a pipe line at this mine was about three miles. A delivery truck containing nine tons of liquid COi can be drained into the gob area in four hours. 11 1961 S'alujnal Softly Congress The volume uf gas resulting tram the eighteen thousand pounds ot liquid carboo dioxide would till a six by twelve foot entry two thousand feet long. There are abort eight eubie feet of CO gas per pound of liquid. With the established criteria for discovery of the spontaneous heating condition (hue, moisture, odor and carbon monoxide), the mine officials take the necessary steps to control the condition as soon as any one of the symptoms is discovered. With the pri mary purpose of reducing the oxygen con tent in the affected zone, the usual procedure is to build masonry stoppings in all access airways to the area, minimize and equalize the pressure differential by placing ail of these seals on intake or return in preference to a combination of intake and return, and then Hood the area with carbon dioxide. In trier> instance the precautionary meas ures taken at the time of the discovery of the spontaneous heating condition have been successful. In February of this year, when the seventh case of heating was discovered, the Freeman management along with the state and federal bureaus and approval of the union, decided to try to discover the source of the heating. Using conventional loading machines, the gob was penetrated in various locations through cross-cuts in an at tempt to ascertain the hot spot. After out lining the zone, and determining the ap proximate location, a cross-cut was driven through a pillar to the gob and, the sus pected area probed. It was at this point, twenty-six days after discovery of the affected area, that flame v. .i observed We think that we speeded the llame activity by opening the "hot spot" to introducing oxygen by increasing ventilation to this spot. As soon as the flame was seen the men were withdrawn, seals built, and carbon dioxide was used to flood the area. This ts the only instance where flame has been observed in connection with the heating. Coal Oxidation and Spontaneous Combustion Research In order to get to the bottom of the cause of these "hot spots" we made a study of the research work that has been done on the oxidation and spontaneous heating of coal. The mysteries of coal oxidation and spon taneous combustion have been studied over a very long period of tune by many investi gators and current roc-rdi on these subject? is continuing in rx-,; rc**rrli institutions throughout the world The result* of past research hate been published to a consid erable extent so that several hundred papers on the subject are available to interested persons. A rather extensive review i the literature hat been completed In many cases the original publication has been consulted but, because of language difficulties and the inaccessibility of some of the articles, some information has been taken from CHEMI CAL ABSTRACTS and i *o noted m the bibliography of this paper. As soon as a fresh coal surface is exposed to the atmosphere, oxygen will immediately begin to react on the surface of the parti cle*. Howard* reports that the rates of pri mary reactions are a function of the rank of the coal, the surface area, temperature, oxygen partial pressure and the time that oxidation continues. In hi* work to determine the rates of oxidation of Illinois, Pittsburgh and Pocnhontas coals at 75*, 100* and 125*. he found that a difference of 1$ to 32 per cent volatile matter showed relatively smalt differences in the oxidation rate. However, he points out that very little quantitative information is available on the relation between rates and surface area because of the uncertainties in measurements. In a study of oxidation as a factor in self-ignition, Orleanskava* observed ignition temperatures from 300-400* and concluded that initial oxidation (e.g. during muting) lowered ignition temperature. Veselovskii" reported on his work on the surface oxida tion of coal that the moisture adsorbed from the air had an accelerating effect on the oxi dation process. Adsorption of oxygen, which i* fairly high above 50*, is rather small compared with chemisorption, which increases rapidly with the rise of temperature, according to Olpinslu," At the same time the amount of oxy gen that forms carbon dioxide and carbon msnoxide increases. At 100-150* the chemi sorption reaches its maximum. At low tem peratures the rate of carbon dioxide formation depends on the decomposition of the surface complex rather than on the rate of formation of this complex. Olpinski" stated in i960 that knowledge of the heat of reaction during the oxidation of bituminous coal at room temperature is of . ' t \ 4 -* i ' < Coal Mining value in connection with spontaneous heating and ignition of coal. Neither heating nor ignition can take place unless the heat of reaction exceeds the heat losses. Because of the lack of data in the pertinent literature, the heat of reaction during oxidation of bi tuminous coals at room temperature was ex perimentally determined in a twin calori meter submerged tn a constant temperature bath. The bath was maintained at a tem perature of 50.4* while the heat of reaction was determined on four coals containing from 43.0 to 906 per cent volatiles on a moisture and ash free basis. The results indicated the heat of reaction depend* upon tvpe and degree of coalification nf the coal. Midi volatile coals developed more heat of reaction than emi anthracite. This observation i in agreement with the frequency of spontaneous ignition of the coal seams. Heat of reaction was higher at the beginning of an experiment and pro gressively decreased with time of exposure For coal number 1 with 43 per cent volatiles the heat of reaction was 10.1 cai/g. of coal during the first five hours of the experiment while It had dropped to 0.5 ral/g. after 365 hour* of exposure. Budrvk* reported on ht> studies of the temperature of spontaneous ignition of coals as an index of the degree of oxidation. The influence of this degree of oxidation on pot>taneous ignition were determined under lab oratory conditions. It was found that there is a close correlation between the volatile content of coals and their ignition tempera ture. vttrain and durain constituents have practically identical ignition temperatures, and unoxidized coal* have similar tempera tures of spontaneous ignition. However, another investigator studying Russian coals in 1956 concluded that vitrain was more easily oxidized than fusain and that the petrographic composition ot enal had a definite effect on its oxidation. MazumdaH* et al report that vitrains require 800-1200 hours to attain complete immunity towards further oxidation at 170* C whereas whole coals require 300-400 hours to attain the same condition. They concluded tliat this phenomenon may be due to the catalytic effect of the mineral matter content of "the coal being studied. The rote of pyrite in spontaneous combus tion of coals has been the subject of study for many investigators. In 1954 Maptonc* published his spontaneous combustion theory in a letter to the editor of Chemistry and Industry stating that the rate of weathering of pyrite is a function of the surface area available for oxidation but although it ap pears that the spontaneous heating of finely divided pyrite mav be responsible for the ig nition of stored pyrite, this does not appeal fo be probable with most pyntic coals. In this case the influence of pyrite is usu ally considered to be due to the disintegrat ing of the coni by its expansion on weather ing, and thus exposing a greater area of the coal to the action of the oxvgcn. In view of the fact that terrous sulphide is a normal weathering product of pyrite, and that it is pvrophoric when finely divided fas it would be when formed hy the oxidation of pvrite) the possibility that this material may be re-twnsible for some cases of spontaneous com bustion of pvrite nr pyntic coal should not l*e overlooked. \ report bv the Ruhr Coal Community Organizations. sen, Germany, states that the rate of oxidation is a function of par ticle size (area phenomena), nature of par ticle packing, and an oxidation potential. Self-ignition ts related to the rate of abwarption of oxygen. Oxidation of impurities does not cause coal self-ignition, although `-oltible Fe salts in which Fc may change valence catalyze the reactions. Chalupa and Drabek* studied a method for the determination of the tendency of coal to self-ignition and analyzed the causes of 3elf*iqnition underground. They criticized the present method used for determining the tendency of coal to elf-icnuion and de signed a new one, in which the relative ten dency of coal to self-ignition is expressed hy means of the following values: a) the rate constant for the oxidation of the coal substance: b) the amount of oxygen consumed at de fined conditions; c) thermal losses during the oxidation process r d) the deficit ratio of oxygen, which means the ratio betw-een the amount of the oxygen, and the amount of oxygen that entered the reaction. Doomum,* in his publication dated 1954 made an attempt to put the evaluation of the 'df-hcating tendencies ot coal on a rigid basis for a quantitative analysis. He states 13 1961 National Safety Congress that the main external (actors affecting; the rate of heat generation in a particular coal of specific chemical and phjrsiaU characteris tics are: 1 temperature, 2) elapsed time, and 3 oxygen concentration. Since he was work ing with coal storage problems, one of the important determinations was the hulk den sity as welt as values for specific heat and thermal conductivity. Chalupa, Drabeck and Doomum have probably made two of the better attempts to arrive at a method of evaluation for the self-ignition of coal. While many research ers are content with an evaluation on a rela tive bais (coal A is more liable to spon taneous heating than coal B) these men have tried to put their findings m*o a formula for a nuantitative analysis. Of course this method of determination i* subject to con siderable criticism in the case of field determination*. because of the lack of knowl edge in the area where the hot spots are occurring in Orient #3 mine. The chemical factors of the coal involved would probably not be too much different in the place where the heating is going on and the place irom which a sample can be ob tained. However the physical factors are the ones about which practically nothing is known. Three of the more important items which must be known are size of coal partides, temperature, and oxygen concentra tion. Since each of the hot spots in Orient #3 have occurred in gob areas, it would be strictly a guess in arriving at values for thc-c three items Elder,' in 1943, published a list of variables used to determine the rate and extent of the reaction of coal with oxygen: 1) nature of the coal, 2) temperatures, 3) past history (when mined, etc.), 4) availability of oxy gen. which is a function of oxygen concen tration m the atmosphere present. 5) par ticle size, which determines effective surface area, anil 6) moisture and ash content. With this information available he estab lished equations for the per cent oxygen con sumed. therefore he could derive "R" which he calls the rate of reaction in per cent oxygen consumed per day by weight of dry mineral matter free coal. The surface area of the con! he found by empirical equation developed from Needham and Hall which is that the rate of heating is proportional to the cube root of the surface area present. He found that the ash seemed to dimmish the tendency to heat and that the rate of oxidation was proportional to the oxygen concentration in contact with the coal raised io the O.o6 power. Berkowitz and Schein' studied the heats of wetting and the spontaneous combustion of coal in prolonged storage and stale that the heat release resulting from the oxidation of coal will be determined by the end prod ucts of the reaction and not by the stage* via which these are formed. Thus, if carbon dioxide is formed, the heat release is 94,400 cai/gm atom of carbon, and if carbon mo noxide is formed, it will be 26.800 ca!/gm atom. These may be significant values when considering the volume of carbon monoxide present m Orient #3 Mine. In a review of the literature on the oxida tion of teal made bv Vohe,M he prints out that lenes and Townend report that below *0-40 degrees carbon monoxide if the mam vasecus product of oxidation, whereas above this temperature carbon dioxide and water arc formed in much greater proportion than carbon monoxide. In regard to bacterial action as a possi bility in bringing about spontaneous ignition in coals, Yohe reports that Zavarzina" con cluded from his experiments that spontane ous heating and ignition in coal piles are chemical chain processes not bacterial proc esses- Yohe also rqorts tliat in investigations made by Terpogosova.'* petroleum product*, their emulsions, soaps, fatty acids, calcium hydroxide, and "other substances" were stud ied for the inhibiting action on nal oxiifa. lion. All petroleum products and their emul sions protected coal from oxidation, but the other substances mentioned were "less ef fective." In 1928 Davis*** listed the factors known or thought to affect self-heating of coal and classified them as chemical or physical. Chemical 1. Pyrite finely-divided is a factor 2. Rank of coal-constitution of coal. High water content increases ease of ignition. According to Winmill (1916) a high content of natural moisture is a poor (but used) indi cation of the oxygen absorbing capacity of coal, and complete re moval of the water markedly re duces oxidation rate. 14 Coal Mining ' 3, Weathering 4. Water $, Organic Sulphur 6. Alkali, calcium chloride, sodium bicarbonate 7. Ozone 8. Bacteria Physical 1. Size 2. Water .7, Oxygen supply 4, Temperature 5 Occluded gases 6. Ventilation and conductivity. Winmill has shown that the rate of oxidation varies as the square root of the oxygen percentage of oxidizing atmosphere Spontaneous combustion is the result of a progressive oxidation under specific condi tions but according to leading coal chemist* it impossible at the present time to chemi cally analyze coals and determine the extent of the oxidation process. It would not be possible therefore, to take samples from areas in the 3 mine where spontaneous ignition could possibly occur and by chemi cal analysis anticipate the occurrence of a hot spot. Although large quantities of fusain have been found in the Orient #3 mine, the coal petrographers have considerable doubt that the petrographic constituents are instrumen tal in the heating tendencies of this coat. I *, S- Bureau of Stines Cooperation Because it seemed that the chemical com position of the Orient #3 coal may be im portant in determining the cause of the hot spots, the Pittsburgh Coal Research Center of the U. S. Bureau of Mines was asked to cooperate in the study. Samples of cowl from carefully selected points in the mine were sent to Pittsburgh for analysis. Dr. Arthur A. Oming. supervisory technologist (fuels), agreed to run relative ignitability tests as well as proximate analysis ami BTC's on the samples submitted. Six two-hundred-pound samples and three fifteen-pound samples were collected in June 1961 according to the following plan. The first sample was collected near a "want" are* where a fire was suspected but flame was never seen. The purpose of this sample was to see if it showed any signs of being dif ferent from other samples which could he related to its position of being near a s*iogicai disturbance Following the channel sampling method, a large and small <amplc, representative of the mining height of the seam, was collected. The second sample was collected from the floor in an active working section This ma terial was intended to be representative of the type of loose coal which is being leit in an abandoned section after mining. The sample was noticeably wet as a reult of the *pra>s on the miner. The third sample was intended to be rep resentative of the one area in the mine where a fire was actually seen in order to try to determine tf it was significantly different from the other samples. A targe and small -ample, both representative of the mimnr height of the scam were taken within 350 feet of the known fire The fourth sample iui taken m un area which had no kmmn geological disturbance and which had experienced no hot spots. It was a samnle intended to be representative of those portions of the mine which have vaused no difficulties in mining. The fifth sample was taken in ;m area which is known to contain a large amount jf exceptionally thick coal. In the particu lar location where the sample was taken, the roof coal, above the mining height, was ,hout three feet thick. This enal was rep resentative of that which would be present in large quantities following caving. This `nuld be the coal which has an importunity tn experience a temperature ri-e as a re-uft of the caving action, therefore it was desirable to see if the sample showed any significant differences from the other sam ples. The sixth sample, like the (hint, wax taken as close to a hot spot condition as possible. Relative igimabiliiy tests were run on the Orient #3 samples and the results were compared with Pittsburgh seam coal and Wyoming sub-bituminous coal. The critical point m the tests conducted by Dr. Oming was defined as "that temperature at which a measurable self-healing takes place.1* Dr. Oming reported that the oversized material was crushed to pass a one-inch square screen opening and sized to plus IS 1961 National Safety Congrrst onc-half inch. une-hah' inch bv one-quarter inch, anil minus one-quarter inch. A fifty pound amplc was externally heated with ur more ui the physical factors invoked are probablv more important m the detCTmi-anon of the reasons for the hot <j*>t< ..ine cubic foot of air per minute with * heater temperature rise of two to three degrees Fahrenheit per minute. The selfheating point was detected by a change in the form of thermal wave from the cylindrical heating surface into the sample. A copious evolution of carbon monoxide occurred at the self-heating point for each sample. The amount of carbon monoxide being generated exceeded the scale of the MSA colorimetric tester. The self-heating point in degrees Fahrenheit for each sam ple was as follows: 1) 401. 21 MM, 3) 395, 4) 396. 5) 415. 6) 391. A similar point for the Pittsburgh coal is 472* F., and for the Wyoming coal is 327* F. Other Factors in Spontaneous Heating in Orient #3 .Mine In addition to the chemical and geological similarities which may occur in Orient -3 Mine and have a hearing on the reason* for the occurrences of the hot spots, there are several phvsical factors to be con sidered. One which would seem to be of utmost importance is the time element. On the basis of available information it seems that the time elapsed between the mining of the coal and the discovery of a hot spot in the same area has varied from about 13 months to 29 month* with two years a* the apparent optimum period. Hearsay evidence, rumors and vague Analysis of Relative Jgnitobility Tests As a result of the data collected by the Bureau of Mines about the only factual statement which can be made is that the Orient #3 coal is more likely to ignite spontaneously than the Wyoming coal tested. memories combined with a few known fact* have caused some to believe that sources of ignition liave been present m the hot spot areas other than just the coal itself. It is known that machines must be repaired and in the process of doing this work oil must be cleaned from the pan*, usually with a rag or waste. Lubricating oil i* Further interpretation of the test results stored in various locations underground and may be risky, but would seem that one or drippings may accumulate. l*oor correc two other onclusions may he drawn. For tions or a leaky hose can cause consider m-tance. although the samples were care able loss of hydraulic fluid which m*> ac fully selected from areas which would con trast. the range of self-heating temperatures was only 24*F.. from 391 to 4lS. This would seem to indicate that there is practically no difference in the relative ignitability of the six samples of Orient MS coal tested. cumulate in quantity in some particular areas of the section. Because management is insistent upon good housekeeping and "clean" sections, we know that sorts of scrap materials are discarded in the gob or "hidden" in back entries or Equally important is the finding that large amounts of carbon monoxide are released below the `elf-heating temperatures. This abandoned rooms. Worn-out brattic cloth, wood, paper and even oily rags arc some times discarded in this fashion. Granted fact may explain why the inspection method that Orient Jr3 mine would probably not at Orient ~3 has been so effective in find be an exception to this long practice in ing the hot spots. Some people have sug gested that the reason carbon monoxide can be detected is bemuse it is present as a product of active combustion, or burning fire, whereas the data from tests indicate that the carbon monoxide is a result of oxidation which will cause it to be produced in large coal mining, and that many of the items so discarded could be instrumental as the source of the beginning of * hot spot, the fact remains that in spite of this general practice in coal mining, Orient sf 3 experi ences hot spots and most of the others do not. These discarded materials may, in quantities before any sign of active com some eases, be a contribuUng factor, they bustion occurs. do not nuke up the principle cause. One conclusion, which seems obvious from the test data, is that there are practically no discernible chemical differences in the simples submitted and that therefore one Other events and conditions which were investigated for a corelation among the hot spot* were: time of year of occurrence, but the mining and discovery of the hot 'spots 16 (.`oof Minmg have occurred in at least three seasons of the year; underground differences in eleva tion, the thought here being that maybe a stressed condition of the over-burden or coal was creating a condition conducive to the generation of heat to the point that nor mal spontaneous ignition conditions were greatly advanced, but the hot spots have occurred in low places in the mine as well is in high places Mthcugh the rate of oxidation of coal m a mine is impossible to determine at the present lime, we do know that it goes on. From laboratory experiments it has been determined that the surface area exposed t* an important factor in oxidation, `I'o de termine the surface area available in the root panicles remaining in an abandoned portion of a mine would be At best a wild guess, however we are sure that in the normal sequence of mining and sloughing tliat the surface area of coal would be ,-normouc and that in a gob area it would l>c even larger. It is possible for oxygen to come in contact with these fine coal par ticles because atmospheric air is available. The large surface area is present and oxidation takes place since one way to de tect the presence of a hot spot is to find carbon monoxide in the near vicinity. One researcher pointed out that when carbon monoxide is formed there is a heat release of 26/00 calories per gram atom of carbon, therefore wc have the beginning of heat generation. Of course the conditions surrounding tin creation of a hot spot must be "ideal," but what factors effect the ideal condition. The critical point seems to be that the heat gen erated must exceed the heat transferred i rum the area by conduction and convection. This is not a difficult situation to visualize in an abandoned portion of a mine, par ticularly when some attempt is being made (*< ventilate these parts. COXCLCSIOXS In every instance of the occurrence of a hot spot in Orient #3 mine, the location of the hot spot has been in a gob area. The exact location of cadi occurrence cannot be positively ascertained, however the evi dence indicates that in each instance the hot spot was near the location of the con centration of a small amount of air. This leads one to believe that in the middle of the gob area the conditions are not con ducive to the creation of a hot spot, possibly because of a lack of oxygen, and in the bleeder entries around the gob area there is probably enough air to carry' off the ex cess heat from the oxidation process. But in some location in between these two zones there is just enough oxygen available to keep the oxidation process active and noi enough air current to dissipate the lieai generated. This would be an almost inijiossible theory' to prove and vet it i* a logical one. In every instance of spontaneous heating in the gob at Orient #3 mine, control has been achieved by; l) sealing all openings to the gob with masonry stopping*. 2) equalizing and minimizing the ventilation pressure differential on the seal*, and 3) flooding the area with carbon dioxide or water. Anticipated changes in the future mining plans in order to help the control of hoi spots in the goh areas are that the size of the gob area will be diminished and the number of access opening* from the bleeder entries to the gob will be kept at a minimum in order to reduce the number of seals re- quired to isolate the area. BIBLIOGRAPHY Brkow1U, N* and Schein, H. G, Heats or Wetting end the Sponteneeue Combustion ot coal Fuel-A Journal of Fuel Sclence-London. Vol. 30 pp 94-4 Budrrk- W. Tendency of Coale to Spontaneous Combustion in the Light ot Recent Scientific Achievements PrsegladuG. airunuirsy. 8j(,39Ut U*T*3fe-4 .. Method for the Determination of the Tendency of Coal to Self-Ignition tthtt 3. 310-19 Chew Abst.. VoL SO. 1248f Daria, J. D. Some Factor* in the Spontaneous Combustion ot Bituminous Coal Car negie Institute of Technology. Coal Mining Investigations, Bulletin s Davis. J. D, Spontaneous Heating of Cos! if, s. Bureau of Mine Tech. Paper 499 Doornum. G- A. W. Van The Spontaneous Heating of Coal Journal ot the Institute ot Fuel, Oc tober 195*. *83-93 Elder. J Relative Spontaneous Heating Tenden cies of Coala Technical Paper 6tt, U. S. Bureau of Mines Howard. H. C. 'Rates of Oxidation ot Illinois. Pitts burgh and Focobontas Coals at ,3*. 100* and 133* AtMB Coat Technology 2. Mo. 3. Tech Pub 22X8 (1947) 17 194! National Safety Connerf' 9 Mapitone. O. R, A spontaneous Combustion Theory Chemistry and Industry, /tin* 1951 ta Mazumdar. 8. it. Chakrabartty. S- K . Saha. M.. Anand, K. S, and tjhlri, A. Mechanism of Coal Oxidation Fuel . <68-82 <J95f) Chem Abet Vol. S3. 1596c Olpinskl. W. and Cabrys, P., t al Spontaneous Ignition of Bituminous Coals Chem Absf. Vol 48. 4803-4 OlpinsVf. W. The Heal of Reaction During Oxidation ot Bituminous Coals At Room Temperature Chem. Abst. Vol. 54, ZETTO* U9CQ) the 13. Oriranskaya. O. D. Oxidation as a factor In SetMgnltion Cham Abst.. 45, OT3*D (1950) 14. Terporosova IS. A. ZoElbltors of Low-Temperature Oxida tion of Bituminous Coal lrv**t Aktut. Sauk $, S. 9. Otdet. TVJeh. Sauk, no, l Chem Abst.. Vol. 49. 494*1 (198$) !i Veselovskit. V. S. Surface Oxidation of Coal Mining Institute. Academy of Science Moscow, U. S- S. R. Chem Abst. Vol. Si. iSS47h (1987) 11 Tohe. O. R. Oxidation of Coal Report o/ Inxeitujationt !Tt, Illinois State Geological Surrey 17. Zavarzina. X. B. Significance of Microbiological Proc esses in Spontaneous H-aliag of Plied Coal Uikrobielogiye, 29 Cbem. Abac Vol. so. U431 (195C1 HAZARDS ENCOUNTERED IN MINING THICK, INCLINED COAL BEDS By EMERY C. OLSEI* Supervisor. Mine Inspection. Coal Mines & Quarries Coiumbix-Geneva Steel Division United States Steel Corporation, Dragerton, Utah Most coal mining areas oi (he western United States are characterised cither by thick beds, steep pitches or heavy cover. Individually, each of these may present certain inherent safety harards that influ ence the mining operation. When all arc met at one location, the combined effect is to make the safe operation of the mining property a real challenge to mine manage ment These combined conditions are met in the coal mines of the Columbia-Geneva Steel division of the United States Steel Corpo ration, located in Southeastern Utah. This coal bed measures up to id feet in thick ness, the pitch is a much as 25 percent, and mining is being conducted under cover approaching 3,000 feet. The Sunnyside coal bed is found in the Book Cliff Mountains, a great escarpment extending from west of Castle Gate, Utah, some 160 miles to Grand Junction, Colorado. West of Green River, Utah, the Book Cliffs swing sharply to the north because of the domelike uplift of the San Rafael Snell to the southwest. It is in this northerly extension of the Book Cliffs in which is found the Sunnyside coal in the Blackhawk formation of the Mesa Verde group. Upper Cretaceous age. The strata is transected by numerous faults, with from a few inches io as much as a hundred feet of displacement. Alt of these faults have had some effect on the mining operation, either m the form of pre senting roof control problems or in the case of major faulting, of dictating the pat tern of mine development. Mining has generally been confined to the Lower Sunnyside Seam which measures from 7 to 16 feet in thickness. The floor of this seam is formed by a massive sand stone member. The immediate roof is a variable thickness of siitstefte. laminated sandstone and sandy shale overlain by the Upper Sunnyside Seam. This rock interval between the Upper and Lower Sunnyside Seam ranges from a lew inches to many feet When the rock interval is thin, the 2yt foot upper coal seam may be recovered with the lower seam- The "high volatile coal produced is used tor the manufacture of coke for blast furnace use. Coal Minina The mines are opened by slopes at! which maximum 5 foot centers; however, the local are driven sets of strike entries, or levels, which are carried to the property bounda ries. Coai lying between these sets of en conditions determine spacing and bolt length and die average spacing in the mines ap proximates 4 feet. tries ts recovered from belt conveyor raises driven up the pitch. Retreat is from the When continuous support is required be property boundary to the main slope and pillars are recovered. Haulage from the belt raises is by track to the slope, then by cither belt or rope haulage to the surface. tween bolts, steel mats 9 feet long and mini mum of 16 gauge are used with roof bolts. Timbers are used to supplement bolting as required. Poor roof conditions may require While at first thought, a seam thickness n>i up to 16 feet would seem to afford an unparalleled opportunity to achieve high production tonnages, this has not always been true. Above a convenient working height, the natural hazards and increased difficulty of the w*ork functions combine to nullify the advantages that might be ex pected with high coal. the extensive use of timber. However, tim ber used m con/unction with roof bolts in retreat work are generally used as indicators of roof action or "squealers'* and the bolts *<rve as the principal mean* of support. In most areas of the mines this standard roof support system does an excellent joh. There are occasional areas where trie stand ard bolting does not suffice and either these This is particularly true if the nature oi the eo*J and the weight of the overlying r-xfc result in unstable rib conditions. These high ribs and the high faces present a con stant hazard to the men working below*. When a bumping condition exists this haz xrcas are reinforced with additional bolting in conjunction with timber or a roof failure iv experienced. These roof failures are in. vestigated by a roof control committee to determine the cause and take remedial ac tion when tins is indicated. ard ts intensified- The roof cannot readily Probably one of the most prevalent causes be checked and the installation of root ot the roof failures experienced has bees support is a major undertaking. some hidden geologic phenomenon discern The standing of a 14- or 16-foot prop is job requiring the efforts of no less than t-iree men and a well developed technique. Root bolts can be installed only with special equipment. Face preparation requires spe cial high cost machines equipped with hy draulically controlled drills so that the op erator may be removed from the immediate face area. Loading and tamping of holes ible only after the failure occurs. Investi gation frequently discloses cross bedding, fractures, faults, water courses, old stream channels or other features that contribute directly to the failure. LUtte can be done in these instances except to attempt pro jection of these features into adjoining areas so that above standard support may he provided. in this height necessitates working from n The thickness of the seam lias an in ladder or the use of loading troughs. direct effect upon roof control. Although What at first appears to be a wonderful expression of nature's bounty turns out to a questionable blessing. While the hazards encountered during the standard width of development work is 16 feet and that of rooms 19 feet, ultimately when the full seam thickness is being ex tracted. it is difficult to maintain these spans and sail trim the high ribs of loose coal mining of this bed may sometimes be re lated specifically to the thickness of the 4tm, the pitch or to the depth of cover, more commonly the unfavorable condition is the result of effects from all of these. As in most mining operations, the first consideration is given to adequate roof sup port The standard bolting plan calls for use of full yi inch high strength steel roof bolts with 6 inch square bearing plates anchored in IH inch diameter holes with expansion shells. These are installed at and slope them back at an angle to afford some protection to the men working below. The depth of cover has a very definite relationship to the roof control problem. The effect may be direct upon the roof rock, and roof conditions have generally deteriorated as mining depth increased. The effect may also be indirect In the widening of roof span due to crushing and sloughing of the pillars. That this is severe is evi denced by the fact that, in an area of 14 foot coal, the pillars may be reduced to a 19 1061 \aliotuiJ Snfrlv Coiiprrx* height of 10 feet before final recovery is made- A characteristic action of heavy cover on the ribs is a crushing or cutting action in the center of the exposed rib. As this ex tends into the rib and loose coal sloughs away, the result is a V-sluped rib, the point of which may be four or more feet in from the original rib line, in order to stabilize such ribs and also to support the resulting overhang, ribs are frequently bolted. Wooden header blocks may be used with the bolts and wire fencing has also been bolted to the r'b<. More commonly the conventional steei mat used for roof support is used, and bolts w ill be anchored in the coal; or angled holes may be drilled into the roof, and anchorage will be in rock. This widening of coot span, whether from necessary trimming of ribs or from crush ing due to weight, can eventually lead to a, roof failure The location of the Upper Sunnyside coal bed above the immediate roof rock also poses a constant problem tn root sup port. Bolts used to support the root are from four to eight feet in length in six inch increments If the rock interval to the upper seam is 4V$ feet or more, bolts are generally anchored below the upper seam. If the interval is less than VA feet, longer bolts are used to anchor in the rock overlying the upper seam. In some instances the upper seam may be of such a thickness and so located that anchorage cannot be made above or below, in which case bolts are anchored in the coal and supplemental tim bering installed. Every effort is expended in providing the best possible roof support and constant at tention is given to testing of roof, face and nbs by the production crews. A roof bolt testing program is also followed to insure that bop* are installed to proper torque and that adequate anchorage i` being attained. The effect of the pitch on roof control and any possible effect it might have on the bumping experienced in these mines is largely undetermined. Normal retreat lines are on approximately 45 degrees with the pitch, although comparatively flat lines have been earned down the pitch with favorable recovery and without unusual roof prob lem*. Retreating lines up the pitch as in the case of slope pillar recovery have in vxne instances led to unfavorable roof con ditions. However, there is at least one example of this under comparatively tight cover, less than 1,000 feet, that worked out very well. There is occasional evidence ot lateral movement at the contact of the coal bed wiib the roof rock and in some instances, where overlying rock U exposed because of roof failures, this lateral movement is evi dent in the bedding planes of the rock four *r five fee! above the coal. The resulting thin, slietceiuided layers are sometimes the horizon to which the roof failure occurs. Closely allied with the roof control prob lem is the occurrence of bumps which, de pending upon degree of seventy, may pre sent a serious hazard. Some minor bumping luring the mining operation is actually bate* ficial, since it makes for eater mining ami by speeding up the mining operation reduces exposure in the immediate face area. However, when bumps assume such major proportions as to affect several pillars or a whole mining district, with the dssiodgement of large amounts of rib coat, heaving of the txutom and possible roof failure, all with the possibility of injury to members of the mining crew, they become a problem o: paramount importance. Such bumps usually come suddenly, without warning, and con sequently without time for evasive action. interestingly enough, in many instances there is no major involvement of the roof. The bump results from the sudden collapse of supporting pillars loaded beyond their capacity and usually the major effect is that of displacement of rib coal. Coal from the ribs may completely fill the roadways and rib coal remaining in place may be badl> crushed. The top of the remaining pillar may be separated from the roof rock for a distance of several feet back of the original point of contact. All factors affecting the oceurreotc oi bumps are as yet unkown. However, depth of cover, nature of overlying and under lying rocks, size of supporting pillars and degree of recovery in worked-out areas play major roles. The effect of the depth of cover assume* added significance in these mines because of the land form assumed by the overlying rocks. The Book Cliffs rise abruptly from the valley below so that there are only minor 20 1 j j f j I > 1 { (.'.xtl Mining areas available with less than 500 feet oi asset The steep walled canyons and side canyons give rapid changes in depth of cover over comparatively short distances in ihe mine. For example, the depth of cover may change from l.000 feet to 1,500 feet in a horizontal distance of less than 500 feet, the distance along a district pillar line. The depth of cover and the character of the overlying rock which includes the mas sive sandstone layers conducive to bumping cannot he controlled. To some extent, the other (actors can be influenced. The mining plan recognizes the desir ability of uniformity in pillar size m order to distribute equally tiie weight oi the overlying rock. The standard 80-foot cen ters result in uniform pillar size and an ef fort is made to have a senes of such blocks well ahead of the abutment zone of a re treat line. Occasionally the importance of this is pointed out by having a non-uniform sized block adjacent to the retreat line, in which ease I lie bumping may he particularly ev ere. It can be seen that the proper engineering of the mining property play* a significant role in its safe operation High recovery m pillar work is important to good caving action and results m relief of roof stresses. The premium value of this coking coal makes high recovery essential from an economic standpoint as well. The pillar pocket .system oi pillar mining permits a high recovery and the final *tumps left arc normally drilled and hni o induce caving. Because oi the many hazards associated in working adjacent Jo high ribs and against a high face, a longtime objective has been the removal of the men back as far as potiible from the danger area. The u?< of rubber-tired, universal cutting machines equipped with automatic bug dusters, dual control*, and h> draufieally operated coal drills, is an example of How modern equip ment can accomplish this object. The dual boom roof bolting machines are equipped with hydraulically rotated percus sion drills. All movements are hydraulically controlled which allow the operators to drill and Install roof bolts while standing well back from the face and under previously supported roof. Mon oi the hazard* m working a thick, pitching seam under heavy cover, that re late directly to root and rib control, have now been mentioned in a large measure these have been met through a top bench >ystem of mining. Prior to the advent of roof boltmq it was the common practice to mine under thick top coal which would be recovered as (he final step of mining- This served to keep the rib height to a practical limit and Ihe top coal served o support and protect ihe com parative!* weak rock forming the immediate root. Since roof boiling has now become the standard roof support, much the reverse oi this is now the standard practice in the (op bench *>tem of mining. MS development headings, rooms and the initial spins u pillars are driven at a height of 0 feet against the rock root w htrh is supported with rooi bolts and the balance of coal i* left as bottom coal In the bench system oi mining the upper portion of the seam is mined on advance, and the lower portion oi the 'mm i* re covered on retreat. This 9-ioot working height materia!!.* af fects the efficiency of the various mining op erations and has a pronounced effect upon the safety of the operation through ca*e of mof inspection and control, reduced haz ards from high, unstable ribs and face, and increased efficiency of the ventilation struc tures. Full yearn mining is done only in the fast stages of pillar recovery. The first pillar *pht and the first mining ,{ ihe inby fender of the *pht are done a* top bench mining. A ramp is then made into the bottom'coal under the first split; die inby stumps and the outby fender arc then recovered at full scam height. Most of tin* final recovery at full *eam hcighl may be made under roof. support installed during the top bench phase. To same degree, the trend to comiiuiou' miners ha* led locieetty to the top bench system of mining, because of the height limitations q{ this type oi equipment. Driv ing against the rock root with the instilla tion of support being made at a convenient height is preferable to driving under lop coal "which necessitates later top coal re covery with conventional equipment and in stallation of final roof support at full seam height 21 IVAJ National Safety Concrete The tup butch system u nut without cer tain problems, one of which is maintaining satisfactory roadways an top of the bottom coat. Usually this is not a major problem, although continuous miners weighing over 30 ton* tram over it. Occasionally, how ever, there are local areas where the bottom coat breaks out and roadways must be rebuilt. Many times these areas relate to faulting where the coal shows some altera tion. The usual remedy is filling, in an at tempt to maintain the bench height. Some times it is necessary to load out the bottom coal, but only as a last resort since it results m the high ribs that are so objectionable. It it felt that adopting this top bench mining system as a solution to many of the problems relating to the mining of thick, pitching seams under heavy cover has re sulted directly in providing safer working renditions. This is borne out by the con tinuing downward trend of injuries resulting from falls of roof, face or nbs. The shotfirer is the man most closely ex posed to high face conditions, however, hi* job, too, has become fer through the use of milli-second defay blasting which cut* Ins exposure in the fare area by eliminatinc he necessity of returning to the face be tween shots as wa< previously required. The top bench mining system has also limited the height of the face and, of course, the use of continuous miners very nearly elimi nates the need for any shooting. The problem of protecting workmen from the hazards of roof falls and from unstable rib condition*, particularly coal dislodged by bumping, has been met in one way by providing protective cages fur the operators. The value of these cages has been proven conclusively over the past few vears and many disabling usuries have been prevented. Use of these cages has until recently been limited to the continuous miners and all types of miners, boring, ripping and mill ing have been so equipped. K simitar cage was recently installed on an 11-BU type loading machine. In no case do miners advance ahead of supported roof to the cage serves its principal function as protection against falling rib coaL Oc casionally there have been instances where t has proven, spectacularly, its valve in pro tecting against roof falls as well. While it is not intended that these cages replace proper testing and trimming pro cedures, they do sene a valuable and proven role in injury prevention The most obviuut effect t-le steep pitch in these eperasi-ym is that ot the service Imposed oc the use of the miaing equipment. Mott of this equipment was de signed for use cn cccrparativeJy tarno.- grades. Traction power and braking capacttv are severely taxed by the steep grades en countered m these mines. The eumng pbii ha* been developed to keep up-pitch move ment of coal to the minimum but oln-ioasl> there are instance* when this must be done In slope development, and in develop ment of the luwrr entry ot a set ot strike entries, the shuttle cars must travel loaded up the pitch of the scam. Bringing loaded shuttle cars and other mining equipment down these steep grades also poses a seri ous problem. A failure of the brake system, or inadequate capacity, or failure in thisteering system, could have disastrous re sults. Maintenance problem*, involve*! in keeping equipment in shape for safe opera tion under these conditions, have been monu mental. In some instances major redesign and rebuilding of brake systems and increasing traction power has been necessary. Even with the brake system in top condition, if the wheels of a shuttle car are completely stopped from rotating, the unit may con tinue to slide down pitch for seme distance in much the same manner as an automobile -tiding down a steep, icy hill- It is common practice to weld cteats on crawler mounted equipment to provide additional traction. Wear on tires is limited sn as to always have a good tread remaining. Haulage problems resulting from the pitch exist away from the face area as well. While motor roads are driven on the strike, local rolls or the necessity of grading through faults preclude the uniformity graded haulage roads that are desired. Large locomotives with mechanical and dynamic braking are provided and, when necessary, *and shoes are used to control the tnp. Use of a brake car is now ueing considered with some of these haulages. Electrically controlled derails are used on motor haulage* and rope slopes to provide protection in ease of a runaway. Trolley phones arc stand ard equipment on main haulages to con 22 Coel Minintt trol tnp movement. Men working in slope development are protected from rope failure ,,i the slope above by a combination of Icrait*, track blocks and car drags. Adequate mine ventilation is a necessity .a any operation. At these two mines a tital of four fans ate exhausting 900,000 cubic feet of air per minute. Installation ir,d mamtenance ot curtains and line brat*.cr is full seam height is a real problem -."4 here. too. the top bench system of minrj ha* been a distinct advantage. T.c pitch has a decided effect upon the cstilaUco of the mine. 'Die warning air t.'.i.a* a natural tendency to move up c pitch and when possible this is conjered when laying out tne district ventilaii (tardy, hydrogen sulphide gas is encountered and when this occurs in a down hill place movement of the heavy gas is difficult. Currently all new belt conveyor installa tions are being made m multiple entry raises with the belt isolated from the dis trict laudation. This would be a distinct `idvanogt in case of fire. Astde from the hazards that relate di rectly to the unusual conditions encountered m these mines, there are those commonly found in any mining operation and the safety program takes proper recognition of these. Experience has pointed out ibe hazards associated with operating belt conveyors, uid these installations arc subject to a com plete guarding program; a welt developed control system is m use which incorporate* uxhhle and visual wartime? before move ment of the belt is made. The mine electrical s>tem has certain inherent safety hazards, and overload pro tection is provided throughout. Alt electrical circuits, AC and DC, are provided with means of lock-out protection while main*cnance is being done. Lock-out is also provided on trailing cables and mining equip ment. The safety program at this location fol low s in general principles a basic program established in ail facilities of the United States Steel Corporation. It is implemented by direction irotn the Columbia-Geneva Steel Division, and tooHy. the problems peculiar to coal mining are incorporated into the basic program by the Mine Inspection De partment. In a targe measure the satety program is dependent upon almost constant employee contact to develop the safety awareness necessary to prevent mute injuries. This IS brought about through weekly safety meet ings scheduled m each mining district and held on company time and also through an individual contact pr- gram. Records of all contacts are made to irt`ure that all men are receiving the proper number of contacts and variety through the `irety program. The physical condition oi the operation ts subject to routine irt-jcction by the Mine Inspection Department, by th general sul-erimcndcnt's satety committee, and by di vision inspection and audit committees. Surely the effectiveness of ike safety pro gram is ultimately measured in the results attained. The goal a; these mines is the same as that of all segments of United States Steel Corporation, frequency zero, it was with great pride tliat Columbia Mine attained this goal in I960, and in so doing, won the Sentinel* t,t Sum trophy m the Bituminous Coal group. While past accomplishment* may be re viewed with pride, the ever present haz ards associated with mining thick, inclined coal beds under heavy' rover are fully rec ognized by all those associated with this operation. All possible effort will continue to be directed to meeting the-e hazards with a forward looldng sat cry program and con* tinuing the safe operation of these mines IQ6t Viz, Jv C'mnrrxt DUST STUDY PROGRAM, PENNSYLVANIA DEPARTMENT OF MINES AND MINERAL INDUSTRIES By W. ROY CUNNINGHAM Deputy Secretary At Vht Ume of this presentation, our ac tive participation in this program is one year old While we are too new at this work to offer definite conclusions, we are hopeful that through this discussion will be able to give you some helpful information. We m Pennsylvania, as well as you from other caai-produeing state;, have long been concerned with the explosion hazard of bi tuminous cool dust. Through intelligent re search me have learned horn to guard agamst coal dust explosions. The same considerstion has not brat given health hazards from Coal dost in alt areas- This could be due Id the fan that medical authorities are not in unanimous agreement that the breathing ot bituminous coal du*t it harmful. Be that as it may, the growing Ii-ts of those suffer ing from silicosis among our bituminous coal mining people are reason enough for thoe of us hav-ing to do with the health and of person* employed in our mine* to study the problem and attempt to offer corrective solutions. There have been limited studies made in the bituminous area of Pennsylvania by vari ous agencies and some by iadmdnal ctxm panics, but it has not been done on * large enough scale to be sufficiently ratable to health authorities in enabling them to evalu* ate the (larmfut effects of breathing such dust In the anthracite area, more concen trated studies of coal dust conditions have been made. It is recognized that the breath ing of quantities of anthracite coal dust is liamtful. but even in this area, these studies were nut comprehouive enough to offer any definite conclusions. In the bituminous area, we do know that various processes of mining aggravate and increase the silica content of the suspended dust. Medical authorities are in unanimous agreement that silica dust is harmful when breathed over an extended period. In 19jj the Governor of Pennsylvania re quested the L'niied Stales Public Health Service to make a study of certain phases of the people associated with occupational disease possibilities in the anthracite region of Pennsylvania, it was hoped that such a study would offer some criterion that would enable the establishment of safe limits ot dust concentration. This study was made and a report submitted to the Governor ot the Commonwealth. Among other conclu sions, the report contained the fallowing; "Analysis of the data for the purpose of determining sale limits of dust exposure in dicated that employment in an atmosphere containing less than 50 million dust particle* per cubic foot would produce a negligible sum of cases ot amhraco-sfficosis when the quartz contents of the dust was less than 5 per cent. In the gangways where the silica content of the dust was about 1J per cent, a safe limit appeared to be 10 to 15 million particles per cubic toot. The limit of toleration for rock workers was set tenta tively at 5 to 10 million dust particles per cubic foot of air.** The above listed allowable limits appar ently were the basts for threshold limit val ues adopted by the American Conference of Governmental Industrial Hygienists. These threshold limit values were first adopted about 25 years ago and were reaffirmed al the meeting of this organisation in N'ew York, Aprs! 2) `o 26. 1060. The?* are a* follows: 1, Below 5 per cent free silica, 50 MPPCF*. 2, Front 5 to 50 per cent free silica, 20 MPPCF*. 3, Above 50 per cent free silica, 5 MPPCF*. Million panicles per cubic foot. 1 bare not had the opportunity to become fully acquainted with occupational disease laws of the various coal mining nates. That pan of Pcimsylvanta's-occupational disease law pertaining to lung disorder* i* contained in Pamphlet Law 520, Act of JTunc 21. 1939. as amended ia 1957: 24 Cool Miniruj "The employer liable for the compensa tion provided by this article shall be the employer in whose employment the employee u\ut lart exposed fo the hazard of the occu pational disease claimed regardless of the fenstfi of lime of such last exposure, pro vided that when a claimant alleges that disability or death was due to silicosis, anthraco-siHcosis, abe*to>s, or any other oc cupational disease which developed to the point of disablement only surer an exposure or 5 or more years, the only employer liable *halt b the last employer in whose employ, mem the employee was last exposed to the hazard of such occupational disease durtnq ,v period of six months or more and provid- tns further that in those coses where disahiliiy or death it not conclusively proven fo be the result oi *ueh last exposure, all com- pensariett shall he paid hv the Common wealth." A greater part of the bill for occupational disease rail# on >he taxpayers oi Pennsyl vania. This is due to the fact that because of the very economic conditions of the coal in dustry. miners art forced to change employ, merit from one mine to the other frequently. During the last biennium ending June I. 1961, (he total occupational disease bill to the taxpayer* of Pennsylvania was upwards of S27 million. Approximately 90 per cent of this was paid to miners for lung dis order*. In my opinion, the authors oi our present legislation arc to be commended for their humane effort in alleviating suffering and financial distress among our mining people haue of health disorders that originated during their work in various mines. My purpose in describing a part of our law is to point this nut to furtlier ex plain why the Pennsylvania Department of Health and the Department of .Mines and Mineral Industrie* started and will continue this 'tody. You ran readily understand that a compensation bill to the state nf thi* mag nitude excited public opinion to the point that the reasons therefor were demanded. Some year* ago the Pennsylvania Depart, meat of Health started a study wherein chet X-rays were taken of individual* working in our mines both in the anthracite and bi tuminous regions. This X-ray study is con- turning and will continue throughout both areas of Pennsylvania. Because of the De partment of Health's findings through their study of the various X-rays, they felt that they would be in a belief position to offer intelligent solutions to (hi* problem if they cmld likewise study the dust conditions in our mines. An Attorney General'* decision save the Department of Health personnel the right of entry into the mines for the purpose of making this dust study. The Department of Health personnel were mmt proficient in dust sampling techniques. However, they were not familiar with the various mining practices i the anthracite ami bituminous divisions. The Secretary of the Department of Health at that time realwed that his people would need assistance trr.m trained mining personnel, and re quested the Secretary oi Mines and Mineral Industries to have a mine in*pcctor accom pany the sutvey team and be responsible for their safe conduct during the study. In Pennsylvania as in other state*, mine inspec tor* are charged with certain mandated du ties. One provision of our mine law requires nine inspections at regular intervals. Time taken from legally required duties for the purpose of conducting dust study survey team* into the mines necessarily interrupted nirutar mine inspections. *>ur department felt that the mine inspec tor? could not continue this additional work and still comply with the mine inspection I w A meeting was arranged and attended !*v representatives from mine man. gement. I'nited Mine Workers of America, the Sec retary of die Department of Health, and the Secretary of the Department of Mines and Mineral Industrie*. At thi* meeting coat nperators justly objected to haring person nel unfamiliar with coal mine* unaccom panied by representative* nf *Ame state agency who would be rei*-njWc for their -afety. They fett that the Department of Mines and Mineral lr?dutrie ibetiild be charged with taking dust simple? under ground in the coal mine*. The Secretary of the Department of Health and the Secretary ot the Department if Mines and Mineral fndtitric* were both ongnizant Of the fact that to be of any value, a dust study would have to he a con tinuing function of one of the departmentsSpot checks had been made in the past, and they were of Jitlle value We arc fully aware that the data being collected by our people during this continuing study must be made on a division-wide basis. Anything lc`* than this would be of no more value 25 M 1961 Xational Safety Congra than those spot studies taken previously at infrequent intervals. , Secretary Lewis E. Evans of the De partment of Mines stated at a later meet ing, comprised of the same representatives who attended the original meeting, that it was his intention to rrnploy first-grade mine foremen a* dust study personnel both in the anthracite and bituminous divisions. Fol lowing this meeting, four first-grade mine foremen were employed--nvo assigned to the anthracite division and two to the bituminous division. A comprehensive six-weeks training period Has arranged to familiarize our dust study personnel with various techniques of sam pling and analyzing coal dust. Following this training period, we equipped two com plete laboratories--one in each division. Pres ently. dust counts are made with a micro protector. Some work has been done on direct counting, and cur personnel are fa miliar with both method*. Qualitative sam ple* are collected by our people and the determ-nations are made by the Department of Health. The laboratories are not pres ently equipped to make qualitative analyses. \t the end of the training period. Secre tary Evan* met with the dut study per sonnel from both the anthracite and bitumi nous divisions. He outlined a tentative procedure and described his expectations. Briefly, his instructions were: 1. He emphasized that dust study per*onnel must be concerned only with the work for which they were employed. This de panmem had report* that on some occasions, personnel making similar studies had ex ceeded their authority and reported situa tions about which they had no knowledge or jurisdiction. 2. He insisted that before entering the mine, our personnel should have a thorough understanding of the property, thus enabling them to conduct a study that would be rep resentative of the dust in suspension through out the mine. 3. He suggested that periodically, pro cedures were to be discussed with repre sentatives of the Department of Health and with mine managemot. 4. Our people were advised that the pur pose of this study was to enable the De partment of Health to evaluate the effects of dust on the lungs of our mining people. and that any piece-meal publication of the report could have undesired effect. There fore, it had been agreed by alt parties to this study that one copy of the report would be furnished to the Wa*hms1cn office of the United Mine Worker* of America, the op erator of the Mmr>d mine, the Secretary of the Department of Health, and one copy as to be retained in the Department of Mines and Mineral Industries. Before our entry into the first mine, three of the major companies operating in the bi tuminous area expressed the desire to con duct studies simultaneously with our person nel in their mine*. We welcomed this idea and felt that in time other coal companies in Pennsylvania will express the same in terest and conduct studies of their own. At the time this was writs oi, we had com pleted surveys in at least one mine of each of the companies who Here making simul taneous studies- We then met with the coal company industrial hygienists from these componier and outlined our procedure. We invited their criticism, and I am happy to report that in the main, they were most complimentary. It was felt by alt concerned that periodic meetings of this type would prove most beneficial in arriving at a stand ard procedure that would be indicative of the intended purpose. Insofar as is possible, we have adopted similar procedures both for the anthracite and bituminous divisions. It might prove in teresting and helpful to this group to outline this procedure; 1. The Deputy Secretary of Mines and Mineral Industries of the pertinent division makes arrangement* with mine management to conduct a dust study m a specific mine. 2. The dust study personnel meet the state mine inspector at the mine for the purpose of becoming acquainted with local mine management. At this meeting, the mine in spector goes over the mine map and give* a description of the methods of mining be ing practiced. It is only for this one-day meeting that our state mine inspectors are delayed in their regular duties. They can. of course, as tin* permits, accompany our dust study personnel on ar least a part of the survey. 3. So attempt U made to study every working place in the mine Daring the orientation discussion, our dust study per- 26 Coal Mining onnel ascertain the number of ventilation plits, die percentage of retreat mining com pared to first mining, and a general descrip tion of the haulages over which men are transported. This orientation period has proven most hetpiul in making plans for the actual survey. 4, Determinations are made of each of the various classifications and in proportion to the number of such classifications m each mine. For example, if there are twenty con tinuous mining machines operating in a mine, we make an effort to take dust counts and samples at at least halt of them. Likewise, the same procedure i followed for each or ihe various job classifications. 5 Daily samples are correlated into av erage time weighted exposures. For example, if a continuous mining operator is to be sampled on a certain day, the operator is met at the lamphouse by at least one of our dust studv people. The sampling period starts on the ingoing mantrip. Originally, we took 10-minute samples, but we learned that sampled periods of such *hort duration were not necessarily representative of each indi vidual operation. Xow, samples are extended o*er a one-hour period and at least 30 min utes of that hour represents the sampling time. This Is done by sampling for 10 min utes and delaying for 10 minutes throughout the hour. By doing this, we feel that the entire day during high dust and low dust concentrations, periods can best be described. 6. With each time weighted exposure, a dry dun sample is token. We have tried various devices for collecting dust from the atmosphere without success. Presently, we are collecting adhering dust from rib* and/ '<f timbers. Along haulages, dust traps arc installed so that this dust can be collected ',\tr an entire shift period. The quantitative samples are collected in .tlcohol using a midget impingcr. The Departmatt of Health feels that counts should he taken within 24 hours. Some of the coal >^.mpany-mp1nyed hygienists do not agree that this Is necessary. However, since this information is sent to the Department of Health, we comply with their directions. The qualitative samples are <*o!lcctcd and sent to the Department of Health for analysis. With each time weighted exposure, there is also listed a silica determination of the dust col lected during the operation. In our years of operation, we have sampled five mines. To be of any value, there are not shortcuts to be taken in making a dust sur vey Our dust study people are fully familiar with mining and mining operations. It is not necessary tor mine management to assign personnel to accompany th.em into the mine. They stay with the mdisulu.il clarification being sampled on c.wh particular shift and need not be taken into or brought from the mine during the shift. A; ti e completion of a dust survey, report* arc frepared and *ent only to the interested representative* of each agency and mine management rf the sampled mine. Since it was originally agreed that these reports would contain all information pertinent to the survey, they are quite volu minous and are composed of the follow me' 1. Letters of transmission. 2. A synoptic <ie*cription of the mine This description includes the number of per son* employed, methods of ventilation, meth ods of allaying du*t, !-in*portation, and conclusions. If, during rotr dust tudy. we find that dust concentration* are l**r>nd the allowable threshold limits for an ei.u-e av erage time weighted exposure, this infos. *xtion is given to our district mine inspector for his action- I am happy to report that in the mine study thus tar, there ha* been little necessity for this procedure. 3. Location of qualitative dust -aiuplutg points, 4. Qualitative analysis results. 5. A description of the impinger sample* taken and the determination of the dust count. 6. Dust size determination from 0 to 10.! microns. 7. Copies of the various forms used in making this study are attached for your in formation. The Department of Health is only inter ested in dust iir* from 0 to S microns. However, some of the coal companies con tinue these sire determinations to 10 mi crons. and wc for the present are doing likewise. We are too new at this work to offer am' definite conclusions We have learned that ventilation alone if not sufficient for allay ing micron-size du*t Likewise, spray svjtemg alone will not sufficiently allay dust particles of this size. We do feel that we have learned conclusively that a healthful atmosphere at working faces, particularly 27 196! National Safety Congresr where mechanical mining is being: practiced, is dependent upon an efficient combination vi both ventilation and water sprays. In roof bolting operations, we have been ible to determine the efficiency of certain dust collectors. I would like to say at thu point that some of these collectors are most efficient. It is thts dust containing: from 35 per cent to 65 per cent silica, depending upon the nature of the material drilled, that is most harmful. As this program continues, ! am certain that we will be able to offer more conclu sive and valuable information to groups of this kind. 1 feel that I have had an in valuable experience in being permitted to mutate thts program in the bituminous di vision of Pennsylvania. Secretary Evans has emphasized on many occasions that health ts a function of our department, and if through this program we can prevent one case of silicosis, anthraco-silicosts, or pneu moconiosis, the program wall be well worth while. 1 am certain that this is not only Pennsyl vania's problem, but a problem in all mining state* throughout tin* nation. It is well de serving of our be<t effort* and consideration. SAFE PRACTICES IN STRIP MINING By EUGENE E. QUENON Director of Safety, Peabody Coal Co,, St. Louis. Mo. Injury' records at strip mines, compiled on a tonnage basis, have always been envi able when compared with deep mines, and one is likely to take for granted that seri ous hazards seldom exist in strip mines Shortly after being employed by Pea. body Coal Co^ I had a very rude awaken- mg to the fact that hazards in mines were numerous--and that these hazards were serious and dangerous. the strip many of decidedly \Vhile many hazards exist in strip mines under normal mining conditions, some of these jmc dangers become much more seri ous under adverse weather conditions, ami >-annor be entirely eliminated without the as sistance of improved weather. Peabody Coal Orfnpany's injury records definitely indi cate that adverse weather has a direct bear ing on the increase in frequency and se verity rates of accidents at our strip mine perations. The following example will serve to point out the effect of severe weather changes in the operation and maintenance of our strip mines. Late last Fall, a round of in spections was made at our strip operations. The weather was ideal, and conditions of the pits, haulage roads, equipment, shops and cleaning plants, as well as newly painted buildings and well-kept lawns and yards, all seemed to coincide with the wonderful weather. Working condition* such a* were observed luring this inspection, along with the at titude of emp!o)ec$ toward adhering to safety practices, gave me a confident feel ing that real progress was being made toward an over-all improvement in safe working conditions which would ultimately result in a much lower frequency and se verity rate. A prolonged cold spell of several weeks' duration followed thee inspections. During this tune, the surface had frozen to a depth of 15 inches; and when thawing started, the pleasant surroundings observed a few weeks earlier at many of our mines had, indeed, changed to such an extent that conditions throughout the operation seemed to invite accidents. The hardships caused by muddy terrain not only created new hazards, but were indirectly responsible for several equipment breakdowns. The over all adverse weather conditions actually ap peared to discourage both workers and su pervisors from following adopted safety practices that were normally in effect. Other than the main haulage roads and uncovered coal at these mines, the sur roundings were a mass of mud that defi nitely retarded the entire mining operation and created new hazards. HSghwalls and spoil banks now* presented a definite danger from falling or rolling material; handling power cables in the mud was much more 26 Coal bfiitixo dangerous; walking and working under such conditions caused fatigue, resulting in a lack ot alertness. A majority of strip mine officials, who were consulted regarding the greatest hazards involved in strip mining, stated that unusual weather conditions--such as heavy rains, extremely low or high tem peratures. thawing of the surface following long periods of freezing, and extremely dry weather---were all conducive to accidents. Frequently, a heavy rain will completely Hood a pit, necessitating the setting of pumps, moving equipment to higher ground, caus ing slides along the spoil banks and un stable highvvalls. Until conditions return to normal, employees are exposed to abnormal hazards. Zero temperatures in the open pits retard the operation and tend to increase the fre quency* of accidents. One of the superin tendents explained his reasons why an em ployee is subject to tnjury during low temperature; "His ears are covered up--he can't hear. He sometimes has his face covered up to where he can hardly see He is so cold tliat he's numb, and lias but one thought in mind--get the job done and get thawed out." The superintendent might have exaggerated a little, but from observations, I don't think he is too tar wrong. It was also the consensus or opinion that more breakdowns occurred in periods of extreme weather conditions. Temperature changes caused expansion and contraction of metals--in e*',d weather metal becomes brittle and lub itinn becomes less effective --plus the fact that equipment working in mud and water is subject to overloading. Our experience in the past four and a half years proves that a large percentage of serious injuries resulted from emptojees ioing repair work in the open pits during leriods of inclement weather. Such injuries are partially due to weather and also due to the fact that the men arc required to perform different types of work from their normal routine. Lack of experience makes any task more dangerous, and repair jobs always require haste, which is alto unsafe. Tlte seriousness of safety problems in volved in a modern preparation plant de pends to a great extent on the construction, maintenance and operation of the plant. In recent years, Peabody Coal Co. has con structed several modem preparation plants. building into them certain features that will enable management to operate them safely and efficiently. While these tipr . cleaning plants are huilt to include tl.w ...u*t modem equipment tor maximum safety and efficiency, these modem devices will only help to eliminate accidents. Constant supervision is necessary to make certain that personnel think and work safely at all times. \n cmplovee is less likely to be injured when he has been trained m his routine work and when ihe plant is being operated under normal conditions. Since the cleaning plant at River Queen Mine is of modem construction and similar to those at other Peabody operation-, it will serve as an example to describe, brief!}, the importance of building the plant with certain ieaiures to increase efficiency and eliminate hazards. The River Queen preparation plant i* of fireproof construction throughout: all elec trical wiring is in closed conduit; motor* tor driving the various pieces of equipment are moisture-proof. The equipment is ar ranged to provide adequate room for safe maintenance and repair work. The moving parts of equipment are adequately guarded. Stairways and cross-overs are installed at convenient locations and are guarded with toe boards and hand rails. Floors, stair ways and cross-overs are. in most instances, constructed with metal gnlls, thus eliminat ing accumulations ot coal and dust. A series of water jets, spaced about 30 inches apart, are installed on the ground floor for clean ing purpose?. The plant is adequately lighted through out by window s and incandescent lights, and provisions are available for heating m cold weather. The entire plant can be cleaned with water, without damage to equipment. Switchboards and control panels arc pro vided with rubber maw, and the equipment is controlled bv a series of pushbuttons from a central location. A railroad car spotter, contr lied by pushbuttons, eliminate* the hazards of having wnrkers exposed, as when conventional methods--such as drop ping railroad car* by gravity--are employed. The most hazardous period in the prepara tion plant is believed to be while repair* arc being made to equipment following a breakdown--usually, because those doing the 29 JW/ Xfittorvti S'n/f(y t?cnrtrer* repair work are in a hurry to get the plant back in operation do not take time to Jo the Job in the latest possible manner; and, again, are required to perform tasks which are not familiar to them. Trailer trucks, with capacities as high 3> 05 tons, are used for transporting coal from the pits to the preparation plant. The sate and efficient operation of a transportation vem at a strip mine depends almost en tirely on a competent driver. The safe con dition of the truck, maintenance of haulageways, and obedience to rules and regulations governing the movement of trucks, are con tributing tactors to the safety and efficiency obtained. You can best appreciate the responsibility <<} tile operator of a trailer truck if you take a trip with him to the pit Under ideal weather conditions, there would be nothing unusual about the trip, except perhaps the driver may complain about a few rough puts on the road or occasional dusty con ditions. Take a similar ride in the same truck with liic same driver following a heavy rain, or liter the ground has thawed after freezing weather. On this trip, you will really learn .ihout the hardships encountered in strip mines due to adverse weather conditions, not only by die truck operator but by every'* >ne who works in or around the pic The secondary haulageways, which were in A-1 rendition prior to the change in weather. 1 re now covered with two or three inche* <> soft material. The inclines into and out the pits, which are only temporary haul age roads, are now slick and muddy. In nme instances, the trucks are pushed into :md out of the pits by bulldozers. Traffic regulations governing the move ment of vehicles are, in most instances, trictly followed by the truck operators. The crossing of railroads and public roads is done w ith great concern. Officials and other key employees, who are required to travel by automobile over the same routes as the coal trucks, offer no serious problem; as they are familiar with the hazards involved and will give the right-of-way to the coal hauling equipment. Visitors, not familiar with the operation f traffic in the strip pits, should observe the posted signs reading "No Trespassing." \nd when it is necessary to enter the pits, they should be accompanied by a person fully* familiar with the transportation system at the mine and the regulations ut force Overburden, ranging m thickness from 20 to 120 feet, in most instances must be drilled and blasted. Whether holes are drilled vertically or horizontally, much considera tion must be given to the safety aspects at well a iq the effectiveness and practi cability m the adopted method. Without taking the practical viewpoint into consider ation, dnlling holes vertically from the highuill would appear to favor the safety aspect, since the drilling crew would not be exposed to the hazards of falling or rolling materials from the highwall; and the explosives, drilling equipment and power cables would be out of the pit and separated from the normal pit activities. Whether the overburden is drilled verti cally or horizontally will be governed, to a certain extent, by the character of the various formations that make up the ma terials to be blasted, and the surrounding conditions. Irregular surface, unconsolidated lop material, and heavily wooded areas make vertically drilling, in some instances, ineffi cient and hazardous as welt as impracticable. The overall improvement in the heavy equipment employed in both horizontal and vertical drilling has not only added to the efficiency' of dnlling but has eliminated many of the hazards common to conventional drill ing. These larger drills are operated from an enclosed cab. thus protecting the driller from exposure to inclement weather, as welt u other hazards to which drillers are ex posed when working in the open. (Me of the most important advancements in recent years toward the improvement 01 aitty in strip mines has been the adoption and use of commercial grades of ammonium nitrate as an explosive for blasting heavy ms erburdm. The increased use of ammonium nitrate explosives since 1955 has beat a major safety factor in the way of eliminating the hazards inherent in the transportation, handling, storage and use of explosives con taining mtzo-giycerrnes. The use of a safe primer, detonated with primacord for am monium nitrate explosives, is also a big safety improvement when compared with methods employed in the past Ripper attachments mounted behind a heavy-duty crawler tractor are used in sev eral of our strip mine pits to break up the coal beds prior to loading. Eliminating the 50 Cftal WiWll/J necessity for blasting coat also does away with the hazards caused by use of conven tional-type explosives. Although many dangers have been elimi nated until the use of explosives contain ing non-nitroglycerines, the same precautions employed in the transportation, handling, ,torage use of dynamites are the rec- .mraeaded practice at our mines. At alt Peabody strip mines where it is necessary to blast overburden, ammonium nitrate ex plosive* are used. However, seme of the -tnp mine* continue to use dynamites for blasting coal beds where rippers are not in use. Peabody Coal Co. ha* in service several machines that are used for loading and tamping horizontal holes. These machines reduce the hazard of having three or four workmen charging and tamping a single hole Vertical holes are usually charged im mediately after drilling, and fired between -hifts, or as x*mi after the hole* are charged as is practical. Before overburden shots arc detonated, the area surrounding highwall and pits is inspected to ascertain that every body is well in the dear. The operator* of shovels or draglines give a warning whistle when a blast is to be fired. A second signal is given after everyone has had time to get in the clear. The charge ni explosives is fired immediately after the second warning Signal- Falling or rolling materials from the htghwalls can become extremely hazardous unless the cut is properly blasted and the loose material is removed during the time of stripping operations. Overburden com posed entirely of sand and clay, and satu rated with water, creates a difficult problem in stacking and presen's a serious hazard to workers in the pit. Materials made up of such a composition have been known to flow* across the open pit with such rapid ity as to cover up persons working around the equipment. Constant supervision is necessary to make certain that explosives, regardless of the type, are transported, handled and used in i safe and careful manner. When this i* done, we can then reap the full benefit ui the safety built into explosives. Electricity, ranging in voltage from 110 to 6900 A.G* presents a serious shock and electrical bum hazard to the majority of employees at a mine. The hazards from shock and bum .ire much more serious when the surrounding conditions are wet, following heavy precipitation. Proper main tenance and careful installation of electrical equipment at a strip mine arc very' essential to the prevention of injuries. The use 01 insulated cable hooks and the wearing oi insulated shoes and gloves will minimize the ever-present dangers from electricity at the strip mines. Employees are instructed to call the mine electrician when any electrical equipment is in need of repair or when connecting or disconnecting power conductors. Erecting, dismantling, moving or repair ing heavy stripping equipment is an every day procedure with Peabody Coal Co,'* organization. This type of work is ex tremely hazardous, especially during in clement weather, and has resulted m several serious injuries in the past. Fortunate!'-, "upervisors aligned to th* tt* 0* work are thoroughly skilled in their art and, from their past experience and knowledge 01 hazards. our injuries are reduced to a minimum. General repair work on all t>pe of equip ment at the vinous mines is done daily, and those assigned to such work are highly trained through many vear of experience Capable supervisors, who supervise the re pair work, are employed at each strip mme in make certain that the job t* completed in the safest possible manner Federal and State mine inspectors have hen of much help m the elimination ni ubstanri-*rd safely conditions in and around ur pits, shops and cleaning plant*. and few violations of the state laws and Federal Mine Safety Code arc reported by these agencies which arc not corrected during the inspection. These agencies have, in most in stances, done an outstanding job in helping to bring about better cooperation between employee and employer in the interest of safety and accident prevention. Progress will continue in the reduction nf injuries and fatalities at our strip mine* through the improvement of equipment and the continued efforts of all employee* to fully cooperate in the interest of preventing accidents. Elimination of substandard safety conditions in our strip pit* >s very close to a reality. Therefore, our future safely problem is to encourage all employees to work safely, at all times, and to take no unnecessary chances. 31 Xnhoiuii Siifrtv Conor,\rr EXPERIENCE IN FIGHTING MINE FIRES WITH FOAM FIRE-FIGHTING APPARATUS By WILL B. JAMISON Safety Development Corp., Greensburg, Pa. High expansion foam u an effective and prove*.! too! for the control of mine fires. It has been proved by its actual and sue* cessfut use at the Montour 4 mine of the Pittsburgh Coal Co. and at the mine of the Marquette Cement Manufacturing Co. .it Oglesby, HI. The effectiveness oi high expansion foam on class A and B fires has been shown by extensive testing at the laboratory* of the Factory Mutual Ke<earch Corp.. at the testing facilities of Safety Development Corp.. and at numerous demon* strations and tests held at state and munici pal fire school training areas. As with any new technique, high expan sion foam u still under development. Re* cemly, improvement* have been tested which permit quicker erection of foam generating equipment Other improvements are the de velopment of new methods of creating an effective movement of foam into a dead end place. 1'erhaps one of the most signifi cant improvement* is the discovery of a new* foam concentrate which overcomes the substantia! limitations of the older foam ing agents. Credit for the concept of high expan sion foam belongs to the Safety in Mines Research Establishment, Buxton, Eng land.1, ~ * * This group showed that a light detergent foam, developed by erecting a net across the mine entry, wetting the net with a detergent solution sprayed from a hand-held nozate. and directing tltc air current from the mine ventilation system through the welted net, would create a mass of bubbles which could control and extinguish a fire of limber and rubber belt ing, Foam "plugs'* 600 feet in length were developed in roadways of some <5 square teet cross-section area. Since die original British announcement, their work has been devoted to study oi the chemistry of high expansion foam, to improvement of the hand-held norale, and to study of the flow characteristics of high expansion foam within the limitations im posed by their methods of foam generation. The first British report came to the at tention of Mr C. R. N'.iilJer, then presi dent of she Christopher Coal Co., who ar ranged to run test* on this foam at one of his companv's mines. These tests showed that the Briti-H method required considerable set-up time tod that the normal air pref-ure available m an American mine was insui?.c:ent to develop a foam plug much '".er 200 teet m length. At the request of Mr Xa Her. the t'SBM undertook to study the method; as this agency was equipped, at its rxj<nmeniat mine, to simulate underground mine fires. The Bureau worked on high expansion foam for some years making substantial contributions to it The Bureau found that the foam developed by the British was effective against a wood fire but was not effective against a coal fire whieh has be come very hot and deep seated. The Bu reau undertook to study foaming agents and found one which provided a foam wet enough to be effective on coal fires. After repeated te*ts, the Bureau was able to sug gest a minimum water content of the foam necessary to make the foam effective on a coal fire.4- * At the end of two years of fruitful work, the Bureau started to publicize the re sults. .With the exception of some efforts on techniques for fighting mining machine fires, the Bureau seems to have completed its work on high expansion foam.' Upon the completion of the major por tion of the work of the Bureau, it was apparent that there was a need for further study and improvement of the method, for well-designed and effective equipment to make high expansion foam, and for the ap plication engineering and instruction neces sary to make the system a useful tool to the mining industry. With these purpose* in mind, we formed Safety Development Corp. The work of Safety Development Corp. which is of greatest interest to mining men. concerns the successful use - of high ex 32 ; { } i I I Gw/ Minino pansion foam on mine fires. Equally inter esting should be the various developments of the U5BM and ourselves on the prob lem of fighting fire in a dead end place. Of less specific interest is the extensive program carried out by Safety Develop ment Corp. of testing high expansion foam on fires of various types and, finally, cer tain new developments should be mentioned. Perhaps best understanding of high ex pansion foam is promoted 1 discussing first the foam itself, how it is made and what K can and can't do; then recount ing its use on actual mine fires; and, fi nally, the work on fire* m dead ends and new developments. How High Expansion Foam is Made High expansion foam is made by spray ing a special fabric net with a solution of water containing a foaming agent and. simultaneously, by blow-mg air through the net. How well these steps are carried out will determine the effectiveness and effi ciency of anv equipment designed to make high expansion foam. The British used a cotton-fabric net hav ing a relatively open weave. We decided against cotton fabric because it is vulnerable to mildew attack. The British used the open weave to conserve the limited avail able ventilation pressure By providing fans able to furnish the required volume of air at substantial pressure, we arc able to use * closer weave net which makes more uni form foam. Thus our fabric is a very heavy nylon, with relatively small holes, which is mechanically strong, mildew re sistant, and less flammable than cotton. This fabric and its arrangement in the net frame, coupled with careful attention to uniiormity of liquid and air distribution, have permitted a rate of generation twice that successfully attained by the USBM, reduced liquid loss to about two per cent compared to 10 to 25 per cent, and achieved an amazing uniformity of bubble sue. These are the important details which make for efficiency in performance of the foam gen erator. Size of the equipment is a most important factor also. If too large, it may not be easily transportable or it may not be possiblc to keep it supplied continuously with water or foam concentrate. If too small, it may not do the job. We believe that conservative judgment must be used in con sidering the results obtained during testing under controlled conditions. At actual fires and in actual mines, our experience shows that the foam can travel many paths and often only a percentage of the foam generated will reach the lo cation of a fire, A unit which is propor tioned to a tct fire nv be too matl and therefore ineffective. The rate of foam generated also can affect the water content of the toam when it reaches a fire- Numerous tests have shown that the loss of water from a foam i* negligible if the rate of movement of the foam is in the order of 10 to 20 feet per minute. If the foam moves too slowly, rapid drainage will take place, possibly rendertng the foam ineffective. Since the foam often can take many paths, the rate of generation should be high enough to give this minimum velocity in at! paths to avoid excessive draining. The ver>* important and general problem cf foam chemistry will be discussed later in this paper. The expansion ratio of foam is the ratio of the volume of foam to the volume of the liquid withm the foam. In high expansion foam, this ratio can be varied from a low of about 50 to 1 to a high in the order of 1500 to l The low tatios may have some special uses in other fields but are too heavy for mining application*. The High ratios tend to be less stable. We iiavc found that a ratio in the order of 1000 to l is an excellent compromise of a foam wet enough to have very good extinguishing properties but still light enough to be driven long distances horizon tally or to be forced up a shaft or rai*The foam used in fighti- the mine fire*, and in the various tests to which we have subjected high expansion toam, has had an expansion ratio of about 1000 to 1. How High Expansion Foam Controls a Fir* When a foam having a ratio of 1000 to 1 is driven on to a fire, the heat of the fire will flash the water of the foam to .steam. The expansion of water (o steam at atmospheric pressure is on the order ot 1700 times, with the result that there now exists a mixture of 1000 volumes of air and 1700 volumes of steam. This mixture 33 1961 National Safety Cemgrtss s ttl have an oxygen content ui about 7.5 per cent or well below 16 per cent, the level at which active burning or most flammable materials will cease. foam covered the fire and the cover was maintained for a sufficient period. The Montour 4 Mme Fire The conversion of water to steam absorb* a great deal of heat. Ho* objects break the foam eauing the water of the foam to be deposited upon the obiect. cooling and wetting it. Steam is an effective coolant since its temperature can be raised when it is in the presence of hot material. All of these means can combine to cool and extinguish. In a mine where the paths by which oxygen can feed a fire are limited, foam can be driven onto the fire and will quickly render the fire dormant Cooling by the team wilt take place immediately. The foam will cover and cool burning material. If this contact by steam or covering by foam is maintained for a sufficient period, complete extinguishment will be obtained. The nature of the burning material and the depth of the burning will determine the amount of cooling needed. Coal produces a great deal of beat and can build a rela tively substantial depth of burning. A coal ore ts diincult to extinguish completely, but is easy to knock down so that subse quent direct snack is easy. Wood ignites more rcadtlj than coal but does not pro,`i.f -; jjte- w touch heat ,,nd ini tfe** w-jud doet not produce mtrsi k-pth of buraaag so that fooling is -a*.;, mm dt&rwfe KUmtnahU Uqatds profere **r mraf rtokat eawJy iguMed fires; tut -;nte tnerr w Uetie Mange of beat, they 4'e *> to cool ad asttMguish. The fire ot more votaxde. ium Saab poatt liq uids arc more dtfiwu.t i cwwxgmsh; how ever. when thev are ewered by high ex pansion foam in wfitim depth, they will co out. The USBM has shown that the foam can control relatively deep seated coal fires. Testing at the Factory* Mutual Laboratory has shown that the foam can extinguish standard gasoline pan fires and standard vv<xxl pallet fires. We have carried out tests on such diverse fires or materials as tightly stacked rubber tires, large fires of gasoline and diesel fuel, acetone, and ethyl alcohol. In all of these tests, the fires have been controlled and extinguished when the The large coat mme fire at Montour 4 mine of Pittsburgh Coal Co. has been rejiorted in some detail by the L'SBM* and before meetings of mining societies.* In view of the ready availability of at least cne of these reports, it would not be profit able to attempt to tell the complete story of this fire. Certain parts of the story should be recounted, however, because they represent the observations of others of us who were present and have noticed, or wish to stress certain other aspects. Some of the following comments are made m the tight of later facta and knowledge gained. They are not presented as a criticism of the handling of this fire; but are pre sented in the hope that useful lessons in the handling and use of high expansion team can be learned and appreciated. The tong and unavoidable delay of about 10 hours between the discovery of the fire points up the importance o: having the necessary equipment and material on hand to make high expansion foam. The effective ness of htgh expansion team aa the fire after u had grown to very suable pro portions makes it easy to conclude that the fire could have been controlled easily if fcom had been applied shortly after the fire was discovered. The long delay was very serious and ia fact nearly critical. When foam was fi nally driven into the Are. the ccc&bostxble gaa in the return had reached a high lcvL The first gas analysis taken after the foam generator had been started showed that the combustible content had fallen, indicat ing that it was safe to stay and fight the fire. The coal on the roof and ribs extending over many hundreds of feet of entry was ifire when foam was first made After suffi cient foam had been put into the fire area to remove the danger of ignition of flam mable gases, it was decided to start at the right hand ide of the involved area. This side was c ical as an extensive par tially mined and pillared area existed to the right. If the fire had succeeded in get ting to this area, it would have been very difficult and, conceivably, might have be- J4 I ( Coal Minina \fime impossible to extinguish by any avail When this v.** done, it was tumid that able mans. the fire actually had consumed the door { j . The foam generator was moved to the right side and toam was driven into the involved area immediately in front of the generator, This permitted the prompt exlinguishmcnt of the fire in this area. The and a part of the door frame. N'o fire was present in the vicinity of the door show ing that the foam had extinguished the fire as it was going through the door and had prevented the fire from spreading. Dur ing the period required to bring fresh air . area was then explored and the only active to the door, the foam generator was used ! ! burning was found beneath a mine car where the foam could not move readily. This `mail fire was quickly extinguished with a Ik w to hold the fire beneath the tails in check \*o foam traveled far t*> the left of the j uream. man door as the direct i .tli ot movement to the return was through the man door. Later the unit was moved back toward Thus foam was not forced to the left where s the left, to a point one entry short of the the only active fire renamed. original location. Since the fire was out As the work of bringing fresh air to on Use right, it was decided to move the the door involved the building of a num equipment tn steps to the left, permitting ber of stoppings or sals, it was found a logical progression of driving foam to that complete ealing of the relatively small , eaol and extinguish, followed by an ex fire remaining would be easy. The seal.- ploration. Exploration was made by cutting were -o planned that a relatively small area the foam with a water spray while ad v.l inctr.ied and cite vatuablc face equip mitting a controlled amount ot air at the ment was out-tdc the sal*, easily recover- luck of the men. who were advancing. if.*r for u*e m another mining area. Itreathmg apparatus wa* not used or re quired. It was possible to explore m tht* ' Vrtain important facts should be noted: manner without the presence of heat or 1 The foam completely extinguished smoke. ;hc fire in many hundreds of feet N'o fire was found until a large fall was encountered which had burning cal beneath it. The temperature in the area was low and it wu possible to sand on top of the fall m the current of air. However, the fire could not be extinguished even with the hoses on hand. It was apparent that the fire had been controlled try* the foam and 'hat it would not be able to spread as the rode which shielded the fire from the foam would also prevent it from breaking out. The smoke beyood the fall was sufficient c entry. 2 The on'y points where the foam clearly traveled in volume and extmguiOiment was not obtained were places where something, such as a mine ear or rock fall, shielded the are against the foam. 3. Wherever the foam had traveled, control of the ore was established and temperature towered so that men could move and fight any remaining fire directly and at close range. to prevent exploration beyond this point. 4. The foam will tend to take a direct N'o fire was visible beyond the fall path betwera the point of generation Here; again, a major decision faced those in charge. A man door had been opened to prevent smoke from being carried into the working area. It was known that the air movement then would carry the fire to the man door. If the fire had gone through the man door, it might have spread into the adjacent partially mined area and even into an adjacent mine which was sepa rated by a heavy stopping. The threat of aad the return, particularly if the openings to the return are relatively close and clarly denned. 5. Xcme of the posts or timber set during the exploration after driving foam showed evidence of having been subject to any hat when the area was inspected upon reopening some six months after sealing. 6. During the sealing operation foam such a spread was so serious that it was was introduced into the fire area at decided to carry fresh air around and be a controlled rate. Many of the sals hind the fire so that the area in the vicinity of the door could be checked. were erected at points quite close to the fire area. While the area vvn* 35 only yortaHs beag wnin. t4s o( ite With tlw Wcht --*----.---g jj above tacu that ur oh auuMd study thuuhe, > m r^iiW iu <e where ytHurw n i ttw tuM euttid have been mode muex e fiscaium ui the 6rr eouid have Wm m* Mi In* l>fo)ciQ;ed nnfim rrgwrcil Md ungtushmem cfeuintd wtthuHt mkt Time improvement* cunld have been ofcetmed by: 1. ?1>e court* that the {asm took could lure bees controlled and directed, just at air it ctntrxdkd aod directed, uung temporary stopping* or check* of doubled brattice doth. Thus, the time sd effort used in rdoatint the fount generator were expended u*desly. At*o it would have been relatively easy to direct the foam to the left into the area which was not readied. 2. The fire beneath the falls could lave been flooded by building * few low dams, or merely held by periodic applications of foam until the re mainder of the fire had been mn- trolled. 3, Periodic and regular checks of the temperature and analysis of the gases returning from the fire area would have shown progress in controlling the fire. This is extremely important as falls, smoke, and dangerous roof may make the task of quick explora tion of the fire area difficult or im possible. 4, By control of the area where the foam was driven, and by careful drake of route to be traversed. I fed that the man door could have been readied and inspected without the necessity of building stoppings. The foam could have been made to cover the fails beneath which lire still existed, scaling the smoke at least for the time required to in spect iaby the door. t/jrqix-ffr t ement Manufacturing Th* was severe fire tn a massive tim bered area of the limestone mine of the Mif-jume Cer*nt Manufacturing Co. at ugtesby, 10. 1 `e the mine had been con vened u> as opei pit operation in about l*si7, the entrance area of the old workiMge wx used for storage of trucks, other and supplies including lubricat ing txl because of important facilities upon u-c uarLocc and the relatively thin cap rock winch overlaid the limestone bed. substantial wtiuunia of heavy creocoted timbers had keen *s uver the years as tight cribs to i iwmi the exposed mine roof. The fire igatied the creosotes! timber and spread rapidly throughout the timbered area. The cause of the fire is not known. The fire was discovered upon arrival of the day shift on a Monday morning. Smoke was found inside the mine in the areas used for parking vehicles. Employees recovered a few trucks but were unable to get six trucks, two bulldozers, two highlifts and some 150 drums of lubricating oil and non flammable chemical. The night watchman* car was one of the last vehicle.* recovered. Originally the mine was worked with natural ventilation using many openings to the outside along the exposed ledge of rock above the river and numerous small timbered shafts. Most of the shahs had caved or had been filled and many of the openings filled. The plan of mining left random piltars with the openings between pillars some 20 to 40 feet wide and 15 to 18 feet high. The roof material was lime stone except, in some areas, where a shale cap rock was encountered. We had been alerted earlier in the week that our equipment might be needed- On Thursday we were asked to help. By Fri day morning the fire seemed to have spread widely throughout the area and smoke was being discharged from all openings in the vicinity of the plant By the afternoon, three small fans had been set to pull smoke from the mine. The 60,000 cfm which these fans provided was sufficient to prevent smoke from issuing from the openings into die plant area and was much less than would be required to give the positive air current needed to enter the mine. The following day a fourth and larger fan was put in 36 Coal Mining pqranon. 11u `an .i* ?ive a tf<al air 1.20,000 ettr. mi iw* ut It wst dreaded v. *r i-. (* the wmAt by ventilating the area ** the dues of th* left ram .** jpertmd i<jt about two hour-.. V. >*>** .mnt mi wraA* faulted and the tire mn.i k> W rivewq the roof. A do.* t the *imi ngm portal via* opened and a wU^jotiot ** cmM he seen a cnb with i*.. tpwck* "Mum Ktcd agamu the are Tlw faios s--m wi see op and i<j*m wm mroducoi for about JO ouBour* ami the area where the trucks aad the fire had Wea nsile Foam appeared at the left hnsd portal hx&catmg that the area was Wig fiOed. The foam generator was shut down ami we entered the left portal. We cut our way into the fcota with a fog nozzle, taking the first cross cut to the right, working our way past a large truck and bulldozer. We reached the first of the two silhouetted trucks, and cleared the am around both trucks of foam. The only burning in the area was a slight Sicker of flame from be tween the dual tires of the why truck. The crib inby this truck was out and foam wood in all of the openings holding back heat and smoke from the fires farther m the mine. To the right of the first silhouetted truck was a corrugated sheet iron Mopping. Through cracks of this stopping, a sub stantial fire was visible. We pulled off one md then a second corrugated sheet and turned the stream of the fire ho* on to the fire for about 10 minutes. The hose stream was beginning to get control when smoke started to come in on us forcing us to retire, ft was apparent through the holes in the stopping that fires were burn ing inby and outbv the small area winch we could reach with the hose stream. The foam generator was set up in order to deliver foam into the area visible through the stopping. Foam was delivered into this area for about one-half hour. While this area seemed warm, fire was not visible hereafter. At this time the decision was made not to attempt to extinguish the fire, but to limit cur objective to the recovery of the equipment and drums of lubricant. The reason* for this decision were: 1. The mine had no value. Its usefatness as a storage area was replacetbie at a point where no tim bering was present. 2. The extern of the fire was unknown, hoc if probably was quite large. PbtJDg such a fire would be nxtly and dmnium. 5. No trained mine firefighters were available. Until two inspector* from the CSBM arrived with Chemex ap paratus, no breathing apparatus was available. 4. The smoke contained a high per centage of carbon monoxide and was loaded with creosote. 5. While the fire could consume a sub stantial quantity of timber if per mitted to bum unchecked, it Would run out of fuel eventually and die out. The support of surface facili ties could be provided relatively cheaply by hydraulic filling, if ne cessary- Work on this limited objective was de layed until Tuesday morning, until the motor of the large fan was repaired and replaced. On that day all of the equipment --trucks, bulldozers, and highlifts--and the drums of lubricant and chemical were rernvered. The procedure was to fill the area with foam, cut access through the foam t* the equipment with * spray of Water, vrect canvas to hold back the smoke, or to permit the foam to hold it back and ir> pull the equipment out with a tractor. This was done without rrsorting to breath ing apparatus and without having any per sonnel in a heavy concentration of smoke. Important experience gained at this fire includes: 1. The high expansion foam was clearly able to extinguish the actively burn ing timber cribs. 2. The high expansion foam provided an effective barrier against heat and smoke, without which the entire op eration would have been impossible. In at least one location, a large cnb was extinguished even though it was known that foam did not reach the full height of the crib. Cooling of the upper portion of the crib could have resulted only from the steam generated when the loam con tacted the hot material in the lower part 37 1961 National Safety Congress of the crib, The Mating action of the foam prevented air from moving over the crib, allowing the `team to May in contact with ihe upper pari of the crib, cooling and extinguishing it Fires i Dead End Places The moil common fire which occurs in underground coal mutes is that which origi nates on mobile mining equipment. In fact about >0 per cent of all of the serious coal mine fires reported by the USBM dur ing i960 started as machine fires. li the equipment is outbv an open break-through and the ventilation is adequate or subject to control, the problem of approaching this type of fire is not too difficult. Usually the equipment fire takes place m a working place where the equipment is mby the Last open break-through. Any fire in a dead aid is difficult to approach 44 the smoke and heat of the fire must be faced or controlled. A recent report of the USBM, R1 5846, vnutled "Practical Aspects i Controlling 4a Underground Fire on a Mining M`hinc.** is * useful study of the relative effectiveness of various techniques and ftMmrubhing agent* when tested under con<:..llcd o-ndilK/ri* upon a simulated mining machine. These tests showed that water fog u,,4 most effective if the fire could be ap proached closely; however, loaded streams ><r wet water were more effective than water aUeie. The effectiveness of any type of stream or spray rapidly decreased as the distance between she fire and the nozzle increased. Tests on dry* powders of various types ipplied by shovel, necessarily at close range. Oiuwed that sodium and potassium bicar bonate were the most effective. Application <f dry powders by rock dust distributer iil*ju the test fire was uniformly unsuc cessful. In all cases tested, high expansion foam wa successful in controlling the test fire. RI 5846 tell* of the Bureau's develop ment and construction of a small "foamduct generator'' to which a roll oi 24-inch diameter polyethelene plastic tubing was at tached. The fan of the foam-duct generator is capable of unrolling the tube and, by closing and epening the damper of the fan r-ipidly, the tube can be snapped by pres sure to attempt to straighten it if it be comes fouled. This unique scheme permits the foam to flow in the tube to the fire where the tube has been burnt off by the heat of the fire. Testing by the Bureau - showed the usefulness of this approach, at least under the conditions of the experi mental mine and simulated machine fire. The authors of Rt 5846 have placed sub stantial emphasis upon the development and performance of this "foam-duct generator." It is important to examine the concept and range of application of this machine critic ally as it is easy to overestimate the po tential of the equipment My purpose is not to be critical of mechanical deficiencies, if any, of the actual machine developed by the Bureau. An efficient machine of this ite and pressure potential can be built. The points to be examined are what it can and cannot do, In the tests at the experimental mine, the unit was able to extinguish the simu lated mining machine fire. Thus, the equip ment makes enough foam for its purpose if the simulated fire is a fair test. This question now becomes one of examining the simulated mining machine fire, the circum stances of location, and the facilities where the simulated fire was tested. The simulated fire of oil containing a little coal dust with some rubber tires, makes a hot concentrated fire. The coal, oil, and part of one tire were placed in a rectangular tray and a tire was placed against the tray. The entire fire was par tially shielded to make the control of the fire by hose streams more difficult The fire was a rosotxablc teat of a machine fire except that the shielding provided was far less than would normally be found on a piece of curron mmiog equipment where cover plates, guards, and structural mem bers shield the interior of the machine, particularly in locations where hydraulic oil i* found. The pre-bum of four and one-half min utes is reasonable in that all equipment tested could be functional In that period had it been closely available on the section. In fact the pre-bum might be too long when considering hand extinguishers. One questionable element is that the test area had sheet iron as a roof; concrete for ribs and a concrete bottom. A simu 38 Coal Mining lated fire, winch was to be repeated many ttme`, could not be permitted to ignite roof or nbs and to cause falls of root; how ever. an actual fire generally spreads lo the coal and causes falls of roof. Unfortunately the area of the experimental mine chosen for the fire tests is not repre sentative of actual conditions usually en countered in the area of a machine fire. The area chosen had ribs lined with con crete or concrete blocks and a bottom of concrete, slag, or crushed stone. The con ditions more neailv duplicated a hah cor ridor than a mine entry. A mine entry is rough, may have debris on the bottom, and be obstructed by posts. If the fire ha* had much of a start, usually it will have falls <>f roof. More than one fire of a loading machine or continuon* miner has caused ihe operator of an outbv unit to leave his machine, in which case the outby unit becomes a substantial barrier to the plas tic tube. Also, it is impossible to cause the tube to turn into a break-through. It is apparent then that: I- The test fire described in HI 5846 i a good effort to simulate s mining ma chine fire 2. The pc- burn is reasonable. A. The concrete-sheet metal lined entry prevented the normal spread of the fire and, to this extent made the problem easier. 4, The tube can be an efficient method tor delivery of foam to the fire 5, The test area was particularly favor able for the process of unrolling a tube, b. While repeated and rapid opening mid closing of the damper will snap the tube and tend to free it from obstructions, the tube can be diverted and obstructed by many objects to be found outbv a machine fire. 7. The tube cannot be made to travel into a break-thr. jgh. Three important conclusions arc inr<cnpnbie: 1. To provide the intended degree of pro tection, a foam-duct generator would have to be provided on each operating section. If the fire were given time to spread, the limited capacity of the foam generator could not cope with a sizeable fire of coal. 2. There is no certainty that the tube can be caused to reach a mining machine Ore. Obstructions and the possibility that the burning machine is in a break-through will assure that the tube cannot reach ail fires. If the fire has caused falls of roof, the percentage is further reduced. ,1, The small capacity of the foam-duct generator <5000 gpm or 667 cfm of foam) limits the usefulness of this equipment to <rttaU fires. Thus the foam-duct generator cannot be used to fight a sizeable fire. Our approach to this problem has been to develop techniques and equipment which will permit delivery, with certainty, o! loam from our much larger foam generators to the face of a dead end entry or break, through. In developing a high expansion foam fire truck for municipal fire fighting, we experimented with cloth tubes of vari ous lengths, to be attached with zipper>. This work Has been the key to the de livery of foam into buildings from the fire truck. The mechanics of this tube have been proved by about eight months suc cessful use of an experimental high ex pansion foam fire truck by a local fire company. We have found that die fount will varrj some 30 to 50 feet beyond the end of the rube Into a dead end place and fill the entry, making a solid foam plug beyond the end of the tube. Thus the foam can be the shield against heat and smoke for men to reach the end of the tube. When there, a new length ot tube about 20 or 25 feet long can be added. If no major obstruction is exacted, the length of tube so added can be Mraiglitened most easily by operating the foam generator. The procedure followed ts for the men who have added the tube to return to the foam generator, which is started and operated initially at tow atr volume. Low air volume with normal liquid rate will make a heavy wet foam. When the genecator has operated long enough to fill the tube with the heavy foam, the damper on the foam generator is opened and the heavy foam will be pushed out of the tube at high velocity. The weight of this foam will tend to carry it a sub stantial distance from the end of the tube. Then the generator is operated normally until it is apparent that good foam move ment- is visible back over the tube an ap preciable distance. The liquid supply to the foam generator is cut off and the fan drives air through the tube. The air will 3V 1961 National Safety Congress carry back out over the tube without dis turbing the ioam inby the end of the tube. Tims, the tube has been extended, a new foam plug made inby the end of die tube, ,md a vt<ibie opening made over the top /( the lube tor men 10 travel to the end of the tube so that it can be extended again ' necessary-. It the tube, which had been added, caught nr was diverted as it was being extended by the passage of ioam, we find that it cannot become so entangled that it will shut oft the foam completely. Since the foam will always move a little distance inby the end of the tube, even if the tube has be come so twisted that the velocity of the loam is not directed tnby, an effective foam plug will always be present inby the end uf the tube. Since access to the end of the tube is always possible, it can be straight ened and the procedure repeated. If, upon adding a length of tube, an obstruction is known or anticipated or it is necessary to turn the tube into a break through, the foam pfug inby the end of the tube can be cut carefully, with a spray of water, the distance required to extend manu ally the added length of tube. Care must be used tn cutting the foam to be sure that only the absolute minimum amount of foam is cut so as to leave the plug in tact as a shield against heat and smoke. When it is known that the foam has reached the fire, foam should be applied tor a good length of time before any ef fort is made to explore or to extend the tube. We feel that this technique offers a degree of certainty of delivery of foam not present with the foam-duct generator. Since tt has been adapted for use with high ca pacity foam generating equipment, the tech nique broadens the range of usefulness of this proved equipment The disadvantages which this technique introduces are that the method is slower in operation than the continuous plastic tube, the equipment is more bulk)', and naturally requires more water than the foam-duet generator. Other New Developments Development and experience with tubes of various sites which are expanded by the foam have led us to test a tube of sub stantial circumference tn n mine entry. The circumference of the tube used was ap preciably greater than the circumference of W the entry where the test was carried out It was found that the tube would swell until it completely filled the entry making a tight seal, preventing the foam from re circulating to the fan of the foam generator. This tube effectively eliminates the neces sity of building a special stopping into which the foam generator was formerly erected. Thus, the erection time of the equip ment has been shortened to a small frac tion of the old method. The only problems introduced are the handling of a very large tube made of a strong neoprene coated nylon fabric Since the tube must be so large and strong, ii is heavy, especially when wet after use. The other new development which should be covered is the discovery of a new foam concentrate The need for an improved foam concentrate is quite apparent when the diffi culties of the original material discovered by the USBM are listed. These difficulties are related to the high freezing tempera ture and sensitivity to water hardness found tn the original material. The relatively minor improvements which we were able to make oa the first material forced us to search for new ones. Initially, our search in the laboratory involved the screening of some 400 surfactants. The re sult of this was a substantial list of naterials which would not work. Fortunately, one material proved promising and Is the basis of our new foam concentrate. Xow our laboratory work is aicied at developing the optimum physical properties of the new foam concentrate while re taining its excellent characteristics of foam formation and stability. The table below lists the physical and foaming characteristics of the two materials as we now know them. Because the laboratory work on the new material is still productive, its exact char acteristics are not finally sett however, we do know that we can meet the specifica tions listed as a minimum. This new foam concentrate represents a substantial break-through in the chemistry of high expansion foam. While wc cannot be certain that the new concentrate will be able to make good stable foam with all mine waters, we do feel reasonably sur* that many mine waters can be used This material has not completely satisfied all of our hopes for a perfect foam con centrate, but it is close to it. Coat Mining i. tuiraftmtlies "i Foam Name Nh LniforaOtr FiU<a SU6.UU ....... CfecMtruioa rwq*lrte <nta sea tier . * n>e tea worn lt* inne no <u,r Old roti-is Eillat Oaod as* -r*co HoMI it* LSS Htrtlertl) .......... L'fteu Ftrete pclot...................ASent IO*F neentrah-s New US l Srrirt Szeeitm *e*Umi i Marine Sato at l*r III Notes- It) There is a possibility that the con centration requirement can be re duced for 20*F* formulation. (2) Probably also sate at 0*F, Formu lation can be changed to give treeee point tesa than minus 2u*F but concentration requirement may Increase. <3i Over 13000 ppm hardness. Over the Cfurse ut some vc.ir#, I have tud more experience in fighting mine fires iK. ' like to recall. Also, during the p.-t two tears ot effort aimed at improving, developing, and finally marketing equipment ir fiencrating high expansion iram as a fire fighting tool, I have had many op portunities to divan* the problems of fire prcdftion m mine* ami to examine the facilities present in a number oi mine*. I have seen both extremes. There are too few mines with really adequate facili ties, with equipment which is thoughtfully engineered and carefully maintained, and with ftre-consciou* employees and omcialt who believe m and work at fire drills and fire prevention There are far too many mines which are trying to get by with luck and the bare minimum. There i* a vast majority with some equipment, same train ing, and some thought; but, I am afraid, not enough. That a fire can get out of hand in a mine having adequate facilities, a planned program, and personnel awake to the problem such as Montour 4 mine, should emphasize the serious fire protection prob lem in all coal mines. High expansion foam is a powerful new tooi for combating mine fires, but it does not replace the old tools and methods which arc time proved. High expansion foam can only supplement them. Without an adequate water supply, no mine is equipped to fight a sizeable fire. Jim what U an adequate water supply? I am sure that you can get a different answer each time the question is asked. 1 t'eel that the ability to supply 150 gpm of water at 100 psi for an indefinite period would satisfy my idea of an adequate sup ply. My idea is expensive and probably can be satisfied only by a pipeline. The pipeline hould be equipped with tap* each 300 or 400 feet. Large water car* are usctul and can lie especially effective in quickly supplying :i large amount of water at high pressure, It t* most difficult to provide my defini tion of an adequate supply with water car* however Hoses require $|>ccial consideration at mines. Cotton or linen jacketed hose should not be used as they are subject to mildew attack. Hose* >hould be rubber lined and be rubber jacketed if of cotton fabric. Neoprene rubber i> preferable. Some of the new construction* such as neoprene lined with dacron jacket appear to be very good ,t* they are nut affected, by mildew or oil. Two-inch ho* diameter cem to be about right. Coupling threads should be straight iron pipe threads and the pin-type coupling dinuld be avoided. Too tew people know that ho*e couplings should be finger tightened only. The hoe coupling wrench is needed ior breaking the coupling only The best nozzle is a combination type, able to give a good long range straight stream and al-<o a good spray. 1 have the feeling that the nozztes which adjust con tinuously from a stream to a wide-angle pray cannot throw a stream as tar a* the lever type stream-spray nozzle. Because range it so critical in mines, I feet that the char acteristics of the stream should decide the choice of nozzle. Hand extinguishers are useful and have their place at strategic points in a mine and cn parable equipment. Dry powder, loaded stream, and ioam band extinguishers all can be uetui- Too often though, the simplc-t, most effective and cheapest fire extinguisher * neglected on equipment which uses water for dust control. By means of a simple valve this water for dust control can be converted instantly to fire use. A hand directed nozzle on a short length of hose gives the operator a simple, quick and. effective extinguisher which will not be exhausted upon the delivery of a few pounds of dry chemical or a few gallons of liquid. Another approach U to fit the 41 1961 National Safety congress machine with mounted and piped spravs t cover critical points. Thus, even t smoke should force the operator to retire, the sprays will continue to check the fire and prevent its spread. At least one company has used this scheme on cutting machines wr over la years with excellent results. Many special dry powders or additive* to water have been trued and evaluated upon standard fires and simulated tnine-tvpe tires. While the dry powders are effective ,(gainst special fires, they are not especially useful, except as a first quick shot, on mine-type fires. Additives can increase the effectiveness of water streams and will help if the water supply is not adequate in vol ume. However, water itself is hard to beat. It is cheap, ean be transported easily, and is about the most effective coolant known. Since most modem mines must use water during many vital mining operations. It makes sense to have an adequate supply that will do the joh when seconds count. The vital ingredient in fighting any 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. Until 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 reasonably well, but with just a little practice the hose will be stretched, coupled, and put into operation more quickly. Practice sessions develop team work and speed. When every* man has a job there is a minimum of confusion and wasted effort. Training also tests equipment Hoses which tiave been neglected for long periods may not be in shape when needed. Training includes putting the 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. The need for training with gas masks and breath ing apparatus is obvious, of course, I feel that high expansion foam equipment de serves the same attention and care. To ac cept delivery of the equipment, see it demon strated, hear the discussion on us use. and then to leave it untouched in the warehouse will not make it an effective fire fighting tool. Most mines find that this training will create a consciousness ot fire and fire haz ards among personnel which, of itself, is sufficient justification for the training. The training need not b so irequent or pro longed that the training time will become a severe financial expense. Since supervisors have the responsibility oi leadership, extra effort ami attention mu.it be devoted to training these key men. A man does not suddenly become an expert fire fighter the day he is made a supervisor. Nor does training take place until it becomes company policy and someone's responsibility. While the title of this paper would tend to limit it to the subject of high expansion foam, it is important to understand that high expansion foam is another of the toots available for controlling and extinguishing a mine fire. Experience has proved that it is an amazingly capable tool which should be put to use as quickly at possible in an emergency*. High expansion foam is the only tool which can be effective when a fire is beyond the range of a hose stream. It is sensible, therefore, to use it to kill the heat, control the smoke, and subdue the fire even in eases where it appears that control by hose stream is possible. High expansion foam, hose streams, and other extinguishing means are purposely referred to as tools so as to emphasize that someone must use them. As with any tool, the skiU and judgment of the men using them is the critical ingredient. With some notable exceptions, I feel that the greatest deficiency* in the coal mining industry* is in training. Effective training programs will do more toward solving the fire protection problem of the coal mining industry than any other approach. Other deficiencies are automatically exposed. In any phase of human existence fire is a useful and necessary tool, but it can be a terrible and cruel enemy. Nowhere is fire more terrible and cruel than in mining. BtSUOCtUPHY <1) Elmer. H. S.. and Smith. P. B.< Fire Fighting In Underground Roadways: Ex periments with Foam Plugs: Safety In Mines Res. Establishment (British) Re search Report ISO. June IMS. (3) Unacre, E. T., Practical Aspects of the 42 Coat Mining >3) Liaacre. E. T.. and Jones, D, H,. Ma terials and Equipment for the Foam-Plug Expansion Foaati Bureau of Mines, Method of Mine FlrMigluing: S M R.at 5632, 19*0. Research Report ITS. August tSSS. (J) Mitchell, D. W,, Murphv. E M, Hagy. J , (4) Unacre. E. T. The Formation and Move ChrUtofe! F. P.. Practical Aspects of Con ment of Foam Plugs for Mine Firefight trolling an Underground Fire on a Mining ing: SEEC Research Report 142. Au Machine: Bureau ot Mines. R.t. 3146. 1961. gust 19i*. C) McDonald. T. J.. Use of HigH-Expanslon !J> Hartman. I.. Nary. J.. Barnes. R. W and Foam on a Pennsylvania Coai Mine Fire; Murphy. E. U. Studies with High-expan- Bureau of Mines, I C. 4019 1961. 5 i sion Foams for Controlling ExperimentalCoal-Mine Fires; Bureau of Mines, R.I. S419, 19&S- tsi Paris!, W. C, Use of High Expansion Foam on an Actual Mine Fire: Coal Min ing Inst ot America, 74 Annual Meeting. (6) Nagy. J.. Murphy. E. if., and Mitchell Pittsburgh. Pa.. December 1960. DEVELOPMENTS IN THE USE OF FIRE RESISTANT HYDRAULIC FLUIDS FOR UNDERGROUND COAL MINING EQUIPMENT By J. H. MINN1CK Staff Eng., Lubricant --- Special Products Dept. Shell Oil Co.. New York City Application and use of fire resistant hy draulic fluids by industry began some 15 years ago and has expanded rapidly since that time. As might be expected, much of the interest and progress in this field has been paced by groups concerned with in dustrial safety. About five years ago. a project "a* ini tiated to investigate application ot an hvdrauhe fluid in coal mining machinery which would be less hazardous than conventional petroleum hydraulic oils. Various fluids and their application were explored and it was agreed that the watcr-tn-oil emulsion ot tered the most economical and practicable approach. Much field experience was available with such a fluid from five years of development in other industrial activities and it was judged that many of the operating condi tions would be similar in the new field of application in coal mining machinery. However, during early field trials, it was recognized that certain conditions were more severe than anticipated and many recom mendations for machine modification* were suggested and accomplished. As in any proj ect involving a new approach with certain unfamiliar material characteristics, a coop erative program between equipment build ers, equipment operators, and suppliers of hydraulic fluid* i* required. In this project, an enthusiastic cooperation has been experi enced, leading to the exchange of much valu able information. With specific coat mining machinery, it is important to have available records oi machinery history and operating conditions as a base line r>n which to judge appropriate modifications if required. Accepted industrial hydraulic practice involves recommended suc tion conditions to pumps, sump tank capacitv, operating temperatures and use of wreening and filtration elements for main tenance of system and fluid cleanliness Much has been written to aid operating personnel in a better understanding of factors involved in a dependable machine and fluid perform- Introduction of fire resistant fluids to inilustrial applications ui general has not been accomplished without various problems re lated to the differences in characteristics of these fluids. However, the incentive to accomplish an additional improvement m safety underground will provide the justifi cation for continued effort and solution to these problems. It is our understanding in the petroleum industry that national coal production is increasing and that an increas ing percentage of this production is being mined by machine methods. To reduce any possible hazafd involved in operation of 41 J94l .Yu/tumif t .lupriSS u<h machinery w ill )* rm nbjrelive of jte.iter er-uunim1 iiuj<rtanre- The price* ot suitable fire resistant hy draulic fluids to the coal mining industry will generally l>e *>imew hat higher thin the avenge paid tor conventional hydraulic oils, ffowever. tin.- c,*t per ion of coal mined |,a* in nmny case* lieeti Ics* than with the l.mcr product-;, firttictpstlly because of re* ducetl machine conunipti>n rates. This may he cott-oidercd a sumewhat minor point in the ovit-.dl inu->ri:nn'i- oi intpruNrd ntieratii.- J'JU jl !::* hcvti onr t\j*irtire that introduction of such programs are fa cilitated when the operating economics are attractive. Front our viewpoint, in retrospect of the past two tears' experience in this particular work with the coal mining industry, it 4tu likely that future developments will involve modifications in machine hydraulic > tems to provide improved fluid operat ing conditions. These will be accompanied by continued research and development in the area <*>f improved fluids for this appli ,itu it DEVELOPMENTS IN METHANE MONITORING By D. H. ZELLERS Chief. Research & Development Section. Branch of Electrical.Mechanical Testing U, S. Bureau of Mines, Pittsburgh, Pa. ^incc the dcvch-jimrm i.i tiie flame -au-iy lamp by Davy, Chinny, and Mcphcnson early tn the 19th century, this device with it* numerous modifications and improvements tbeen universally acrvjueil tor detecting: im thane in mutes. Tiie principle of the dime -aivlv lump i- well known to all in* formed mining men. When (his device is maintained properly and is used corrcclly by a competent miner or official, it is rea-nablv safe and can he expected to detect methane concentration* of one per cent or ^renter. l.*rge-scale mechanisation in coni mines ha* caused rapid extraction or virgin areas. Till', in turn, has created a need for more accurate and more frequent determinations m{ methane so the effectiveness of ventila tion ind the rate of methane liWratbm can b* meaured. The flame safety lamp will continue as a `a'-iletccting device for everyday use; it .d-vn can be used, with modifications, as the leicctor element in a methane-monitoring svciem. A deterrent to general acceptance of a flame lamp operating as a constant monitor in gaseous atmospheres is the fact that 154 of the 2,990 gas ignitions reported between 1S57 and 1956 were attributed to flame safety lamps. Most of these ignitions were due to faulty or improperly used lamps. In a few cases, lamps suspected of havme caud ignitions have been invests- z itil amt found to be safe. However, they vhviouslv can constitute a potential ignition -ource. The degree of dependability reverts to the condition and assembly of the component parts and the competence of the user. This, of course, is true of any detecting device, but most other detecting devices are not disassembled and reassembled daily. As a supplement to the flame safety lamp, a number of electrical methane detectors liave been developed in the past 20 to 30 vears. The American detectors approved by the Bureau are manufactured by the Mine sUfety Appliances Company and the Union Carbide Corporation. Other detectors that are approved include the tnartiensen (F. W. Willhoft. U. S. Agent) and the nken (manufactured in Japan and sold in the L\ S. by the National Mine Service Company). Most of these detectors afford greater ac curacy than the flame lamp, but they all have limitations, and their cost, compared to that of a flame safety lamp, enhances the continuing popularity* of the latter. None of the electrical detectors mentioned will indicate a deficiency of oxygen, but, as a matter of interest, those utilizing a wheatstone bridge circuit will indicate concen trations of methane quite accurately in a deficiency of oxygen--as long u sufficient oxygen is preem to completely oxidize the Coal Minina methane. This ratio is approximately two parts of oxygen for each part of methane. The riken, which is an interferometer, is accurate only if the atmosphere contains no ease* other than air and the gas for which it was calibrated- The presence of any wthcr jras or vapor w ill result in inaccu racies, and an interferometer will not in dicate an oxygen deficiency. Flame lamps and portable electrical delectors only give spot determinations and must be observed by individuals, usually at irregular intervals. The need for *n auto matic. constant-monitoring methane detector resulted from modem rapid extraction in mines. Monitoring devices may be divided into: (I) Those that conunuously record methane concentrations but still require observation by individuals, and (2) those that sample methane and give a visible or audible warn ing or perhaps shut off electrical power or -tart up a fan when methane concentration* reach a predetermined level. The director of the Bureau of Mine*, recognizing the need for an automatic methane monitor of the second class, in vited representatives of instrument, elec tronic equipment, and mining machinery manufacturers, operators' associations, the United Mine Workers, and the Bureau to a conference in Pittsburgh in February, 1958. The desirable -features to be incorporated in an automatic methane-monitoring system were outlined by the director as follow*: (!) The system shall give a visible or audible alarm if and when the concentration in the vicinity of the sensor readies 1.0 to 1J<* methane. (2) The system shall cut off all electrical power to the affected section if and when the concentration in the vicinity of ilir sensor reaches 2.0 to 2.5% methane. The only restriction placed on the man ner in which these two functions might be accomplished was that no ignition hazard* were to be introduced. The Bureau has subsequently established the requirements to be met by a manufac turer wishing to have a methane-monitoring system certified. These requirements are embodied in a proposed schedule which has not been published in its final form. Two preliminary drafts have been published in the Federal Register. Subsequent to each publication, a meeting has been held with interested pomes who had submitted com ments concerning this proposed methanemonitoring schedule as it appeared in the Federal Register. The schedule in it* final form should soon be available. he the time of the director's conference, t-ne manufacturer already had commercially available a device for cutting off electrical power at the source if a cable fault or a frame ground occurred. This device w readily adaptable to a methane-monitoring <ytem. Another manufacturer had a similar de vice not fully developed. A third manufacturer had an approved methane alarm, which with some modifica tions, could be incorporated into a monitor mg svstem. Several other manufacturers submitted prototypes of monitoring detectors which were examined and evaluated, but none oi tliese have reached final development. it eventually became evident that private industry either was hesitant or, because t current business conditions, could not afford to invest in the research and development of monitoring equipment. Consequently, the Bureau undertook the development of a suitable monitoring detector. In the Bureau's monitoring deuce. t" elements, with well-known cliamctcrinic*. were combined. One of these, which we call a upeilement,n is a small catalytic ma which wall oxidize low concentrations of methane. This element is mounted adjacent to the second element, which is a bimetallic switch such as that used m home-heatlng.*y*ccm thermostats. The heat of combustion ot the methane by the pellement i* employed to actuate the switch. The net result is a 'small, simple, inex pensive methane detector. The idea for this unit had occurred during experiments with a flame lamp in which a thermal switch was mounted. Subsequently*, we learned that the idea was not original, for two patent* had already been granted for a device employ ing these basic principles; one patent had been issued in this country* and one in Eng land--the latter had been granted to an Italian. Although basically the Bureau's device I* similar to those covered hy these two 45 I9ft \alioinil safely Cinhjmt p.uciiis, it differs with rc<pect to the catalytic element reierred to previously as "the pellement," Thu clement presents a rela tively new concept in the combustion ot low cuncentrations ot methane by atalysis. Here tofore, the atalysis occurred on the surface ot spongy* coiled platinum filaments; how ever, with the Bureau's pellcments, coiled platinum filaments are used only as heating elements. The catalysis occurs on the sur face of a small bead of alumina; which bead, so formed, is impregnated with plat inum and/or palladium as catalysts. The pellement oxidises methane at a relatively luw initial temperature (approximately -tOO'F.) and gives ten limes the life of u bare filament: 3,000 hours versus 300. Since the initial temperature need not be high, less energy i censured to accomplish the heating. As an example, a miniature methane de tector has been developed m which two ot these pellements are incorporated, one ac me and one inactive. The inactive pelleinem is made in the same manner as the active one except that it is not impregnated with the catalyst. I*pen application of cur rent to the bridge circuit, it is heated to the came initial temperature ns the activated pellement, but it does not increase in tem perature in the presence of methane because there is no combustion. The inactive ele ment may be located in the same atmosphere as the activated tensing element or it maylie housed in a cell conaining fresh air, as it is in the case of the miniature detector. This detector is energtred wiih one D size flashlight cell. The pellements in it are wound with .002-inch wire and require a current of approximately 0.4 ampere. Those uved for the monitoring detector are wound with .OOS-meh wire; consequently, more cur rent (1-3 amperes) is required to heat them to the threshold temperature. Although jiellements made with 2-mil wire may func tion satisfactorily for the monitoring detec tor, those made with the heavier wire seem to be more practical because of their addi tional mechanical strength. However, it is essential that the power requirement be kept u< a minimum, since that determines the vice of the power source required. In the course of our investigations, nu merous examinations with regard to both sensitivity and simplicity were made of vari ous basic principles used in measuring low concentrations of methane. In the table below, taken from a paper by Pritchard*, are listed the approximate percentage changes in output signal that will occur in instruments using various principles if IT* methane by votsme is added to the air passing through the msmsneit. Percent I. Gas temperature above a flame...... IS 3, Resistance Ot electrically heated filament on which methane la burned catalytleally................................ 3 1 Volume of pressure change oa combustion .................................. . 3 , Density ....... .................... ....................... . 0.5 5. Refmctlrity .......................................... 0.* . Thermal conductivity ........................... 0.1 ?. Velocity of sound.............. 0.3* 9, Viscosity .......................... ............. 04 9. Infrared transmission (Was path MCI* C,--Black BodySource!......... 03 Obviously the greatest degree of change is available if the methane i* burned by an open flame. This principle was investigated, as already indicated, but it was shelved, at least temporarily, in favor of a device built on principle No. 2 because that one affords a much higher degree of safety. In all field tests conducted to determine the performance and dependability of the Bureau's detecting device, methane record ers were employed. These recorders were developed at the Bureau using the wheatstone bridge circuit w-ith pelkrnent sensing units. Preliminary field tests were first con ducted at the Bureau's experimental mine under controlled conditions. Other tests were subsequently conducted at commercial mines located in Pennsvlvama. West Vir ginia, and Indiana. From these field investi gations, we learned the following: (1) The air flow pattern around a ma chine is very fluid: no homogeneity oi gasair mixtures can be expected. (2) Methane can be expected to rise to the roof and flow in a thin layer along die root--even opposing ventilating currents. (3) Methane may be occluded in the coal and only liberated as the coal is br*,hen down. (4) Methane may also be liberated from the solid face and ribs, in some cases floor or roof. t, Pritchard, r. W., Measurement of Methane by Combustion in a Flame. London, August 1*57. (21 pp.) (Great Britain. National Coal Board. Scientific Department. Mining ReMarelt Cstabliihment. M.R.E. Report 3079). Research Programme Reference N*. it 4b Coal Mining (?) Ventilation constitutes the most im portant factor for reducing methane con centrations but often may be inadequate or neglected. (6) With relatively high rates of methane liberation, 40 to .'0 c.f.m., one of the most effective means ot delivering adequate air volume to the face with continuous mining is with auxiliary tans and tubing. (?) The practice of piling coal behind a miner is an important factor in the restric tion of air flow and consequently m the buildup of methane concentration* over the machine. A* for monitoring devices it w. deter mined that (1) the detecting elements or sensors made with the catalytic mass and thermal switch could withstand normal shock and vibration when solidly attached lo a con tinuous miner, (2) these sensors also functioned quite satisfactorily even in the presence ui coal dust and/or moisture, and (3) they did not shut off power except when sensing methane concentrations at pre set limits. Recording equipment used in conjunction with the monitoring equipment was an ex cellent tool for studying the adequacy of face ventilation and the influence ot op erating practices to methane buildup. The design of the machine dictates the location for the sensors. It was concluded that the sensors should be mounted as far forward and as high as practicable for ade quate protection. No definite conclusion ha been reached as to whether one sensor judiciously mounted will be adequate or whether in some cases two will be needed. In the Bureau's investigations, two sen sors were used; they were located from 7 to 13 feet from the face and from 12 to 18 inches from the roof, depending upon the machine with which they were mcd. Recent concern because of numerous re ported face ignitions in coat mines has placed definite emphasis, and I might add, pressure, on the progress of methane moni toring in this country. The problem is recognized and also has been given con sideration in other countries. In a paper titled "Recent Developments in Methanometry" by F. j, Hartwell. M Sc. of Great Britain, which was presented to the Sixth International Conference of Directors of Safety in Mines Research at Vemeuil. France, m 1950, various handheld detectors were described a* well as a "fire damp recorder," The first model of this recorder was built in 1936, and many improvements were later incorporated. This instrument measures the pressure changes following combustion m two independently operated chambers. A pointer is linked to an aneroid cell ami registers the pressures in the combustion chambers on a chart fixed to a clockworkdriven drum that makes one revolution in 24 hours. The recording is not continuous; * V> milliliter -ample is pumped into the combustion chamber and burned The com plete cycle requires six minutes, and by having the cycles of the two chamber* staggered by three minute*. 20 independent analyses are made every hour. A vecond recorder is alto described in the same paper, ft is the ringrose methane re corder, a mechanized version of the ring* rose methanometer. The basic principle for that instrument is somewhat the same as that first described: that is, the instrument give* a measure of the difference in pres sure that results when combustion of rr.eilunc occurs. The ringrose recorder gives %ne analysts every* s* minute*. Another paper relating to methane moni toring in Great Britain, titled "A Recorder of Atmospheric Methane Concentration Baed on a Butane Flame Lamp," by F. \V. Pritchard and S. .V Phelps, was presented to the Tenth International Conference of Directors of Safety in Mines Research at Pittsburgh in May I960. In brief, a thermo pile is placed above the flame of a safety tamp in which butane as fuel is ted at n constant rate for stability. The electro motive force generated by the cuuple is used to close a relay which can be employed to initiate any desired sequence of operation. With further reference to British methan ometry, a recently published article titled "An .Acoustic Methanometer" describes a unit, used successfully in Great Britain in conjunction with methane drainage. It measure* gas concentrations in the piping system ranging from 40% to 90% methane. Developing a practical methane-monitoring 4? 1961 National ^att'ty Confrc.^ detector on the acoustic principle may be rather difficult. Where the ratio of the gas to air is only one to ninety-nine, the degree of change is extremely small, and the re sulting umt will be very critical, particularly to foreign gases, water vapor, and dust. Dr. Maas of the Netherlands Department of Mines reports tliat a methanometer which i* mounted against the wall ot a roadway has been in use for about eight years in the Netherlands. This is presumably a sta tionary methane recorder, for he sates that it is too fragile and too large to be mounted on heavy equipment. As he points out, any such instrument can be modified to actuate a relay and give an alarm at any preset v due. The following is a very brief article in die November 4, 1960, issue of the South African Muling and Engineering Journal which gives some insight into what the Rusians Itave accomplished in the field of mctlianc monitoring; "Methane measuring datum* in various pans or a mine feed in formation through the mine telephone net work to a computer which program* the ventilation s>stem---as methane builds up in .n area, more air is automatically directed into the area, thereby diluting the methane. 11 die methane builds up to a dangerous lunccntration. the mine power system is iiutomatioUy cut off." Methanometer* built an seven of the nine principle* (all but density and viscosity) limed in the table in Pritchard's paper, one ba.*ect on the absoryrice of ultraviolet light passing through a methane-air mixture, and >.ne that measure* act a photoelectric cell the quantity of light emitted during the combustion of methane by a catalytic fila ment have been investigated, evaluated, or at least are familiar to those of tu in the Bureau who have bcca involved in this prob lem It is noteworthy that most of the successful methanometers and detectors for other combustible gases here been developed uii the second principle listed, "romance of electrically heated filament on which methane is burned cataJytially." Ia most cases, the change in resistance that results front the combustion of the methane by a catalytic filament is employed to throw a bridge circuit out of balance. In the Bureau-devel oped detecting device, the heat transfer k used to mechanically actuate a thermal switch. The heat of combustion might also be used in conjunction with thermistors and thermocouples. Although a number of the listed principles might be Applied m the development of satisfactory laboratory methane-meters, cer tain limitations preclude their successful ap plication as methanometers intended for use in coal mines. The resulting unit would be loo delicate, too tnueal. or too expensive. A study is in progress to determine the component parts best suited to the Bureaudeveloped sensor, the best arrangement of these parts, and an ideal source of electrical energy. The last is relatively simple if al ternating-current power is available but somewhat more difficult if the mine power ts direct current. Fortunately, alternatingcurrent power is becoming mare available. However, since the proposed schedule 32 requires that the system shall function for a period of 4 hours, independent of the mine power, the most logical source of energy for powering the methane monitor Mens to be a mora battery which can be Boated on the line, and thus kept at near full charge while power is delivered to the machine. The relatively ocw hermetically sealed nickel-cadmium batteries seem to offer the most nearly ideal soarcc ot energy. Although a methane-monitoring system will not increase production other than by orccastasng improved face vesaiiatioo and thereby preventing explosions, we have been encouraged by the ngpucii aor experimental mautohst equipment has received from those ta the iodoiny who have ia it. There seems to be many offirrifs m the cool mining indusu-y who ted that there is a need for on automatic of determining the methane ajnetntratsco* m the face regions. This is particularly true in the ease of those uttng rontmouos immog machines. In proems has bees made, but tfw successful devdopmecK of a complete tMthaar-mcealonEg tjetn is still not a mahty. Furthermore the Boreao-derdoped t*nimy clement is not considered the ulti mate m <Sr**gn and operation. There may he benrr ways of achieving the desired rcMiht- Cuondcrtnc iO of the technological diMW dm have been made sa recent years in this country, surely other satisfac tory eguippiM can be developed. The Bu rma win gtedty cooperate in every way pom&ir with anyone willing to undertake the task. 4S OFFICERS OF THE COAL MINING SECTION NATIONAL SAFETY COUNCIL 1961-62 General Chairman Emeritus--James L>. Reii i.i , H.mn.i i..oal Co. |iivi-i<m oi Ccn*ali<lation Coal Co., Cadiz, Ohio. General Chairman--M. F. Brennan, United Mine Worker* ot America, District N'u 7, Hazleton, Pa. Virst Vice-Chairman--M. J. Ankeny, U. S. Bureau of Mines, \S ariiingion, D. C. Second Vice-Chairman--HKtHKHitl. Kirk, Snow Hill Coal Corp., Terre Haute. Ind. Jsccrctury--H. F, Weaver, U. S. Bureau ot Mines. Washington, lJ, C. Labor Representative*--Charles Ferguson, United Mine Workers of America, Waslmi*ton, D. C: Leonard Pnakovich, United Mine Workers of America, District 31, Fair mont. W. Va.; James Lcesex, Jl, United Mine Workers ot America. District No 20, Becldey, W. Va.; Johm Gkizzoxi, United Mine Workers of America, District No. 2, Ebensburg, Pa,; Michael Higgins, United Mine Workers of America. District No. 26. Glace Bay. Nova Scotia; Albert Pass, United Mine Workers of America, District l`i. Mlddlcsborn, Kv, Bituminous Coat Representative*--J, W. Peko, Pocahontas Fuel Co., Kv. of Consolidation Coal Ox, Pocahontas, Va.; C. . Linxous, Island Creek Coal Ox, Holden, W. Va.; James Wilocy, Bethlehem Mines Corp., Johnstown, Pa.; Wayne Snell, U. S, Steel Corp, Coal Division. Umontown, Pa.; Roisjrr Williams. Colorado Fuel & iron Co-, Pueblo, Colo.; Fraxx Kousts. Freeman Coal Mining Corp.. Benton. IN.; Coy South, Bell and Zoller Coal Co, Johnston City, III.; E. E. Quenox, Peabody Coal Co., Si Louis, Xlo.; A. G. Gossard, Snow Hill Coal Corp., Terre Haute. Ind. Anthracite Rcfrcscntatiz-ft--Ctoaat Clark, Reading Anthracite Co., Pottsville, Pa.; Hakki Bradbury, The Glen Alden Coal Division of the Glen Alden Corp.. Wilkes-Barre, Pu. Coal Associations' Representative*--}. B. Benson, Southern Coal Producers' Assn., Washington, D. C.; Harry Gandy, Jil, National Coal Assn., Washington, D, C.; Ford Samrson, Ohio Coal Assn,, St, Clairsvilte, Ohio; Georce Trevorrow, Bituminous Coal Op erators Assil, Washington, D, C.; G. Paul Linco, Bituminous Coal Operators Assn., Wasltington, D. C. U- S. Bureau of Mines Representatives--M. J. Ankeny, U. S. Bureau of Mines, Washington, D. C: James Westtield, U. S. Bureau of Mines, Washington. D. C. Mine Inspector/ Institute of America Representative--H. D, Bradford, U. S. Bureau oi Mines, McAlester, Okla. State Mine Inspectors' Representatives--John L. Zjmmexmax, Ohio Division of Mines, Columbus, Ohio; Leoxako Timms, West Virginia Department of Mines, Charleston, W- Va.; William J. Orlanoi, Illinois Department of Mines and Minerals, Springfield, III; Thomas Allen, Colorado Coal Mine Inspection Department, Denver, Colo.; Lewis E. Evans, Pennsylvania Department of Mines and Mineral Industries, Harrisburg, Pa.; A. H, Mandt, Kentucky Department of Mines and Mineral*. Lexington, Ky.; John Malloy, Oklahoma Department of Mints and Mining, Oklahoma City, Okla.; H. T. Williams, Alabama Division of Safety and Inspection, Birmingham, Ala. 4** Engineering Committer-- Am drew Hyslor, Jr. tChaxrmjni Hus Coal Cu . Lhr. of Con solidation Coal Co., Cadiz, Ohio: M. E. Pil'vtv, Bethlehem Mines Corp, Jenkins. K>\; Hauy QutxON, Eastern Gas and Fuel Associates, Coal Div,. Pittsburgh, Pa.: L. D. Hagenbcoic, Goodman Manufacturing Ox. Oiieago, IU.; S. H- Yost. Jeffrey Manufac turing Co., Columbus, Ohio: C. A. Bailey. National Tube Div, U, S. Steel Corp.. Pitts burgh, Pa.; James Elkin, Duquesne Light Co_ Pittsburgh, Pa.; DONALD MrtCHELL, U. S. Bureau ot Mines, -WOO Forbes Avt, Pittsburgh. Pa.; William Calder, Joy Manufacturing Co., Franklin, Pa.; D. S. Kixaxv, U. S. Bureau of Mines. Pittsburgh. Pa.; S. P. Pol.sCK, U. S. Bureau of Mines, Pittsburgh, Pa.; J. A. Boyle. U, S. Steel Corp.. Coal Div., Pittsburgh. Pa.: Albert Pass. United Mine Workers of America, District 19. Middle*boro, Ky. Entertainment Committer--C M. Donahue, Mine Safety Appliances Co.. Pittsburgh, Pa.; Everett White, Mine Safely Appliances Co, Pittsburgh. Pa. Potter and Visual Aids Committee--Ewalt Hrxzoc (Chairman), Hanna Coal Co, Div. of Consolidation Coal Co, Cadit. Ohio; S. H. Mooney, Woodward Iron Co, Woodward Ala.; C. E. Linkous, Island Creek Coal Cc, Holden, W, Va.; F. J. Peternell. Columbia-Geneva Steel Div, U. S. Steel Corp, Dragcrton. Utah; Maurice Fowler. Du* ijuene Light Co, Harwick, Pa.; Man Epwarp*. North American Coat Corporation, Powhatan Point. Ohio. Program Committee--H. J. Sloman (Chairman), U, S. Bureau of Mines. Washington. D. C.; Geobce McLellan. Weirton Coal Co, Isabella. Pa.; Hauy Gssdv, Jr, National Coal Assn, Washington, D. C.; Ccoaat Tuvouow, Bituminous Coal Operators* Assit, Washington. D. C ; Roy Cunningham. Pennsylvania Department oi Mines V Mineral Industries, Ebensburg. Pa,; C. Goals Evan-*. North .American Coat Corp, Cleveland, Ohio; J. B. Benson, Southern Coal Producers' Assn., Washington, D. C. Membership Committee--Woods G. Talmak (Chairman). L'- S. Steel Corp, Coal Div, Pittsburgh, Pa.; Joseth RE!T2, Republic Sitci Corp, Cleveland, Ohio; Alex Kelemax. Armco Steel Corp, Coal Div, Momcoat, W. Va.; Geoice Dejke. Mine Safety Appli ances Co, Pittsburgh, Pa.; Clamxce Jesse. Semet Solvay Div, Allied Chemical Corp, Tralee. W. Va.; Thomas Allen, Colorado Coal Mine Inspection Department. Denver. Colo.; J. B. Benson, Southern Coal Producers' Assn, Washington. D. C.; George Trlvorbow, Bituminous Coal Operators* Assn, Washington. D. C; Harry Gandy, Jr, National Coal Assn, Washington, D. C.; C. R. Cameron, Lone Star Steel Co, McAlester, Okla.; Emery Olson, Columbia-Geneva Steel Div, U. S. Steel Corp, Dragerton. Utah. Roof Control Committee--Wayne Sniu. (Chairman), U, S. Steel Corp, Coat Div, Uniontown, Pa.: Nathaniel Kibx, Snow Hill Coal Corp., Terre Haute, Ind; Hauv Gandy, Jt, National Coal Assn., Washington. D. C.: A. D. Sisk, U. S. Bureau of Mutes. Washington. D. C.; Charles Ferguson, United Mine Workers of America, Washing ton, D. C; A. J. Barry, U. S, Bureau of Mines, Pittsburgh, Pa.; . E. Quexox, Peabody Coal Co, St. Louis, Mo.; James Wildcy, Bethlehem Mines Corp, Johnstown, Pa.; WrixiAU pAtlSt, Pittsburgh Coal Co, Div. of Consolidation Coal Co, Library, Pa.; James D, Reilly. Hanna Coal Co, Div. oi Consolidadon Coal Co, Cadix,Ohio; A. J. Nairn, Pennsylvania Department of Mines and Mineral Industries, Washington. Pa,; Walter Davis, Pennsylvania Department of Mines and Mineral Industries. Pine Grove, Pa.; Arthur Bradbury. Inland Steel Co, Wheelwright, Ky.; Max Edwards, North American Coal Corp, Powhatan Point, Ohio; F, S. Leonard, Colorado Fuel and Iron Co, Trinidad. Cola; Wilbur F. Etccxwm, West Virginia Department of Mines, Charleston. W. V*. Publicity Committee--Rex Lauck (Chairman), United Mine Workers of America, Wash ington, D. C; Harry Ganoy, Jr. (Viet Chairman), National Coal Asm, Washington, D. C.; E. R. Nicolai. U. S. Bureau of Mines, Washington, D. C; William McClaxahan. National Coal Policy Conference, Washington, D. C; Ivan A. Grvts's, Coal Age McGraw-Hill Publishing Corp, New York, N. Y.; George Sall, American Mining 30 Congress. Washington. D. C; William Bradbury, Mechanization. Washington, D. C; George Trtvorrow, Bitwninous Coal Operators* Assn, Washington, D. C; Warbeh . Mol*, Hanna Coal Co, Div. of Consolidation Coat Co, Cadiz, Ohio. Off-The-Job Safety Committee--L. . Briscoe (Chairman), Ayrshire Collieries Corp, In dianapolis, Ind.; C. E. Ltxxous, Island Creek Coal Co., Holden, W. Va.; T. K. Suther land Clinchheid Coal Co, Dante, Va,; Paul Halrerslorn, Sahara Coal Co, Harris burg. ill.; F. S. Leonard, Colorado Fuel and Iron Co, Trinidad, Cofo.; C. R. Cameron, Lone Star Steel Co, McAiester, Okla.; E. E. Quenox, Peabody Coal Co, St Louis, Mo.; Ewalt Hereog. Hanna Coal Co, Div. of Consolidation Coal Co, Cadiz, Ohio; \VfLBU* F. Hicenskjd, West Virginia Department of Mines, Charleston, W. Va.; f wtE* Lezsek, Jr., United Mine Workers of America, District No. 29, Berkley, W. Va.; Leonard Pnakovich, United Mine Workers of America, Dist. 31, Fairmont, W. Va .ddiTMry Committee--`James D. Keilly, Hanna Coal Co, Div, ot Consoiiilaiion Coal Co., Cadiz. Ohio; Joshua Smith. Eastern Ga* and Fuel Associates, Coal Div, Mt. Hope. W- V-; *L H Johnson, U. S>. Bureau of Mines, Pittsburgh, Pa.; Cmahle.-s Ferguson, United Mine Workers ot America, Washington, D. C.; *F, J. Fokesmax. The Pitts burgh and Midway Coal Mining Co, Pittsburgh, Kansas, .\`"ninothtg Committee-- (a.ues t*. Reilly (Chairman). Hanna Coal Co, Div. ot Con solidated Coat Co, Cadiz, Ohio; `Joshua Smith, Eastern Gas and Fuel Associate*. Mt. Hope. W. Va.; *1. H. Johnson, U. S. Bureau of Mines, Pittsburgh, Pa. Staff Representative--Clinton H. Hoch, National Safety Council, 425 N. Michigan Ave, Chicago 11, 111. P*t General Chairman 51 CONTENTS CONSTRUCTION SESSIONS Prevention of Loss in Underpinning Many T. Immtrman 5 The Pre-Construction Conference As a Means of Establishing Safe Working Practices Grant L Siritr S Visuel Aids and Their Use in Safety and Maintenance Training J, W. Symands i I The Sliding Trench Shield As a Safety Device J.Y.Qtttr 13 Handling of Pre-Stressed Concrete Members Ken Philo It PUBLIC EMPLOYEE SESSIONS How Do W Know Public Employee Work Is 5afe7 William . Btiudtn 21 Let's Talk About Our Common Problems Pone/ 24 Safe Building Maintenance Is Cost Improvement Raymond DsNomme 25 Programming Safety in Forestry Work Harold HY, Matters 27 Officers of the Construction Section, 1961-62 33 Officers of the Public Employee Section, 1961-62 36 Other Volumes in 1961 National 5afcty Congress Transactions .. Back Cover CONSTRUCTION SECTION PREVENTION OF LOSS IN UNDERPINNING By HARRY T. IMMERMAN Vice Pres, ft Chief Eog, Spencer, White ft Prentre. Inc. New York City l have been granted the privilege of ad* dressing you on the subject nf the prevention of loss in operations requif ng the technique of underpinning, from the standpoint of de sign and of execution, or perhaps t had better say design and foully ex* edition. Underpinning In* been best defined a the adding of new permanent support t> existing foundations, either to provide additional ca pacity or additional depth. It U loth an art and science--an art in that it requires stalled *ortaran*hip in its installation, and a science in that proper design must be based upon systematised knowledge. Generally, underpinning is performed as either a rancdtal or a precautionary measure. Tn order to prevent further damage to, or collapse of, a structure id the process of settling, underpinning is performed to pro* vide die additional capacity required to ar rest the settlement, Such underpinning it remedial. On the other hand, where excavation tor a proposed new structure is to be carried to a depth below the foundations of adjoining structures, those existing foundations are extended by underpinning methods to a depth such that the new excavation will not result in their disturbance or loss of carry ing rapacity. Underpinning so performed is precautionary. Again, if additional loading is to be brought upon existing foundations, as by the addition of stones to an existing building, the foundations may have to be extended in area, or depth, or both, to prevent overload, mg of the soil supporting the structure: rhi-t loo is precautionary underpinning. We may reduce the incidence of remedial underpinning by improvement in design and tn execution, so that what is installed today need not be corrected tomorrow. As to the incidence of precautionary underpinning, as long as subways, sewer.-, tunnels, new foun dations, etc., are to be cun-tructcd in popu lated areas, such work will be required; and insofar as it is a concomitant of progress, we do not wish for a reduction in the Amount We can wish, however, for a re duction in the volume of remedial underpin ning, and l fliall therefore devote most of my remaining time to a di*cuion of that. Statistics 3re not available, but it mav be dated without icir oi exaggeration that mil lions of dollars are expended annually in this country for the repair and strengtnening of structures founded upon inadequate foundations. The deficiency in the founda tion may be the result of insufficient investi gation, improper design, faulty interpretation of the information available, or poor work manship in the construction of the founda tions. Lest we become too critical of the founda tion designers of the past, bear in mind that early in this century, the cot of carrying foundations to a great depth in order to reach a firm stratum was prohibitive; many structures were therefore placed upon in ferior strata at a higher level, and many of them have suffered serious settlement and damage. In defense of the contemporary foundation designers and constructors guilty of these sins, bear in mind that of alt the elements of a structure, the foundation is the least open to exact analysis. We may te-t and accu rately determine the shearing. tensile and compressive capacities of steel, concrete, wood, brick, stone, etc, Insofar as such ma terials are employed in the construction of a foundation, our knowledge is sufficient to permit of their proper dcisn. if they are ubjeeted to the stresses which we assume to be brought upon them. But the founda tion of a structure is tiiat portion which is placed upon some material whose character* Utics are not as well defined as the raa- 5 I96t National Safety Congress teriais of the foundation itself, nor one that permits of as exact an analysts. Even under light loads, soils will deform to a far greater extent than steel or con crete. Deformation of sieel or concrete re sults in a change in shape and a relatively small change in \olume; deformation of soils is not only a change in shape, but is accompanied by a considerable change in volume as well; it is a change that does not necessarily accompany the application of the load, as in all the materials of construction, but one (hat may deteiop some time there after. Bear in mind, too, that it is not possible to determine all the properties of soil from borings and from laboratory tests; unex pected changes mas be noticed when excava tion is underway, or when the foundations are being constructed. That there have not been many more rases ui serious settlements oi structures may be attributed to the fact that many buildings cany but a small portion of the live load for which they -ire designed, and which is used tn the computation ot the loadings to be brought upon the foundation. Office buildings are designed for a live load of about fifty pounds a square foot; there is probably no office building in Chicago to day that Has halt that live load. Apartment houses arc designed for forty pounds a wjuarr toot. icn pounds per square foot would be a much cloer approximation of the actual loading. I shall not take tne time to enumerate the known causes of settlement of structures. For those founded on spread footings, or mats, there is a list of around fiitcen. For those founded on piles, there is a list of over twenty-five. These lists are not com plete- They are based upon known, recorded observations, not on theory. Paralleling these lists is one comprising half a dozen errors m design that have resulted in foundation i ailures. Fortunately, the science of underpinning has progressed with that of foundation con struction and design, Uie latter receiving its great impetus from the advent of the emi nent Dr. Karl Tcrrnghi and the science of soil mechanics which he founded, and from the practical application of his basic princi ples by great foundation engineers such u Daniel Moran and Lazarus White. 6 Yet, strangely enough, the dissemination of this science and its wide-spread applica tion to the solution of foundation problems has not been accompanied by a diminution in the percentage of foundations improperly designed and improperly constructed. This has been a great surprise to me, and I can account for it only in this way: the princi ples of the science formulated by Dr. Ter* zaghi have been well taught, enlarged upon, and promulgated bv an extraordinary group of disciples, great teachers kke Casagrande, Peck, Rutledge, Baumister, Tvhebotarioff and others. But the principles of this science may not be successfully applied by the mere substitu tion of Figures lor *vmbo1s in some formula, nor may results be obtained in the same manner as you get a beam sue from a Steel hand-book, having previously determined the section modulus. The succeful application of this fine science requires the combination of mature judgment with a realization of the possible shortcomings in the formula be ing applied; or a realization that the formula presupposes conditions difficult of attainment in the field. The science ha* not failed-- the tool has just been improperly handled. You may construe this, if you wish, as a suggestion--even a recommendation--that difficult foundation problems be referred only to consultants experienced in the solu tion of such problem*, for underpinning is a specialized form of construction, and is generally considered quite hazardous. It can be as safe as many other features of con struction if it has been planned by experi enced engineers, and is performed by skilled field personnel. As to the actual performance of the un derpinning work, I should like to call your attention to the fact that the success of an underpinning operation depends primarily upon three things, namely, the rare exercised in excavating so as to prevent loss of ground; secondly, the method of transferring the load of the structure being underpinned to the underpinning element installed to re cede it; and thirdly die provision of proper lateral support to the underpinning as it be comes expocd during die course of adjacent excavation. \\ c may discuss those three points briefly; The first is care In excavating; here, skill is required, in the placing of louvered hori- Construction Industry i-nr-d rv spacking behind them m ear. w-\ * - ,Ke placing of tight board* m cs? fin The second pmnr . the transfer of load; where the ssxJrt---r-tr* e* of concrete, it is hreueht {? to >hcur J me he* below the un derside nf the erir--g footing, and that pare JVJ wrrh s mortar consisting of on--enr and not with very little water `f led. Tb is ytaeed. a smalt amount at a Snr, and ranwrvd solid by hammer blows a tborr piece of 2 * 4. Such dry-packing is preferable to grouting, as no air pockets will be termed, and no shrinkage will re- *ult. It nay not suffice however if at some ubeeqocat period pile driving is to be per formed near this underpinning, and there t the riik cf the underpinning being pulled down by such work; here, recesses should be left in the top of the underpinning con crete for the insertion of jack*, and steel plates and wedges used for the filling of this pace until the final transfer of load, when dry-packing may be used for final cloure. The third point is lateral support; it must be borne in mind that underpinning installed as a means of providing vertical support to adjaeait walls, or columns, often has the added duty of serving as a retaining wall a* excavation proceed* on one side of it. It must be braced, and care exercised in the design and preparation of "heels" installed tor the retention oi such braces. There has been, in recent years, an inordi nate _ percennge of failures of one-story buildings, such a* super-markets and bowl ing alleys--not so much of the shells of the buildings themselves, but of the floors on the ground. No longer may we heed the Id-timer who i< of the opinion that all oils are capable of supporting ome load; urely yen do net need much of a foundation for the upfort of * 30-pound lowling ball passing by e'er} few minutes. But the old theory of ability to support `'some" lead is erroneous, if the material is consolidating and is therefore incapable of supporting an> load without settlement. It is worth while remembering that the cost of installing a proper support for a floor, after the building is erected, is generally from four to <ix times the amount it would have cost, had it been done at the time the building was constructed. Ve Have, on occasion, been requested to install an absolute minimum of underpintitnu, or "temporary" underpinning beneath struc. cures which are scheduled for removal in the near future, I reject such a rcquet, for that leads to another subject on which I would like to touch, if I may be permitted this digression: it is not a matter of underpinning, but it is a matter of safety, and awe are discussing safety, I am not cuing far afield. The subject is 'Temporary Con struction." The history of construction in recent >cars has been stained with records of the failure and collapse of shoring of forms for the pouring of floor arches and walls, of sheeting and bracing of the banks of exca vations, and of scaffolding for building con struction. Note particular!*- that these are all temporary structures. There must be a hundred failures of such temporary struc tures to one failure of a permanent struc ture. Why? Doe* the average engineer or constructor, under these circumstances of providing merely a temporary support, feel that he can take more liberties, which is tantamount to saving risks with life and limb? Is he less conservative when design ing something that is not to be a permanent installation? The answer to these questions, I fear, is in the affirmative. The danger ha* been recognized in some areas. In New York City, for example, the design of sheeting, and bracing of excava tions, and of scaffolding and form work must be prepared by a professional engineer ind submitted for approval along with the plans of the finished structure. 7 /6i Motional Safely Congress THE PRE-CONSTRUCTION CONFERENCE AS A MEANS OF ESTABLISHING SAFE WORKING PRACTICES Br GRANT L. SIVIER Pres., Sivier Construction Corp., Oak Park, Mich. I am a contractor from Michigan, and t suppose tiiat as contractors in general go, we Michiganders are no better or no worse titan others throughout the United States in our attitude toward job safety. We don't like to have accidents on our jobs and vve like to see our insurance rates re duced; but to get us to do something con structive about it is another matter. Concerning safety on one of the express* way jobs in the City of Detroit, William Leighton of the City's Department of Streets and Traffic put the situation this way: "This is a tough job from the standt>oint of safety and one that will require real cooperation from all concerned. If a man puts his rear out a few inches too far on this job, he has had ti." We are quite proud, however, of our Michigan Stale Highway Department and I lie work they h.tvc done, and 1 would like to tell you a hit about how we try to looperate with them in improving our jub working conditions. Beginning m 19$4, and for two years thereafter, the Michigan Road Builders As sociation conducted six separate courses for the training in job safety of supervisors "{ highway and bridge contractors. They were held during die w inter season when construction work was at a low ebb and were well attended. However, as these things have a habit of doing, interest lagged. Safety ratings which had started 10 improve became static and further im provement seemed impossible to achieve. In October, 1938, the Association's safety committee, then headed by Ammon Schrcur, decided something should be done and done soon, or the safety record of road and bridge building contractors was going to worsen and trouble would lay ahead. About this some time the Michigan Slate Highway Department became cognizant of the fact that job safety records of their contractors were not what they might be. Following the election of Commissioner John C Mackie, the regulation of accident and fire prevention through the offices of the Highway Department was explored with the then Chief Engineer, Howard E. Hfll .Mr. Hill's background in the Corps of Engineers permitted him to visualize the benefits that might accrue from some type of contractural requirement. Also, several of the road and bridge budding companies, not necessarily those in the Road Builders Association, were becoming concerned about their safety performance. in addition to this, the handling of traffic control, both pedestrian and vehicular, around and through construction areas was nut consistent, and quite often the placing "f responsibility for such controls was not clearly defined. Strange as it may seem to contractors elsewhere, according to Michigan custom, when n problem arises that concerns any part of the roadbuilding industry, the State Highway Department and the Road Builders Association get a joint committee together and work out the problem. It is as simple as that. The State Highway Department was embarking on a rapidly accelerated program of highway construc tion---a* much as double that of previous >cars. Such a heavy work program de manded that something be done to improve safety practices, both for the workman an the job and for the traveling public which would be inconvenienced by the construction in progress. At the annual joint meeting of Lite stand ing committees of the Michigan Road Builders Association and the central office personnel of the Michigan State Highway Department, held in October, 1958, the Accident Prevention Committee of the As sociation made the following recommenda tion: That the Association petition the Highway Department to institute regulatory Construction Industry procedure* for ate working conditions on the jobs and for lire prevention controls un the job*. Thu recommendation was approved by all parties concerned and a joint committee was formed to work out the derails. During the earfv part of 1959, and well into the summer, the joint committee worked out a set ot minimum specifications for job safety and tor fire prevention that muld be incorporated into the contract document*, and mhtch could be a nucleus tor any program that a contractor might care to use. It was recognized that this was a new approach to an important prob lem. It was obvious that the days were past when the elements of safety on a road building job were left to the after-thought **f a job foreman This new approach was not a legislated program wherein bureaus would be set up and many people hired a* administrators, but rather a program worked on jointly by the participating parties. The uk of lumnicring nut a set of rules and regulation to cover all the prob lems encountered was a difficult one. It was finally decided that, except for regulations covering trench excavation where rules vould be specific, other safe working conditurns could be better evaluated at the time *( die Pre-Construction Conference. The contractor would 1>e required to submit lu program. u*ing these safety specifications a* a haw. and the department, through its <iwn safety department and its project engineers on the job, would be responsible for enforcement. It the contractor failed !o live up to the requirements of the program, the engineer had the authority to stop all work until corrections were made. V quick-acting penalty--but a very forceful one. N'ow let me explain what wc mean fn pre-constructum eonierence. Subsequent to the determination of the low bidder on anv project and prior to signing the contract document* for this project, it is required that a pre-construction conference be held. \s its name implies it takes place before any construction begins. Those attending arc the contractor, any subcontractor he desires, representatives from affected utility companies, traffic regulatory personnel, the district engineer and project engineer of the highway department, plus other in terested parties. At litis time, details as to progress schedules. traffic duiours, special job con struction problems, right-of-way problems, interferences with public utilities, and any uificr special problems peculiar to the job in question are discussed and finalized. The re-ult* are recorded and then become a mart *f the contract documents subsequently ,-icncd by both parties. 'i ou can sec that this prc-cnnsiruction conference is a very important part of the Mart of any project. I can cite here an example of one job in progress now. The John C Lodge Expressway in Detroit is a difficult one to build. The expressway i* depressed which requires the relocation of all utilities. The street on which this con struction takes place carries great volumes of traffic daily into and out of downtown Detroit, and must continue to do so all during the construction period. Because of the many problems that these conditions can cause and the many people involved, the pre-construction conference becomes a most valuable aid to all parties concerned. The joint committee in developing the safety specifications decided that this pre construction conference would be the ideal place to fief-in tfic safety program for any job. Here the contractor could present his program based on the specifications, and the Highway Department could correct or augment it in accordance with these same specifications. The department safety engi neer and the project engineer could discuss means of inspection and all the discussions would become a part of the contract docu ments, thus binding on both parties. The specifications state that "To properly plan the integration of an accident and fire pre vention program with construction opera tions and activities,1" the contractor shall comply with certain provision*, one of which is. and I quote, ``meet in conference with the engineer to discuss the `Construction Safety Program' and to develop mutual understandings to govern the administration of the program. The agreements and un der*Guiding* reached at the meeting will be recorded by the engineer and will be made a part of the contract, and will further form the basis on which the accident and fire pre vention program will be administered." 9 1961 Seliotuil Safely Ccm$rest The program works just this way. At the pre-construction conference the contractor ' presents in writing his plan for accident and lire prevention on the work to be done under the contract, and the manner in which lie* plans t> carry out the specifications. The plan is discussed by those present and when approved by the highway department repre sentatives becomes a part of the contract documents, The project engineer, under the direction of the department *afety engineer, outlines his propowd insertion procedures, and this, ton. is mutually agreed upon. In this respect our Read Builders Association has been most helpful. The executive secretary. C, J. Carroll, has prepared check lists, outlines for a proposed contractor safety program, and has compiled other information for member contractors* use. \t*o at this conference are representatives >.i miliiv companies involved, and repre sentatives from local traffic safety depart ment*. Procedures to insure safe operation around the specific utility are outlined and agreed upon. Local rules for traffic safety requirements for safe movement of both pedestrian and vehicular traffic are pre sented and steps outlined to enforce these requirements. The contractor is given the forms on which he is required to report (t) the total number of employee-hours worked on the job. (2) all accidents and fires resulting in death or injury to persons, and (3) all accidents and fires resulting in damage to property, materials and equipment This compiled information helps both the con tractor and the highway department to evaluate the program and to point up areas of needed correction. ^Several item* in the*c 'pecificalions are worthy of special mention: 1. The contractor must designate a per*on in his organization known as the "Safety Supervisor" who has authority and responsibility to administer the accident and fire prevention program on the job- 2, The contractor must instruct his em ployees as follows: (a) Location of first aid facilities on the project (b) Names, addresses, and telephone numbers of nearest doctors, hospitals, ambu lance services, local fire fighting units, and mhalator squads. (c) Location of fire extinguishers and other fire fighting apparatus on the project. J. The contractor must designate certain employees to be m charge of administering first aid and have first aid ktts available it designated locations. 4 Designate an area or areas as first aid stations, minimum size to be 8* x 10'. 5. Inform supervisors of traffic flow so emergency services might hate adequate ingress and egress. 6. Designate "hard hat areas" and require wearing of protective headgear in these areas. 7. Properly equip employees with pro tective devices where eyes might be injured, and check on proper protection tor hand;, feet, and other clothing where necessary. 8. Designate areas for combustibles. 9. Locate suiiidcm fire extinguishers, especially near fuel and oil supplies and near welding equipment. 10. Properly brace andfor sheet trenches according to Manual of Accident Preven tion of the Associated General Contractors. Included in the general specifications of the State Highway Department are the rules governing the movement of vehicular traffic around and through the construction area. Standards for construction and place ment of traffic control signs have been developed in accordance with existing state laws and ail these became a part uf the agenda of the pre-construction conference You w-ill note that though the specifica tions are a minimum standard, they are rather all encompassing and do provide a sound basis for a good job safety program. Needless to say, this plan is not a panacea to correct all ills in job safety. It would be wc-nderful to be able to say it has worked to perfection. While it is a very good start, one must crawl before he walks, and there are a number of areas that need strengthen ing. The workman must be made aware that the wife of a careless man is almost a widow. Specifically, the program needs more active participation by the contractors involved. Their job-safety programs must be enlarged and employees must be given more evidence that the program is meant to be earned out and is not used just for face-saving purposes. 10 ('bwiffrii.-fi.m /iiifiHfrv As an example, during the past season one of our contractors who operates an asphalt plant had shut it down for a day or to and one of the bins needed cleaning. This was one of the newer automatic plants equipped with power operated discharge gates. One of the plant men. a responsible employee with more than JO years service, nai working on this bin with hu body in the opened gates. If the power fails thr<c yaies automatically close, and while this employee was working ou the bin a fuse blew shutting off the power. The man was dacapitated. The highway department must more ac tively inspect and enforce the programs approved at the pre-construction conference. But these problems are only those of a beginning program and time and effort wilt correct them. The prc-eonstrucuoe conference plan has without doubt produced good results. The frequency and severity rate of Michigan's iughway contractors during the period from 1939-1901 has dropped 17 per cent over that of the three previous years, which is evi dence that the program is working. Insur ance rates for highway contractors have been reduced and this reduction is in the lace of much higher awards for compensa tion for job accidents. Contractors arc beginning to realize that it means money in their pockets. When they receive refund checks from their insurance companies due to their good rating, they become confirmed evangelists in the cause of safety. Also m the field of public relations much good has lieen accomplished. With the heavy program of highway building in Michigan, tiie public lias been served well. Less difficulty with detours, with traffic control, with resulting savings in life and property damage has given the Michigan resident a friendly icelrng toward the .Slate* roadbuilding industry. And last but b> no means least, tins program which utilizes the pre-construction conference has proven conclusively that the recognition of a common problem and the joint solution of such a problem b> die people involved is the wa> to successiull> insure the establishment of safe-working practices. The moral of the story is: "He is safe from danger who t on guard, even when safe," VISUAL AIDS AND THEIR USE IN SAFETY AND MAINTENANCE TRAINING By J. W. SYHONDS Equipment Superintendent, Peter Kiewit Sons, Inc., Omaha, Neb. The story of how r ur company has been using visual aids in safety and maintenance training goes back to the closing days of the war in 1945. Our management realized that *ome drastic steps would have to be taken to overcome the losses in personal develop ment of younger men during the war years as well as to get all of our people back to the competitive spirit of the pre-war construction [xriod which would surety be with us in the post-war era. U'e were impre*ed with d>e effective manner tn which the various services (tail been able to rapidly train recruits, not only in the arts of warfare but in the mainte nance of construction equipment. Through the courtesy of seme of "the construction equipment manufacturers who had devel oped visual aids for the service, we were able to preview some of the films that they had developed for their respective equip ment. As a result of this preview session, a decision was made to proceed at once on setting up a training program. Facilities were constructed at our Grand Island, Nebraska, equipment depot which included a projection and lecture room, class rooms, and a shop area for die dlraantle and repair of equipment 11 /W/ Saturn*! Saftly Congress In January of 1946, the first class met with our president, Peter Kiewit, and top manaco&ent people a* chief instructors, by a staff being developed to eoounlie the school project as welt a< representative* various equipment manu factureri The student body oi ihr early session ronruted largely <>t our top protect super* pin* wnv new men who were being brought into the company, most of whom had military experience with either the See-Bees or Arms Construction Battalions. Aside from our construction equip ment which was brought into the shop area for study, servicing, and in some cases dismantling, the <mlv rude wc had were hints which had been developed for tlie various services. Four sessions were held during 1946. The reports on the progress { the men after their return to their field assignment* were * encouraging that we tuve continued this type of training every year, Needles* In say, safety training was a very important parr of the first conference and continues to be an important part of every meeting we IvoId, Naturally, we have modified and im proved our technique for conducting meet ings. Most of the changes came about through suggestions made by the men at tending. Such things as better ventilation of the auditorium, longer breaks to provide more time for exchange of ideas, no-glare lighting, more comfortable seating were obviously required to ease the transition from field work to classroom. The major criticism of the early meetings was along this line: "I am sure we would get more out of the pictures if they were taken on actual construction projects." During the JU46 construction season and since, we have been taking pictures of alt types of work and where possible, showing both right and wrong methods. These pic tures find their way to the screens of our meetings as either 35mm. color slides to illustrate talks, or a* frames for sound color strip films. Over the years we Itave made many strip films, safety being the most frequent sub ject, but also on equipment maintenance, supervision, human relations, management problems, and many other subjects. 12 Here arc ome of the J5 mm, color slides and the way we use them in our training meetings: Carelessly built steps and stairs to field tool houses and shops lead to falls and venous accidents. [-adders should be built of sound material affording to approved plans and with uni form rung spacing. Blocking ot equipment must be solid ami tirmlv cribbed. Most equipment damage accidents are caused by lack oi maturity in operators. When selecting operators, be wary of signs nf lack of maturity. Flasiling warning lights are required on ail equipment dial works on nearly finished roads. Riders should never be permitted on any construction equipment except bona fide in structors s>r supervisors checking perionnance. Proper hitches and safety chains are re quired for all towed equipment. Provide windshield washing equipment at nit service stations to keep truck and pickup windshields clean. Kefleetorized belts are required on all men whose work requires them to be afoot at night around construction equipment. Seat belts are required uii all motor -eraper*. There is no such thing a$ safe ground. Ml trenches must be braced. 'DO NOT START" tags are clamped to alurting controls to avoid a person starting ii unit being worked on by another. Pkigmen should be pleasant and informa tive when dealing with the public. People like to know the reason for, and the ex* l>cttcd length of, the delay. Dump truck safety struts are provided lor all dump trucks to avoid danger of tailing beds. Ml air hoses over one inch in size should be provided with a safety chain to prevent the hose from whipping and injuring men in case of a coupling coming off. Cable damps must be installed correctly. Cable must be lubricated CVfufntrfiow Industry Operators must visually inspect their equipment before starting a shift, looking for the more obvious Faults as well as ihe Sc*- obvious uch as crooked frames. Our safety motto, which we proclaim by billboard as well as small embtems on hard hats is- "THINK! P\YS YOU." THE SLIDING TRENCH SHIELD AS A SAFETY DEVICE By J. V. OTTER Engmccr~Spccial Services, Morrison-Knudsen Company, Inc., Boise, Idaho It is proper and timely for the Nation-d Safetv Council to include in its program for this Congress consideration of devices and innovations which contribute to accident re duction in the field of trench excavation, because this tvpe of work goes on continu ously throughout the entire miiuiry and car ries with it more than ordinary hazards. Various types of sliding trench shields will he shown by photographs projected upon the screen. These include examples of fixedposition reusable shoring and boxes from which concept of a moving shield evolved. Following the slides there will be presented a short moving picture showing trench excava tion. pipelaying in a moving shield and back filling of the trench as a continuous coordi nated operation. In my home town paper there appeared a tew week* ago. a photograph with a caption reading: "Disheveled but not seriously hurt, John Duncan, center. JO-year rid workman is given attention by firemen and ambulance attendants aitcr bring rescued from a sewer rave-in on North Podleton Drive on the Boise Bench Tuesday morning. Duncan w-i* buried to hi* chest and rescuers worked for approximately 60 minute* to free him." ! hasten to say that this did not take place on a Morrison-b'nudicn Company project. The example, * a ever, reveals to us in a vivid manner the responsibilities resting upon the shoulders of each subscriber to the Na tional Safety Council, Construction Section. The man on the job ha.* responded to the safety challenge by operating with more evi dent interest in his own welfare as well as that r.f others. New- devices and methods < intribuling to icmoval of harardous working conditions arc constantly being de veloped and put into u*c. Often the safer methods and devices more efficiently accom plish the work. Where that occur* we have the happv combination of saving* m the m*| .f construction and, reduction in severity and frequency of accidents. Such i ihe case *f the sliding trench shield. The concept of a protective shield or box <lid forward by the trench excavating ma chine. as pipe laving advance*, is probably an outgrowth of effort* ! save time and money by replacing conventional, built-in(dace shoring with reusable device*. Ten foot wide panel* retain ihe side* of ;t JO-foot deep trench where .`'6-inch sewer pipe being layed. The panels arc handled hy overhead crane, but the stmt* are neccsarilv installed bv workmen operating in the ditch During the process of installation of the struts there is some element of exposure to accident due to caving ground occurring im mediately before the struts arc put in place, "C immediately after their removal. Tin* is x practical difficulty inherent in atl conven tional type shoring--in other words--what protect* the workman who fine* down into the ditch lo install or remove the protective devices? The basic idea of removable and reusable shoring can be shown in a relatively shallow- ditch where the danger involved is that of caving of the soil structure at or near the top of the ditch, due to undercutting of the grsv'c! strata existing beneath it Horizontal stringers are not required by ground condi tions in such a ease. Vertical members and upper strut were placed hy men working above ground, \ftcr pipe wa> laved the 13 1961 National Safety Congress shoring was taken out in the same way ami moved forward for re-use as the trenching progressed. In art improved version of the same idea the vertical mcml*rs were hung from a pipe extending across the ditch. A trench jack, attached to the vertical members completed the assembly. This assembly was handled as a unit--the only adjustment to accomplish installation being to tighten the trench jack alter placement in the ditch and to release it again prior to removal and re-use of the unit. All this was accomplished by men working above ground. Ingenious removable and reusable pro tective devices, on a more ambitious scale, speeded installation of 14-2 miles of huge water pipe through the town and country on the southern edge of Los Angeles. California in 1959. The big pipeline--eight feet in diameter--was built hy Morrison-Knudsen Company, fnc. and Macco Corporation un der a $12,000,000 contract awarded by Met ropolitan Water District of Southern Cali fornia. The pipe itself was of heavy steel, coated inside and out with a protective armour coating spun onto the pipe shelL Each sec tion was 30 feet long and weighed a hefty .'0 lon. yet it had to be perfectly aligned before being welded within a gaping ditch that ran a* deep as 35 feet Contributing greatly to progress of con struction were many new pipelaying devel opments devised on the job. One such development was the adaptation of a single combination dragline and crane to dig the deep trench and place the pipe in cramped urban areas. This ng, a 100-ton Manitowoc, swinging a mighty S'/i cubic yard bucket, laid open a trench with vertical Walts made necessary by the narrow right-of- wa>. Two other innovations were both in the realm of safety. One was a special steel housing towered by the big crane into the roughly excavated trench as a safeguard for workmen during fine grading operations which were performed by hand to align ihe pipe. After die housing was in the open trench, workmen moved inside it and thus had positive protection from any cave-in; rather than reiving on temporary shoring to brace the walls of the ditch. The shield, 35 feet long and seven feet wide, had ports along each side for disposal of the hand ex* rotated material. The other safety innovation involved the u*c of special made, scmi-circular steel cages which enclosed the pipe inside the ditch to provide similar cave-in protection for welders. The cage* were slipped into bell boh*. in other words, widened and deepened tran. verse sections of the ditch--which were dug around the ends of each section of pipe to give welders access. Umbrellas protected workmen from the renowned California sunshine. Moving to Ihe cooler climate of the F*eific Northwest, we find the origin of the sliding shield in Seattle, Wash, and, a recent example of its practical application on cvtensivc sewer construction recently carried out at Boise, Idaho. One Ronald Smith, an emp!o>ce of Valley Construction Company, leading utility contractor of Seattle, ts credited with originat ing the idea of the sliding trench shield, when in 193$ he put two 4$-inch thick steel plateapproximately 6' x 16' in size on edge and welded steel arches between to hold the plates erect and at the proper distance apart and, 50 positioned as to allow the pipe to be laid beneath the arches- This arrangement proved useful in holding mud away from pipelaying operations at the bottom of a Vctit ditch. He found that the unit could lw slid forward in the trench by the excavating machine as the excavator progressed with the ditch digging. This had the elements of the continuous process trench excavation, pipelaying and backfilling made possible by the use of sliding trench shields employed hy Morrison-Knud<cn Company, Inc and their associate. Valley Construction Company, in carrying out a vat program of sewer construction throughout a major residential and commercial area in tin* suburbs of Boise, Idaho in I960 and 1961. Rimming the southeasterly edge of Boise is a plateau-like sector of former pastures and irrigated farm lands that blossomed, in recent years, into a heavily settled area with out accompanying benefit of public sewer facilities. Instead, property owners had to maintain their own septic tanks and cess pools. 14 Construction Industry Few indeed of those who voted the sewer district into existence had any conception of the magnitude of the project or the impact upon the community that would result from putting over 127 miles of sewer lines through, across, and criss-crossing a 9-sqoarc mile area populated by 22.000 people in the rela tively short time of 18 months--or about 390 working days computed on a 3-day week tnsis. This project, costing well over Si million, i, we are told, the Largest sewer job let in a single contract, west of the Mis*h*ippi River. In Seattle, Wash., where a large and con tinuing sewer construction program is underwav, the uual size of a jolt is in the nature d $300,000. Rarely do they exceed $1.000.. 000 and never in the $4 million range. The project involved a staggering quantity of work. Disregarding street restoration items and appurtenances, and thinking only of items involving excavation, there wa-f constructed: 1. 459292 lineal feet of main line cwer (87.0 miles)--with pipe sizes ranging from 8* to 36" in diameter. 2. 1521 manholes averaging 12 feet in height, and 3. 7475 sendee connection! extending from he main line sewer in the street to the property line of each individual user. The aggregate total length of these services was 212,748 lineal feet (40.3 miles). This meant that streets had to be cut length-wise for an aggregate total distance of 87 mile* and cut cross-wise in over 7,400 places. Compare tills undertaking, if you will, with the sewer construction program of the older portions of Boise City where 7441 miles of sewers had been built up to that time. This means that substantially more vesvers were constructed in the new District m the short span of 18 months than had been built in the older and larger portions tii Boise City in the 94 sears since it was chartered as a city by the Territorial Legis lature oa January II, 1866. Since there were few alleys in the layout 01 the new area, virtually all the sewers had to be installed in the streets, with a resulting upheaval tliat was a challenge to even the City's staunchest exponents ni western hos pitality. Construction was complicated by traffic. Vista Avenue was cut length-wise to install the mainline sewer and cross-cut at intervals of about 65 feet for installation of service connection stub* to the various properties along the way. Sewer laying encountered overhead power lines and an underground network nj dome-. tic water suppK and gas pipeline- ami tele phone cable. On the surface, there was a system of irrigation csuials, ditches and lat erals conveying water to the urban area .mti agricultural land! beyond the city. In ihe interest of public safety and con venience, no more than 200 lineal feet <>t sewer trench could be left open behind each excavating unit at the end of the shift. Man holes had to 1<e completed anti backfilled m five days. Trendies varied from six feet to 24 feet -vi depth and atemged 12 feet deep for the 459,000 lineal feet of 8" lo .Vi" sewer pipe lines installed. There was super-imposed upon the unal concern for safety of employees engaged in doing the work, the burden of the safety and convenience of 22,000 residents and the main tenance of access for fire and police protec tion, for ambulances, for the delivers of mail, for fuel deliveries during the severe winter weather and for die normal flow of suriace traffic, including common carriers and school buses. Work had to he arranged in such a way that a fire truck could tr brought wiihiu 400 feet of every structure at any and all times. Under the high speed construction 'diedule, production was required of: 1. 10,000 lineal feet ru-mainline trench exrovation and pipelaying and lurkfillSng per week. 2. Thirty to thirty-five manholes per week, and 3. 180 service connection stubs from the mainline sewer in the street to the property line at each residence and business establishment per week. Nine major spreads of excavating and Ijackfilling equipment were required, includ ing three ladder-type trenching machines and six crawler-type backhocs. In addition ten 15 !9fil Xalirmal Safety Congress smaller tractor-mounted badchoes were used to install service connections. Thus, nineteen excavation operations were in progress si multaneously--each with its attendant ex posure of workmen to the hazards of caving, ground. This exposure continued for every working day for one and one half years. i>anger to children, attracted to the excava tions was an ever present concern. The heedless motonst was a problem 24 hours per day--/ days per week. The characteristic ground condition en countered was that of gravel overlain as much as eight or ten feet of consolidated Hay known as hardpan. The trench shield is the design generally used In conjunction with crawler-type backhoe* which made fairly wide cut ditches. The lower portion k unc-inch steel plate 6 feet high and 16 to Hi feet long with a structural arch at the rear and closed end at the front. Side panels .if various heights were used as required. There was a tendency for gravel to cave-in beneath the liardpan aiul for the unsupported U>cr above to fall in. interchangeable bolted plates at front and rear of the shield were used to adjust m width to that necessary fyr the diameter of pipe; A hook welded onto the back of the backhoe bucket made possible use of Use machine as a crane as well as an excavating tool Fine grading, pipelaying and bedding of the pipe wus accomplished inside the pro tective box after completion of which it was pulled forward by the backhoe bucket operat ing in its normal manner of accomplishing a pull toward itself. .-Vs a rule the op erator simply hooked the bucket over the forward closed end of the box and ac complished tlie pulling movement. In die event die backhoe bucket could not reach the shield from it,< standing position, the backet was hooked to an anchor chain attached to the forward end of the box. Caving of the trench wall occurred with little or no warning and with terrific impact. Failure of the soil structure was by ventral fracture. The open type -hietd with struc turally reinforced sheet Heel side panels withstood the force of the cave-in. Another type shield has withstood the force of a large cave-in. Cover on the shield protected the workmen inside. Use of tliis type shield necessitated the advance cutting of water and gas lines. Serv ice was immediately re-established by quick coupling hose connections. As the trench excavating magtdmf arrived, boee connections were detached loog er-vigh to let the equip ment and shield pass by, and then re-contiectcd. Property owners were; U a rule, not cot off from water and gas service for taore than one boor. The sewer main, tn one instance, was lo cated some 10 feet below the gas tine but less than J feet from iq horizontally, in cramped conditions such as this the trench shield has distinct advantages over wider Cut V-ditch operations. Because shields per mit a narrow ditch to be dug, they also contribute to successful passing of power poles where located dose to sewer center Unc. Men engaged in laying pipe inside the trench shield were protected by horizontal steel rib bing running lengthwise and by removable cross struts. The removable feature of the struts allowed them to be ro-poeitiooed u needed to dear the way for lowering sections of pipe into the shield. By removal of side panels or substituting side panels of the proper height, shields of the side panel type could pass under some utility pipelines mare readily tlurn closed box-type shields for which utilities, as a rule, had to be cut. For major pipeline arteries or telephone duct where such severing was not ieasiUe, the shield was removed front the trench and replaced after tunneling under the service. Long handled pneumatic tamper permitted required compaction of backfill around tite pipe to be accomplished by an operator work ing above ground. Backfill material, for bedding the pipe, was placed by a workman inside the shield. Lower rear section of a box-type shield could be cut away, providing "bade porch" arrangement for protection of workmen en gaged in pipe bedding operations, which fol lowed immediately after pipelaying in the forward end of the box. At the extreme right and at forward end "ears" were pro vided at various levels. These were for at taching chains used to pul] the box behind trench excavatiag machine*. The sliding shield is pulled behind a Ud der-type trenching machine by means of chains Water sprayed on the trench side 16 Construction industry walls reduced raveling and caving, and facili tated sliding of the shield. An enterprising contractor at Aberdeen, Wash., working in a day formation which had a tendency to stick to the shield and pre vent its movement, is reported to have in stalled ports along the side walls of the shield into which compressed air at 100 lbs. pressure was introduced to get it on the move again. Equipment is provided at tite left for con veying excavated material to the rear and returning it to the ditch as backfill behind the shield. Fines were separated out by a screening device at the upper end of the con veyor and fed in immediately behind the shield. The fine material was used for bed ding pipe being laid inside the shield. Only about 50 feet of trench was open at any on? time between excavation 2nd backfilling. An auxiliary diesel-electric power plant, installed on tiie front of the trenching ma chine, provided the required <**crgy to op erate the backfilling conveyor and screening plant. Motive power of the trenching ma chine was sufficient to pull the shield, as well as to perform its ditch excavating function. Photographs used today were not taken especially for this presentation. Most of them arc on-the-job photos, taken during construction by our field engineers in the discharge ot their routine duties os' record ing tituations representative of good applica tion of tools and equipment, trouble spot-*, or other job conditions--good or bod--far proper attention of management. Sliding trench shields of various design have been developed and used for the pa-t several years by contractors in the Pacific Northwest to effect economies in the cost of sewer construction rmd to provide better protection lor workmen employed below ground surface; Conventional shoring is not entirely displaced by sliding shields but its use can be greatly reduced tiiereby. On do two sewer construction projects are identiad conditions encountered Accord ingly, adaptations of the baste moving shield concept have been developed to meet some of the varied conditions which include soil structure, trench depth, underground utility installations and the type of trench excavat ing equipment employed. Because use of the sliding shield permits pipe laying and backfilling to follow closely bridnd trench excavation, streets can be made available for surtace traffic more promptly than normally possible using con ventional methods. Where sewers are con structed in populated areas, this especially is not only a matter of convenience to the pub lic but also better serves the interests of public safety. Use of the devices and innovation* dis cussed In this presentation have produced enviable safety records. A total of 326,000 man hours were worked on the 14.2 mile water line project in Los Angeles, described earlier, zoith no tost time incidents due to caving ground. Contrary to the expectations of many who contemplated the risk* involved on the Boise. Idaho sewer project, with its IJ7 miles of sewer lines laid in trenches averaging 12 feet in depth and reaching down as deep as 24 feet, the project safety record was good, tn fact during the entire 18 months of big production operations, involving over 500,000 nun hours, there was only one lost time Accident below ground surface. As thi* was a mechanical type accident, not due to ground conditions, it stands on the record that ihcrc were no lost time accidents due to caving ground on tiiat project. In order to survive in the sternly competi tive business of modem construction, constant improvement of methods, tools and equip ment is necessary. This evolution affords an opportunity to bnng forth parallel advance ments in safety practices because the most efficient construction method is usually I he safest method. Existing safety codes of Industrial Acci dent Boards and other regulatory bodies should be upgraded and modernised as im proved construction methods and device* arc perfected. New codes should be written on a sufficiently liberal basis to permit accident prevention to keep abreast of advancements in the art and science of construction. If this is not done, the very codes origi nally written to safeguard w-orkmcn become a deterrent by preventing or delaying adop tion and use of new and better and safer ways of doing things. In this connection, recognition is due the Associated General Coutr. ors of America 17 I9f>t Xaliotiai Safety Longrrss for step* recent]y Liken to unprove its Man. ual of Accident Prevention. No discussion of safety devices would be complete without reference to the most re markable of all--the workman--whose wis-. dam as to the nature of the ground came, as did his leathery countenance, from years of exposure to the hazards that lurk in the aiewalL ut an open trench. More often than not, reliance can be placed upon his appraisal as to the extent oi the dangers involved. This man, teamed with management, will ing to fix what's wrong, keep wluit's right and, move ahead with new and better meth ods and devices i*. in the final analysis, what it take* to irn results, HANDLING OF PRESTRESSED CONCRETE MEMBERS By KEN PHILO Engineer, Massman Construction Co., Kansas City. Mo. The title of this paper encompasses an important phase of a young but already large and fast growing industry. It has only been since 1947 that the problem of handling prestressed concrete members in the United States has existed. The method* mow established have been evolved from '* solution of specific problems on specific jabs with no precedent established. Also the method* of coping with such problems are constantly changing .is the designers are ever widening the horizons of prestressed concrete. The net result i* increasingly larger and larger members to handle. A prestressed concrete member is composed of essentially two integral parts--A pretensioned or post tensioned wire or cable and concrete. In handling such a member, two inherent characteristics of these materials arc in tact, handling limitations. These characteristics are 1--concrete will not resist tension, and 2--wire or cable will not resist compression. Therefore, the essential problem is to toad, transport, unload, and erect these members while keeping the stress limitations irons being exceeded- Also to be kept in mind is that the prestressed concrete members are but a portion of any major project, and therefore their handling is further complicated by site conditions, and (he scheduling of other l-artiom of the work. To illustrate the specific problem and -peafic job approach to handling prestressed concrete members, the recent completion of the Platte Kiver bridge near Ashland, Nebr., is investigated. The Plane fiver crossings, as designed by the Nebraska Department of Koad-S, consisted of. a substructure of 26 pile bearing piers and four pile bearing abut ments and a id-span superstructure com posed of 166 prestressed concrete girders and a tt`/i inch reinforced concrete deck, 'flic quantity of prestressed 14 inch piling was in excels of 30,000 lineal tt and was iumished in 93, 75, and 65 foot lengths. The contract for the subject work specified a completion date of December 31st, I960, or completion of 165 working days, which ever was the earliest. Anticipated weather and river conditions further narrowed the time allotment to the period from June 15th to December 25th or I&5 calendar days. in planning a job of this nature, the schedule nr time table becomes alt im portant To satisfy schedule requirements, the following plan was evolved. Start con struction on the south or Lincoln side of the river because of rail and road access. Divert the river to the north side as far as possible and construct die substructure by use of sand dikes and a well point dewater ing system. Build a rail spur from the main C,B. & Q, line parallel to the bridge and extend it across the river on the upstream dike as pier construction proceeded, this vpur to be used primarily for prestressed IS Construction industry beam and piling shipments from Lincoln, Neb., some 35 miles away. When the sub-iructurc had been pushed as tar north as jKJssibte, divert the river thru a trestle and under the south spans of the completed Imdce, and thus continue construction of the bridge to the north abutment. At Lin coln, in the Nebraska 1'restrm Corp., yard, new production licds, storage, .md loading tacilities had tu lie constructed to maimucture, cure, and load the 110-foot, 56-ton girders and nccc.'-nry piling for job site delivery on demand. The overall plan was made possible by the rinse cooperation of the Massman Construction Co. with the Nebraska Pre stress Corp.; The C.B. 4L Q. railroad; John W. Slang Corp.. and the Omaha Heady Mix Corp. hxecution of the plan was initiated May I'tlh when die first of four crawler crane* w.i* unloaded at the bridge ve. Work was mime-bately begun on die r.iil <pur and -thee and storage yard <<n the south bank iii>( upstream of die right of way. The 30 day period following was used to organize, Mipply. and equip the job for an anticipated starling date of June 15th. During this period 39-ioot track sections were built and stored, pier forms and reinforcing pre fabricated and well pmm material assembled at the job site. Thirty-five miles to the -mth. girder production bed* were being obstructed, piling cat and cured, and -hipping* units readied, f'mvler crane job assignments were as follows: well pointing, a Northwest Model 6-D; form setting and pouring a Northwest Model 80-D, dike building and excavation a Northwest Model 95, and pile driving a Model 3900 Mani towoc. Work had just begun on abutment Xumlcr one and the first stag* well pointing, when on June 20th ilte Platte river overflowed its banks and flooded the job site. By June 25Ut the water had receded to a point where work could begin on a dike to divert the river. This 24 ft. wide dike was started 1000 feet upstream and angled downstream to intersect the bridge at mid stream, enclosing the first 12 piers. This dike was pushed on a round the clock basis while connecting cells enclosing twin piers were constructed during the regular work Itours which were 6 nine-hour shifts a week. Each cell was formed by constructing an upstream dike and a downstream dike parallel to and 100 foot from the center line of the twin bridges. A cross dike between each set of piers 120 feet apart completed each celt. As the upstream dike was extended, the rad spur was advanced ind as the downstream dike extended, its surface was rocked for a haul road. Pumping on a 24-l.otir a day basis was begun July cn the fir*t ring of a well point system that w** ! h M the water down some 20 feet bc.'cw the dikes for a period of 4 months. This system was com posed of five connected rings of which tour rings were pumped by S. 12, and 16inch pumps, white the fifth ring was being leap-frogged ahead. Each ring was 110 feet by ]4 feet and when the whole <>stem was in place, was capable of handling 30,000 qallons a minute. Pile driving mituttn'-i pier construction was begun July 14th. Since only four celts vould be dewatered at one time, operations were grouped as follows: Cel! one, exesvanon and pile driving: Cell two, pile cut off and pour footings; Cell three, place rein forcing ami form piers; Cell four, pour and strip piers, For etfieient progress then each operation including lesp-irogging one ring must be geared to the same speed A fourday cycle was achieved, which resulted in a complete pier cver> two days. By Septem ber 21st, at which time tt became necessary to divert the river in the south bank, 18 piers and two abutment* had been com pleted. The first oi the 166 prestressed girders was erected August 20th by a job built gantry crane. This Massman designed and built overhead crane picked the ilO-foot 56-ton beams dircctlv irom the shipping units on the raii *pur parallel to the bridge and traveled *n the pier supported rail *ystem to the Imams final position. The placement there culminated an erection scheme featuring a minimum of handling. The gantry was moved ahead to each span on the fir*t shipping unit carrying the first beams to be erected in that span. Kail sup ports for the g.ntry were moved by crawler crane, a procedure that could be completed in *ne working day. Immediately after beam erection, dia phragms were formed by using expandable wooden forms to allow for minor width 19 }961 National Safety Congress differences between the beams. Deck forms ;md reinforcing closely followed diaphragm 'tripping, and September 26th the first of the 28 deck slabs was poured- These deck slabs were formed, poured, and stripped at a rate of slightly less than three working days each. The last one being poured De cember 17th, two day* over the schedule. Now the problems of handling the pre'tressed concrete members for this job can he analysed with the proper perspective. Some 300 car loads of material had to be manufactured, stored, and loaded at Lin coln, transported .15 miles to the job and there put m place. You may now recall the type of member we arc deal'ng with and its limitations, a member that weigh* !5Q pounds per cubic foot with dimensions over 100 feet, a member that 's imbedded with cables stressed to 330,000 pounds each, x member that has been designed primarily to resist static force* from certain direc tions only. On this project, such members take three rail cars to carry and 14 inch octagonal members that, when lifted from the horizontal to the vertical, tower as high as a *) story building. Do not forget that "in place* means m the midtflc of a river well known for its treachery. To reduce these problems to a safe eco nomical solution requires a sound plan, proper equipment, coordination, and always ,io awareness of the handling limitations of prestretsed concrete members. To handle the subjeet prestressed member* in the yard, two travelift rigs were used. These rigs were first designed for use in drydocking boats and were then found to be adaptable to prestressed yards. Each rig has two 15* ton hoists, and by the use of a spreader beam between the hoists one end of the girder could be picked up. These travelifts roll on four large rubber tires. The rig -pans 32 feet and * 25 feet tonic- Highly mobile, the two rigs safely and satisfactorily handled all the yard handling, storage, and loading requirements. For shipping the girders a rail spur was brought into the yard alongside the storage area. To ship two girders, a unit of three flat cars was used. The girders were brought over the rad cars by use of the travelifts and set side by side, bearing on the end 40-ft. ears, The center 50-foot ar uas utilized as a spacer only. As the unit went around a curve the cars would take the curve of the trade, but the girders remained straight. Therefore, bearing rats had to be so designed that both would perm and one would slide. This was done by cstag steel bolsters with steel shoes slkSxag on greased plates. The two girder* were *lw properly placed and tied together whih* Mocked from the ground so they acted a* me unit, At the mu ihe gantry rraae served erection condition* admirably weO. Thr* gantry crane hoisted the girder* by tbr e-e of a torque converter double drs*v wngW shaft engine with a 00,000 pound lad bar puIL Reeved with six part lines, hoisting was a smooth and efficient operation. The gantry "-a* propelled by lugger-hading twt lines atwhed t the opposite end of the track. Tw> tower bents supported the gantry <nrr the car* and inrei mediate tru*e* vpaored between the pier rapponed rails. Purine rvvn ahead the tower bent* were Mtpprred m the ear* by eight swing ing jack* and the whole out polled ahead hv a TD 1 ? dozer. Pilings were `hipped to the job site m t)0-foct gondola art and unloaded on the cross dikes by crawler crane. The 3900 Manitowoc was especially selected and rigged for the requirements of handling a 95.foot 7-ton prestressed cone :te pile It was initially rigged with 127-foot leads fixed on a wtvci at the boom point, and telescoping moonbeam attachment at the ha*e. One hoist line was used for the hammer, and two hoist lines were used as pile lines. The two pile tines with natch blocks at the ends picked the long pile with spreader* at four pick up points. Special 2x4 and celotex cushion* were used on the pile cap to prevent spalling. This prestressed structure (the targest **t of th Mitsisiippil was completed in 142 working days. 'Hie proper handling of the prestressed concrete members playing no small part in the establishment of this record--without a lost-time accident To summarize, then, it is suggested that specific handling methods should be utilized to solve specific job requirements and let the specifications for handling prestres* concrete members be of the end result nature, the only limits of which are the inherent limits of the materials themselves. 30 PUBLIC EMPLOYEE SECTION HOW DO WE KNOW PUBLIC EMPLOYEE WORK IS SAFE? By WILLIAM E. BESUDEN Staff Member. International City Managers' Assn., Chicago 1 h< v4**rvat>ofl- I wish to make are Iwsctl it seems ............. k a |,,*mve for ^fety cwtact* with those in the field of safety Attitude. izd with some experience with safety prob lems. When I first began working for muTjcipat government f was rmploved by the departmoit of personnel of the city of Cin cinnati. Ohio. The department there was just getting underway with a safety program and at times 1 assistrd in safety training. 1-ater a* an assistant to a manager 1 wn* again impressed with the importance of safety when I attended workman's compen sation hearings that resulted in costs to the city of 53,000 dollars hceaosc of accidents to employees. Finally as a member of the International City Managers' Association staff 1 prepared a brief survey report on ''Public Employee Safety Programs." In preparing this report 1 spent considerable time with the people of he National Safety Council. We also con tacted a number of cities and we read the literature of the field. Safety is tmpnrMm to state ami local gov ernmental agencies becau.-c the work done ran be dangerous and such agencies repre sent a large amount of employment. Work such as police, garbage collection, and con struction are recognized by must people as dangerous cmplovment*. The lat census figore* (Oct. I960) show that 3.5 million people, not including educational employee*, work for state and local governments, It* 1951 the figure was two million--a large increase. Municipal employment alone increased 20 per cent from 1953 In I960. It is therefore obvious that governmental employment is on the rise. Contra*! <ht with some industries where employment j*. ,n the decline. Auto mation appear* to be bringing an increase in cmplovment in the service industries such 3 government amt a decrease in some pro duction industries. The observations are based not only on what I have teamed about safety from the Safety t important because it concern* Ixaipie and this is a point I think wc often shove experiences but from what ! did not forget. We get wrapped up in the eco 5 j 'ram. The observations I wih to make are four: nomic* of safetv and fail to remember that the prime objective of safety program* fll Safety is important. should be the prevention of human suffer (2) You do not know the extent of the ing. People are important and T think in -afety problem and what is being done. this day and age that an'appeal to govern I (3) You have not decided how to attack mental officials based on this fact will carry , the problem. Trent weight. | (4) The Public Employe* Section of the Safety is important because it does save National Safety* Council is not known by money. Time after time you, I know, have 1 cities. discussed thi* particular aspect of safety ; The first observation is "Safety is lm- programs. You have been told of many ;->rtant," hut t* it* Your immediate reac examples and each one of you can tell of tion probably is, "Did I come all the way to still .more where a safety program has saved Oiicago to hear some fellow tell me that my money for a governmental agency. , jroicision isimportant?"Granted everybody Some examples that 1 uncovered to pre- j thinks that safety is important. It's like be* imnns the survey report referred to one in j iug for motherhood, But uh.it is lacking. koval Oak, Michigan, that reduced ttA>>r 21 1961 National Safety CuHyrcsi vehicle losit; by $4,323 in a year's tune; lows City, Iowa, reduced a workman com* pensatioa experience ratio, effecting premium costs from a debit rating of 1222 to a plus of 31.8; and Glendale reduced the cost of accidents per employee by 21 per cent. We are all aware ot why safety is im portant. There is no one here that would disagree with any of the things that I have |ust said. But the question is have ycu convinced governmental officials of the im portance of safety? Have you developed a for attitude? | think not. There art severs! reasons why it is difficult to convince public officials of the importance of safety. Per haps if we looked at these reasons we would be better able to develop the necessary foe attitude that is so vitally important to effec tive safety programs. First of all, those who have the final say on governmental programs are the elected councilmen, county commissioners, state leg islators. These officials come and go and they have not seen the importance of internal *afcty. It is indeed strange that they pass laiv* that affect the safety of many not only at work but on our highwavj. Yet the same officials do not stem to stress safety programs for their own employee*. 1 do not believe that elected officials do this intentionally but I believe the story has not been brought home to them of the impor tance of safely for the governmental em ployee. Do not forget that the elected of ficial has many interests attempting to get his ear. Secondly, the diversification of govern mental activities creates a most difficult problem for the safety engineer in govern mental employment- Instead of having one integrated production facility he has a di versification of activities. This diversifi cation of governmental activities conducted hy one governmental body affects the col lection of tatities and other aspects of good programs that we will briefly mention later. The third problem is demands for money. Each activity has its pressure groups in oar society and this places demands on a limited amount of financial resource*. True safety programs save money, but elected officials must be made to see this. Otherwise they will consider safety simply as another procram costing so many dollars which the municipal, county, or state government does not have. The fourth reason that marc attention has not been placed on safety programs in governmental agencies is probably that there seem to be more pressing problems. The city official faces many, many problems and some of these are more paramount and ot an emergency nature than the problem of *afety. For instance the eii> council is going to be more concerned by the problems o: the merchant who is demanding central busi ness district improvement than he is with the safety program. The problem of central tawncss district is not only more pressing but it U more glamorous to the general public. The second observation t wish to make is: You do aot know the extent of the safety problem and what is being done w correct the problon on a national basi True; Accident Farit gives a thrtt vrar wrner frequency rate of 17.64 for cities, hut thi fieure represent* an avenge of only 22 cities and approximately 60,000 employees, The total number of cities ever 10.000 population is 1.762 and total mu nicipal employment is approximately 1 5 mil lion people. You do not need to be a statistician to know that this is a poor sample. The figure is all the less valid when you realize that the 22 cities are some of those with the he*t safety programs. Accident Farit ajn gives a frequency figure for state highway departments. This figure is made up of only 12 states although it probably repre sents a higher portion of employees working for Mate highway departments than if repre sented by the municipal figure for municipal employment. You do not realty know what is going cm in the field because there is no full study of safety activities of state and local gov ernments. Yes, you know what some dries are doing. A survey report like 1C&1A published discusses some of these programs. But how many cities, counties, and states have fully organized safety programs? Few I suspect. For one thing I am totd that there are 130 agency members of the Public Employee Section. This represents about 90 cities and 43 counties and state*. Maybe your immediate reaction is "that so many governmental units are small" 1 22 Public litHployce -ufamit that there is a need for safety in all governmental units. Interestingly enough, not all of the cities that belong to the PES are large. There are a number between 25 and 100 thotf'and and at least one is as mail as 9,000. Do not make the mistake of ending up talking to yourselves. Get out and talk to those that do not belong to >our section. Talk safety and get other people interested. let their reaction to your program. The Imemauorul City Managers' Asso- C`4H' because of its interest in safety and :he National Safety Council plan to make 4 purvey to determine just how many cities -ave organized saiety programs, a tew facts abuv: these programs, and how many cities Weep accident records according to the Ameru-xA standard method of recording and ,'je*Kirmg work injury experience. We are i>.w-g rius because we believe we will be able > get a good sample of all cities over 10,000. The International City Managers' Assoaivaa for over 23 years has published the > cor Book. Each year we survey .:ti tor information on what has tranpircd ut a number of fields affecting cities htnaj the post 3 ear. In certain areas we jet at least an 80 per cent return. We hope :o give questionnaires that will represent at .east 60 to TO per cent of those cities with vvef 10.000 population. These questionnaires provide a good knowledge of which cities nave programs and ot which cities keep re.i.'fds and how. The third observation is; You have not decided on how to conduct a saiety program. Oh >es, you agree on certain things, or at least that's my impression. You agree for the need of top management support. You vgree on the employ e participation and y*u agree on the need /or keeping accurate rec ords- However, there is a need to agree that government (municipal employment, county employment, and state employment) is an industry. We find many agencies of the same government conducting th*.ir own safety program with little concern of what the other agency of the same governmental unit is doing. To acquire top management support the program must have central direction. Man agement's major task is to plan, control and direct *11 activities of the organization as determined by elected legislators and to keep a balanced program. It will naturally take interest m and support those activities which receive central direction. Further, if records are avcur.uelv to reflect safety expe rience nf municipalities, it is necessary to provide ior the central collection nf statistics ;-Vo\n accidents. The fourth observation is Utat govern mental agencies do not know of the Public I'mptoyee Section ot the National Safety Council. On the other hand, there are few governmental officials that do not know of the National Satcty Council's work in the area ot pedestrian satcty and highway safety. Again it is indeed strange that many gov ernmental official* do not realize that the National Safety Council's largest group of employees is concerned will) industrial safety and that you people of municipal, county, and state governments have your own section with your own staff representative ready to serve other governmental agencies and help them in establishing a safety program, it seem* to me that you can get out and sell your program more titan you have. It was encouraging to hear \uir chairman briefly speak of some of the things that you have done during the last year itt tins regard. t hope 1 have said a few thing* that may help you. If I encourage you to get out and be an aj>oitfe of *a!c|v, 1 have accom plished one purpose. If I pcrliaps suggested new idea* for vour group to consider IS projects, / have .-icromphshcd another pur pose. Remember, 1 said Utat 1 was going to only make observation.-. 1 may be wrong but If f reflect the t?b*cn-.uion< of others who arc connected with government employ ment but not directly connected with safety, they should have some value for you. 23 J iQf/i XfUuMhit Stiffly Coruircss Public Employe* LET'S TALK ABOUT OUR COMMON PROBLEMS SAFE BUILDING MAINTENANCE IS Presiding: WARREN D. WILT, Safety Engineer, City of Detroit COST IMPROVEMENT Participants: JAMES P. GLEANSON, Safety Officer, City of San Diego; H. P. GOODIN, Safety Director, City of Minneapolis; Br RAYMOND DENOMME JOSEPH P. WICKLESS. Supervisor of Safety, City of Baltimore. Building Service Supervisor Detroit'Wayne Joint Building Authority Mr. WiSt demonstrated Use effective uses gram for achieving safety goals is the Detroit, Michigan to which :t set of flash cards showing public employee field: (1) determine needs caricatures of typical personalities en in terms of frequency rates is individual The unitary maintenance of buildings, My mission here today is to convince you countered in suiety meetings could be put. departments by way of slausual review schools, hospitals, hotels, and industries is that you have a stake in our future and The character typology ranged from "quick, and analysis of hazards (2) crate interest a $6 billion industry that employs over one to n*k for your help, helpful" to "highly argumentative." Distri in safety in a given department by the best i million people. 1 would like to present my case to yon bution of the Hash cards at a meeting can available educational and training techntqucs These million people, to a greater or and begin by asking questions, jar the partieiiants into an awareness of (3) obtain actual involvement of the cm- i lesser degree, are responsible for the hatch, I Has it ever occurred to you that every their own altitudes. pfoyees in the safety program and proridr 2 lomfort, and safety of many millions of individual working in the field of environ- Mr. Wilt outlined a number of "safety opportunities to maintain their involvcmou I l-eopte each and every day. mental sanitation is responsible to a degree vitamins'1 which might be administered M Mr. Goodin commented on the role oi ] As a sanitation program manager, I am tor the health, comfort, and safet;* of :ii i>ep up any safety program. He listed (he unions in implementing public cmplover j interested in the manner in which this money least 25 other persons? fiA.T.--Gimmick Aids for Training; the S.S.P.--Safety is Standard Practice; the U.IWV.--Basic Printing and Writing; Hie M.V.A.--Making Visual Aids; the l.S.C,-- improved Safety Command; and a D and C vitamin complex for Demonstration and t vinmuntcation. John M. Collins of New York City De partment of Hospitals, entered the discus afety programs. In his experience, the unions had great influence on dissemination if safety, information, having a system ready to hand for communicating with the rank and file. In times of labor-management conflict, occasional problems in free trans mission of safety messages were noted. Mr. Wickless posed a number ox prob lems concerning the elucidation ot driver ( r | is --pent for materials or salaries and In the manner in which these million peopte do their work. Now that I am talking about tiie safetv of 25 or more millions *>f people. Jo I have your attention? i Until such a lime as all or the greater ; part of this $6 billion expenditure is wisely 2, Just how deep has been your interest ('mended, and until such a time as these m the activities of these one million peo million or more people work in an effi ple whose work performances and use of cient and economical manner, the sanitation materials and machines affect the safety of program managers and their staffs will lack another 25 million people? sion at several points to confirm the fact that communication problems in the dis semination of safety information to New York City hospital employees are quite psychology. An analysts of accidents involv ing drivers for the City oi Baltimore showed that driver attitude was often a direct cause. Mr. Wickless appealed to the the prestige they deserve. 1, therefore, welcome the opportunity to speak to you today because you, not too many years ago, were in a similar position. In the places that you work and over which you may have direct or indirect sii(ervision, there are floors, waits, furniture, and washroom facilities. .imiiar t<> thoe encountered across the nation. Mr. Gleason gave expression to the underlying reason ior the existence of problems found in common among safety* possibility of suitable psychological tests to arrive at a reasonable evaluation ot driver temperament. Mr. Wickless also explored problems of the budgeting of safety programs. The ap You had an important message for labor and industry. You were able to put across your message by pointing out to manage ment that there was a dollars and cents approach to safely as well as a humani People slip and fall on the floors. Have sou done more then just run tests on the product put an the floors? Do you know how these floors are maintained by sweep ing, mopping, and refintshing processes? You men in the public employee section; the rapidly increasing numbers of public em ployees in the l\ S. have created communi cation problems nt all levels of public employment. Mr. Gleason set forth a three point pro proach to the budget requires, in his view, tactical as well as strategic steps toward the presentation of accident cost analyses in the city council. Timing is of great importance for placing the accident picture in proper |>erspcctive. t j tarian approach. The size of your convention currently being held reflects the success you have attained. We in the field of sanitation are having difficulty selling sanitation to top manage ment. We lack, at the present time, suffi cient supervisory personnel with higher edu dtould because in the majority of case* it is not the product that is at fault but the daily maintenance procedures. isn't it true that dirty furniture and walls affect people mentally, emotionally, and physically to a degree that the ground work for an accident a often laid by the poor performance of the cleaning staff? cation backgrounds. Consequently, it is Their work is usually done when no one I difficult for us to adequately present our is around and they are rarely thought of case to top management. when you attempt to determine the cause ; It is my opinion that a powerful ally, of an accident such as you safety people who have been able to attract to your programs iren and women of dedication and higher educational backgrounds, can materially help us reach our goal. How about washroom sanitation? Arc >ou sure that many accidents occurring in washrooms and directly attributable to poor sanitation practices--which are not re ported due to embarrassment--could not be 24 25 IQ6t P/alintial Safety CflHOrrss eliminated if you u safety people worked with the sanitation supervisor more closely? There are six factors in the attaining and maintaining of a modem sanitation program, f will name these and will point out to you how you are or should be involved m each and every- one of them. t. Management Support of Our Effort* to do a More Efficient and Economical JTnl. Top management will heed our request (or new equipment and for preventive main tenance programs if you in safety can point out to top management that worn out, de tective equipment should be replaced or repaired on a regular schedule. Further, the washrooms, locker room*, and eating facilities of the custodial staff are usually of the poorest. This often re sults in lowering of the employee morale and very often loss of time due to p<>r dietary habits. 2 A Plan of Attack A well organised sanitation program i* one where work instructions are clearly written or typed and posted in the proper places. Part of this program includes one or more bulletin boards large enough to include safety posters and information on the availability of safety equipment both on and off the job. 3. Supervisory Effectiveness In the promotion of individuals from the ranks to supervisory positions a review of each worker's safety record should be part of the examination. A man who will not practice safety as a worker will not teach and preach safety to others when he becomes a supervisor. There should be an adequate ratio of supervisors to employees. These supervisors should be trained to make periodic checks of each worker's area and to report in writing all saiety hazards. Most important, from the standpoint oi -ifety, the supervisor must be one who recognizes that a "stitch in time saves nine." He should, if possible, take a first aid course and at all times should have ac cess to first aid equipment and the means of reporting and transporting senous cases to a doctor or a hospital. 4, Employee Training Employees must be trained to do the work in the most efficient and safe manner pos sible. Every injury, however slight, must be reported. All bulletin board notices should include written memorandums to the employees on this subject. Equally as important as the safety of the individual doing the work is the safety <->t those who use the premises. Here again, every employee must know this and be trained to report to supervision all instances >>i tight* out, existing hazards, and poten tial liazards. When a trained employee reports a chipped ash tray or broken desk glass and a com petent supervisor makes a report to top management and top management removes the hazard, then the employee is impressed with management's concern for his safety and he in turn will be concerned with the safety of others who work in his place ..i employment. 5. An Adequate Amount of Good Ma terials and Machines Geanmg work is a monotonous, repetitious, and generally speaking, unrewarding task. If it can be made easier and more inter esting and more rewaring by the use of qood materials and the needed machines, thot, in ail likelihood, employees will do ;t better job, will make fewer mistake*, have fewer accidents themselves and elimi nate factors that contribute to accidents among those who work in our hospital*, hotels, schools, and industrial buddings. 6. Reseat eh and Development Very few supervisors in the field of sani. s.tion are equipped at this time to evaJu. ate properly materials and machines from the standpoint of safety. It Is this area that the safety people mn be of great assistance because within the ranks oi saiety people there are those with chemical and engineering backgrounds. 1 sincerely hope that at this point you will sec the sanitation worker and the sani tation program manager and his staff in a new light. While it is, true I am asiring tor your help, it is equally true that the building maintenance people of many in stallations, hotels, schools, office buildings, or industrial facilities have never been out 26 Public Cmp/oyce done in generosity. Traditionally, we have always returned more than we have re ceived and I can assure you any help that you can give us will be returned to von three fold. If you doubt that there is need for your participation in our program, then I ask you to spend a little time reviewing the ivork and procedures of the night denning iorre m your activity. Check the work habits of the employees. Do they leave the equipment around in a careless manner creating hazards for them selves and their fellow employees? Do they take the proper precautions in using ladders and mobile vehicles in their night'! work1 Are they cleaning the washrooms prop erly? Are they reporting hazards or h,<\c they stopped l*ccausc nothing was done in the past? From my experience in visiting many buildings throughout the country and ask ing ihe*e 'jucMions l have asked you above. i have found a great need for the help ,ind counsel of you in the field of safety. I have heard it said that people have more accidents at home than at work. I am sure the majority of home accident* are due to poor cleaning procedures, im proper use of maintenance equipment, and rarelesinej* in handling products. These same people who arc 'i r.rclc*s m this area at home invariably bring these poor habits into our buildings where our children go to school, our friends and rela tives are hospitalized, and where most of tt* work. It becomes apparent that you in safety can kill two birds with one stone by help ing us in sanitation have safer working conditions, safer equipment, and hy help ing us teach our employers to work safely with the reults ni having tl*.ee Rood safe practices carried back into the cmplo>ecs home and into a worker's off-the-jnh safety program. PROGRAMMING SAFETY IN FORESTRY WORK By HAROLD W. MASTERS Safety Dir., Aspiundh Tree Expert Co., Jcnkintown, Pa. I have been engaged in safety work pertonally for over a quarter of a century and t don't believe basically there is any differ ence in organizing and programming a safety program for any industry. Since the inception of accident preten tion so much ha* been written and spoken about its various phases that it is becoming a difficult job to speak about it from a new angle. I am sure that all of you feel that, although safety is definitely important in free work as in all other phases of in dustry. nobody can say very much about it that U really new. There is very* little that U new or exciting about the basic philoso phies and practices of the problem. But we at Asplundhs believe that we have discovered a new way to get our men more interested in safety. I would like to tell you about this new way because we are genuinely proud of the results. Our acci dent experience records are the best today they have been since the beginning of our Company. Safety education and us results depends upon communication; what is in volved in speaking, listening, reading and writing. Might we not get somewhere if we look at safety education in che terms of this business qf how people communicate and why communication sometimes is un successful? We started with recognition of the fact that visual education is one of the most ef fective ways to put across any message. We recognized the impossibility ot bringing to our office in .lenkmtown our men from the 42 states in which we now operate so wc knew that we'd have to take the program to them as a sort of "Road Show-." We organized for months, with a number of trial meetings, before we found most of the answers--and then we started rolling tn high gear. Time here doesn't permit description of the entire program, which started with a good dinner at the best local hotel, and 27 1961 National Safety Congress (hen went on into a carefully planned and cheduted two hour show, with a short in termission between the major parts, but 1 Mould tike to show you at this time one of the elements which we consider most important and I believe is a most essentia! factor in the organization and setting up nf a safety program. Tor the most effective results, will yv,' for the next few minutes, imagine jourselves as employees of the Asplundh Tree Kxpert Co. v> that >ou will understand more fuilv the message that 1 am going to bring This should not be a difficult imperson.ition tor most of you. Our treemen, like vou, love trees and arc outdoor men in better.ihan-avrrage physical condition. So. from now on, I am talking to you as mem bers of nur organization ,.. Do you realize that billions of doltars are wasted each year on accidents, and mil lions of non-productive hours arc caused by .ucidcnts. It is unbelievable that intelligent people such as ourselves are forced to toler ate such a deplorable condition. If you stop tu realize the homes that could be built, the automobiles that could be manufactured, and the tremendous amount of material things that could be made with the money ihat accidents con the people in the United States alone each year, it is something that everyone would like to d* something about. t am going to attempt to help you visual ise the tremendous importance, both finan cially and psychologically, that accidents and injuries have m our business. As you know, we spend quite a bit of time harping on the subject of Safety. It** art old subject, but important. Sometimes this harping becomes quite monotonous, but nevertheless, it has liad favorable effects-- and until we have attained a Utopia in ac cidents. which you and l know can never i>e, the safety department will still play tins harp. To begin with, we know that tree trim ming. whether it is a private job or whether it is a line clearing job, is more hazardous work than the usual office job and many other classes of employment. Tree trimming and tine clearing involve falls, hazardous equipment, falling objects such as tools, branches or trees, high voltage wires, and a variety of other hazards connected with outdoor work, such as poison ivy, brush fires, traffic accidents and weather. We are inclined to think of an accident involving only the man injured--who suffers pain, lost time, lost income, crippling, and psychological effects. There are many other effects on which f will dwell slightly further on in this talk. Aside from the direct effects on the in jured man. a:; accident involves many others --the worker's family and friends, the mem bers of the crew, the customer whom the injured man's company is working for, the general public and the cempanv the in jured man works for. You can see freer this that an accident is not singular in it* clTects, but very much plural. The injured man's family and fncad* may be seriously affected. Aside froea dis tress and worry, they suffer loss of income --not just at die time, but possibly future earnings wilt be seriously reduced as a result of physical or psychological effect*of (he aceident. The injured man's children may be denied opportunities that will affect their future--opportunities that were planned without thought of how an aeadera could affect them. Have you ever been called upon to notify an employee's family of an acci dent or a fatality? If you have, you know exactly what f am talking about. Members of the crew, too. are affected Tlie distress ts only part of it. The acci dent involves adjustments for them, such 4* frying to operate without the man, or the effort involved in training a new man to become part of a good working team. There are also temporary psychological ef fects on a working crew when one of its members is injured through an accident. Sometimes it takes a long period of time for the crew to get over this psychological effect, and during that time production and efficiency of that crew is naturally reduced. Effects on our customer* are serious, too. Although we free the customers from any responsibility or worry, they still suffer from our accidents. An accident reflects on them in the eyes of the public And, of course, interrupting the work means a loss to the customer of income or service as well as the confidence of the public The effects on the public may vary greatly. Psychological effects^ are involved. The pub lic may be directly involved In the accident Public (Itnfil-'vce --either through personal or property dam age. In addition, there is the overall eco nomic effect that is involved whenever an important job is interrupted--and the lost income because of a worker's reduced in come resulting from an accident. The effects on our company are many and tficus. We are proud to be experts in our line of endeavor but, when an accident oc curs, we cannot maintain our "expert" stand ing. When we sell our Asplundh package ut line clearance today, we sell much more than just clearing a line. This package has to remain, among other things, a good safety experience and a good accident prevention program. To operate a business and to present an .ittracuve package, there a A price tag-- and this price must include all costs and -till allow a profit and a margin for exonion. This price tag includes labor and equipment to do the job. It also includes (lie cost of insurance to cover compensa tion, public liability, property damage, and ><ther factors--and many direct costs, such .tv administration and *** Accidents are expensive--sometimes very expensive--wd the prio. of the accident will go into our pnee ta or we will go vut of business. Someone has to make up the billions uf dollars spent each year on accidents--you and 1 are the "somcones." I'rices would be quite different if we did not have to include the money it cost to pay for accidents that we didn't want in the first place. Obviously, accidents involve direct costs, >uch as money to the doctors, hospital*, and lawyers. Whether the accident is to one of our men or whether it also involves the public, these costs can be very great. These direct costs are borne both by the injured person and the company for which that injured person works. These are enlv a few of the direct costs. Obviously, another very costly effect of in accident is the cost of equipment and property. It is no exaggeration to say that a singte thoughtless or careless moment may involve thousands of dollars loss in prop erty, equipment and other things. The direct costs--to damaged equipment und property, and the medical and legal cost* of liability--are, of course, largely covered by insurance. But insurance costs moneypremiums--and the cost of premiums must appear tn our price tag. It Lt our policy to carry insurance which completely relieves our customer of any responsibility or worry involved or any costs of accidents. This makes our package attrac tive to our customer who is anxious to get ml of these headaches--but it costs money The cost of insurance is based largely on our accident experience record. This means that an accident tends to increase the cost >t insurance Only by maintaining a good iccideni experience can we continue to get low rates on our insurance. The costs f m*urance premiums have many time.pelted the difference between success or i ailure of a company. Now let'* consider some less obvious costs involved in an accident that we overlook many times. \n accident interrupts work. There i wrong with members of the crew helping their injured co-worker, but this -lo represent a loss--a hidden cost--while the crew stops work in production. Vn accident often means that work must be rescheduled. The crew loves efficiency, and often this involves hiring and training a man to replace an experienced one who is Inst to the crew. Another hidden cost is that involved in investigating and checking on accident*--in cluding constant efforts to study each acci dent, in order to prevent one hkc it in the future. Sometimes this means developing new safety equipment or new method*-- which may be quite expensive. Vn accident involves a great deal o: office work--paper work that goes with keeping records, filing and handling reports, etc. If there were no accidents, our paper work and clerical work could be greatly reduced. The cost of this, then, is involved in accidents and constitutes another hidden Cost. Another effect nf an accident is that it makes our work less attractive. The prob lems of hiring and keeping men are made wot>e when accidents give die impression that this is an undesirable type of work. Tiffs, too, can prove very costly. When needless accidents occur this price tag gets too large, and we lose a customer J'w,; Witi-fui Safely Lomjress which will effect every worker- This is why we consider safety not a separate sub ject but an integral part of operations. We have shown why the Asplundh pack age must include safety---both from the point of snew of tile customer who buys the package, and from our point of view as affecting the price of our package. Wc promise to deliver safety--now let's see how *< can accomplish it. We have seen that an accident is expen sive--involving injury, damaged equipment, interrupted service and the overall effect us inexpert work. To effect an improvement of our acci dent experience, we must have the coop eration of management, supervisory person nel and the crew. Here the supervisors and foremen become the important link. They are the ones who must make our accident prevention program a reality. There is a definite sequence and certain factors involved in every accident. First, the social environment and ancestry. Second, personal faults, temperament arid habits. Third, an unsafe act or hazard. This lead* to an accident which in turn could lead i an injury. Thus, when environment is wrong, and personal liabits or characteristics are in clined to an accident, any unsafe act or hazardous condition may cau>e an accident which may result in an injury. It is by preventing the unsafe act or liazardous condition that the foreman or supervisor can prevent an accident and thus prevent an injury. By recognizing the un,aie net or hazarduus condition, this domino can be removed, and if there are no acci dents, there will be no injuries. The foreman's part In a safety program includes several things: intelligent hiring and selection of men, careful training, set ting a good example, planning for every job and every condition, constant super vision and enforcement of rules and regula tions. This is the only statistic in our entire program. Study shows that there is a defi nite ratio of non-injury accidents to in jury accidents. For every* -300 non-injury accidents there will be 29 injuries and one serious injury or fatality. This shows why we cannot consider a safely record good, even if there are no injuries: because if we have a high number of non-injury acci dents, each is a potential kilter. We must not get the idea that accident prevention consists only of stepping in at the last minute when an accident is ob vious, Too often, the idea of accident pre vention is too late. Accident prevention must start away bad: -- recognizing potential accident hazards. There are many symptoms of a potential accident. Poor housekeeping always invites an accident, as well as giving a bad ap pearance and creating an atmosphere of sloppy work. Any tendency to disobey rules or disregard instructions invites an acci dent. Equipment in poor condition consti tutes potential danger. Improper handling of vehicles, particularly, invites accidents. Foolish or thoughtless conduct is a sure sign of a coining accident. The conscientious foreman or supervisor realizes that he has a responsibility to his crew. He might think he is being a "good guy" if he relaxes discipline or looks the other way at times--but he is actually hurt ing his crew. For example, a foreman or supervisor is not being nosey or butting In if he points out to his men that their personal lives will affect their welfare and their-safety. The foreman should urge his men to be properly dressed for the job. Aside from appearance, there are real reasons for this. A hat must allow visibility and not be likely to fall off or catch. A loose shirt will snng on branches and affords poor pro tection against branches or weather. Pants must allow freedom of movement. Shoes must be the right kind- Safety begins before the first man climbs tiie first tree. The crew must arrive safely at the job-site. The truck must be properly parked, and warning signs must be set up. Before the job gets underway, tailboard conferences are extremely important It is here that planning the job, dear instruc tions, assignment of work and special warn ing an contribute to safety. The rules for climbing are important in accident prevention. There is a proper way to climb--and many improper ones involv ing dead branches, weak branches, trailing ropes, full hands, obstructed vision and loose tools. 30 Public Employee Ropes are the freeman's lifeline, but they con also become his deathline. Ropes must be in good condition, properly used and respected at all times. Properly used, ladders add to safety. But they are a menace if they are in poor TOndition. broken or slippery- They should be firmly set and climbed properly. A healthy respect for power lines and all lines is oi critical importance. Any wire may become energized! During the job, many kinds of stupid acts can result in an accident -- daydreaming, horseplay or slippy work, or failure to warn others of a falling limb or tree, for instance. Power equipment must be respected. In spite of the safety devices built into power equipment, stupidity will result in accidents --usually serious cnes. Poor housekeeping on trucks invites ac cidents. Disrespect of rules and regulations invites accidents. There is a right way to load a truck, and a proper place for every took Good housekeeping on help inaintain a good safety record. Obeying traffic laws and sensible driving are absolute musts for all of our men. On the job or off, this is most important. In addition, trucks must be kept in safe op erating condition. A great many other minor hazards exist in this work. Although they may not seem serious, they may lead to senous accidents. Minor injuries can become serious ones. Common sense added to safety rules will cut down the hazards of poison ivy, scratches, bad weather and cuts. Our company provides all possible in formation foi ,-ielncving a good safety rec ord. Siudv and experience have led to the development of good safety regulations, and instructions covering every phase of our work give every man what lie needs to keep a good safety record. You may never know u--and may never get credit for it, but every day you have an opportunity to lake an action that may *ave a man's life. The training, supervision, discipline and planning that you do today mav make the difference between tragedy and this wholesome ideala good worker, healthy and happy, his family secure, his sense of a good job, and society wellserved because a job was done the right way. The aid in view is safety, and the means of accomplishing this ss complete, continu ous appreciation of wliat is involved in an accident. Firt of all. what an accident involves. Second, prevention of the accident. Third, prompt and proper action when an accident happens. This end justifies this means I 31 OFFICERS OF THE CONSTRUCTION SECTION NATIONAL SAFETY COUNCIL 1961-62 Centra/ Chairmen--*tRobert A. Wendell. Chief, Safety Branch, U. S Army Engineer Div- South Atlantic, Atlanta, Ga. Vice-General Chairman--*+Fderick H. Deec, Mgr., Accident it Fire Prevention Dept . National Association of Mutual Casualty Companies, Chicago, III. General Secretary--*tRoatar /, Massuam, Safely Eng., Massman Construction <', Kxivn City. Mo. Attisianl General Secretary--Yvio A. Hornsby, Jr., Product Line Mgr., Mine .iafeiy Appliances Co-, Pittsburgh, Pa. Dkinona--BW^ww^--*tCha*ijes W. Borden, Jr. (Chairman), Dir, of Safety Engineering, Johnson, Drake & Piper, Inc., Minneapolis. Minn.; Patrick Volte (Engineering Pi.r Chmrm.Mf. Safety Dir.. John A, Volpe Constr. Co., Inc., Malden, Mass ; John 1, Boxhah < Engineering Vice-Chairman), Supervising Engr.. Joyce & Co., Chicago, lit ; \V, G. Bassos. Safety Dir., Tidewater Construction Co.. Norfolk. Va.; Fred S, CAutaox, Safety Consultant. Ebasco Services, Inc. New York, N. Y.; Harold 1-' Fmrr II. Ihr., Education. Welfare & Safety, International Hod Carriers & Common Laborers Union. Washington, D. C.; W. R. Fitz. insurance 4 Safety Mgr., The Ku*t Engineering Co- Pittsburgh, Pa.; Robert J, Hartnett, Engineering Supcrintendaut. Continental Casualty Co. Chicago. Ill ; E. I- Krause, Chief, Safety Section, Veteran Administration. Washington, D. C; T, J. Lakowski, Project Safety Engr., Hunkm- Arundel-Dtxi n. Silver Bay, Minn.; Ltovo E. Moss, DtsL Engr., Texas Employee- Insurance Association. Dallas, Texas; \ui.ton D, Muuxndore, Ast, Superintendent, Engineering Div., The American Insurance Group. Newark, N. J.; t flrnsct Roiun-o.n Exec. Secry,. Missouri Ready Mixed Concrete Asso., JefFerson City, Mo.; Olai* T. Su.xDt.tr.. Div, Engineering Mgr., American Mutual Liability Ins, Co., White Plain*. N. Y.; Tkoma* J. Walsh, Safety Supv.. Long Construction Co., Kansas City. Mo.: Ralph Ward, Field Construction Specialist, Emotoyers Mutuals of Wausau. Wausau. Wis,; Gene Wasserman, Mgr., Cost Dept., .Verier Construction Co,. Inc. Newton Highlands, Mass.; V. L. Wtinr. Supervising Construction Engr., Div. of Industrial Relations, San Francisco, Calif.; Donmd B Wrtcox, Prof, of Industrial Engineering, University of Florida, Gaineivillc. Fla. Heavy--*+Eari. W. Wheeler (Chairman). Safety Engr., Dept, of Navy. Btirenu of Yard* Si Docks. Washington, D. C.; Jerome I, Williams (Engineering Vice-Chairman), Dir. of Safety, Morrison-Knudsen Co., Inc., Boise, Idaho; Joseph F. Huntmvn (Engineering Vice-Chairman), Field Construction Specialist, Employers Mutuals of Wausau, River Forest, III.; George E. Aro. Safe;.' Engr- United Engineer* nml Constructors Inc- Philadelphia, Pa.; Richard G. Babbitt, Vice-President, Sales. Medical Supply Co., Rockford, III.; Sam Bookejl, Safety Supv., Contracting Div.. Dravo Corp., Pittsburgh, Pa.; C. M, Cahill, Safety Engr., Massman Construction Co, Kansas City. Mo.; A. J, Carney, Safety Engr., Bethlehem Steel Co., S.u Francisco. Calif.; R. J. Douchekty, Dir., of Safety, Steams-Roger Manufacturing tV>. Denver. Colo.: A. S, FitEDSUCJCSOX, Exec. Vice-President, Lakeside Bridge & Steel CoMilwaukee. WU.; Alfred R, Hikes. Bureau~Safety Engr., Bureau of Reclamation, Denver, Colo.; E. D. Hoekstra, Exec. Secty- National Constructors Association, Washington, D. C.: James D. Holteappli, Btaw-Knnx Co., Pittsburgh, Pa.; Kenneth A. Hyde, Safety Dir- C. F. Braun 6c Co- Alhambra. Calif.; J. J. Kejxxy, Safety Supv.. M. W. Kellog Co,, New York. N. Y.: Marti* F, Molmau, Engr., Fred S. 33 James & Company, Cliic.ig<\ II!.; ILuc I-- Protxv, Petfley-Knowlcs & Co, San Fran cisco, Calif.; William T. Rodgers, Safety Dir-. Ehssco Services Inc, New York, N. Y.; Aktmux L. Schmuhl, Mgr. Safety and Training Dept, The Associated General Contractors of -America, Inc.. Washingtco. D. C; 0. C. Wakefuld, Chief. Safety Brandi, U S Army Engineer Dim net. S* Paul. St Paul, Mina.; J. J. Walling, Mgr, Ind. Relations, Kaier Engineers. Oakland. Calif. Highway--*fW S Derrick. {Chairman), Engr.. Georgia Slate Highway Dept., Atlanta. Ga.; Lottm W. Ftstc. /'Engineering [Sice-Chairman), Safety Coordinator, Iowa State Highway Commission. Ames, Iowa; Fred J. Boies (Engineering Vice-Chairman). Mgr,. Safety Engr. Dept, Marsh & McLennan, Inc. Chicago. I1L; W. D. Brukig, Safety Dir., D, W. Winkelman Co., Inc, Syracuse. N. Y.; Frank R. Dim*, Supv, Standard Accident Insurance Co., Detroit Mich.; J. D. Hooacs. Asst Secty, As sociated General Contractors of Iowa, Des Moines, Iowa; Dean O. Lundarl, Mgr., Engineering Dept.. Standard Accident Insurance Co, Detroit, Midi.; Elliott R. Martin, Safety Dir., Hendrickson Bros, Inc, Valley Stream, N. Y.; Dale R. Medsker, Dale Medsker & Associates, Atlanta, Ga.; Rov H. Olson, Safety Engineering Consultant. Michigan Mutual Liability Co, Lansing. Mich.; Fus W. Schmidt, Mgr., Accident Prevention Dept-, Maryland Casualty Co, Baltimore, Md.; Ammon Schrtur, Partner, Pickett A Shreur, Allegan, Mich.; Rov D, Woodworth, Supv, Construction Service, Liberty Mutual Insurance Co., Boston, Mass. Home Building--+Howabd J. Schult* (Chairman), Quef, Safety Branch, U. S. Army Engineer District, Kansas City, Mo.; Roaorr L. Moon (Engineering Viet-Chatrman), Supt. of Engineers, Lumbermens Mutual Casualty Co, Chicago, 111.; John J. Rilcy, Labor Dir.. National Assoc, of Home Builders, Washington, D. C.; LOUIS j. Srrcu, Safety Dir., Dale Bellamah Homes, Albuquerque, S'. M.; Hauy J. Smith, Consultant, DeWalt, Inc.. Lancaster. Pa.; Herbert R. Westluno, Quef Safety Engr., Argonaut Underwriter* tnc.. Menlo Park. Calif. specialty--"t/oHN B. Kovach (Chairman), Safety Supv., Machinery Dtv., Dravo Corp.. Pittsburgh. Pa.; T. S- McKosky (Engineering Vice-Chairman), Supvr. of Erection Safety, Bethleliem Steel Co,, Bethlehem, Pa.; B. M. Enfield (Engineering, ViceChairman), Field Safety Dir., Chicago Bridge & Iron Co, Chicago, IB.; Puu S. Baiex, Safety Committee Chairman, Mason Contractors Association of America, Hobart, Ind.; Roland Cam, Editor, Engineering News-Record, Chicago, III.; D. L Crabb, Safety Dir., Construction Dept, H. H. Robertson Co., Ambndge, Pa,; Joseph \ Culkin. Safety & Labor Relations. Catalytic Construction Co.. Philadelphia, Pa.; Sam Fife, Jk.. Safety Engr., Koppers Co., Inc, Engr. & Constr. Division, Pittsburgh, Pa; Josefh G. Hasp. Labor Relations Mgr, Foster Wheeler Corp.. New York, N. Y.; Frank T, House, Sales Promotion Mgr., Bucyrus-Erie Ox, South Milwaukee, Wts.; TL F. Jones, Mgr., Erection Labor Sc Safety, Combustion Engineering Inc., Prospect Hill Road. Windsor, Conn.; Cam. C. Lavery, Safety Engr., Houston Contracting Co., Houston. Texas; George a. Miller, Exec Vice-President, Mason Contractors Associa tion of America, Chicago, 111,; Henry T. Feeee, Editor, Construction Methods 4 Equipment, New York, N. Y.; Dean W. Wash, John F, Beasley Construction Co., Dallas. Texas; Victor E. Whitkhouse, Dir., of Safety, International Brotherhood of Electrical Workers, Washington, D. C.; Everett Witeei, Eastern District Mgr., E. D. Bullard Co., Westport, Conn. Engineering Coordinators--(Rudolph. J. Behley, Supervising Construction Engr., Trav elers Insurance Co., Hartford, Conn.; IHomcx F. Clark, Safety Officer, Department of Commerce, Bureau of Public Roads. Washington, D. G Program Chairman--tDanjel W. Lenahan, Project Engr., Liberty Mutual Insurance Co.. Atlanta, Ga. Membership Committee Chairman--fL. H. Bornoff, Safety Mgr., The H. K. Ferguson Co., Cleveland, Ohio Newsletter Editor--fSAU S. Elkins, Chief, Safety Branch, U. S, Army Engineer Division, Southwestern, Dallas, Texas Health Committee Chairman--(D*. N\ Gillmoee Long. Medical Dir., Lumbermens Mutual Casualty Co., Chicago, III. Public Relations Committee Chairman--+Hunts* P. Wharton. Gen. Secty.-Treas, Inter national Union of Operating Engineers, Washington. D. G. Training Committee Chairman--fRoBcar O. Nimmo, Safety Coordinator, Peter Kicwit Sons* I'ompany, Omaha, Nebr. 1`nuai .-Hi! Committee Chairman--tFrid M. Lim.ncaton, Safety Dir., Turner Comtrm i (i <it i n New York, N. Y. standards Committee Chairman--t Fra x K M. Boodro. Safety- Dir, Perini Corporation. Fr-.minriiam, Mass. .ipesuil I'r jecls Committee Chairman--fjoit.s V. O'Brien, Safety Dir, Bechtel Corp, S.m Francisco, Calif. iff-rhe-Job-Coinmittee Chairman--f Eugene C. Gv.vs, Chief, Safety Branch, U. & Army bmjtnecr Division, Missouri River, Omaha, Nebr. Committee--fRoBERT L. Moore (Chairman), ROBERT L. Jenkins, Chief. Safety Division, Office, Chief of Engineers. Department of the Army, Washington, 1 C; William G, Hawkins, Safety Dir., A. Tcichert & Sons, Inc.. Sjcramaitn, t'.ihf.; Gerard O. Griffin, Safety Dir, Dravu Corp, Pittsburgh, Pa.; Otto S Hihmrkoc. Consultant, Wausau, Wis.; George P. O'Rourke. Sr, President. O'Rourke t .-n-tnution Co., Dallas, Texas ll m-rary Life Members--H B Alexander, President. H, B. Alexander Se Sun, inc.. Harri>burg. Penn.; Samuel R, Bishop, c/o The Hearthstone, N'orthfield, Mass.. Jrtstrii j I {incites, Bethlehem, Pa. T/.iff Refr simtitlivc--fCtEMENT J. Luebke, National Safety Council, Chicago, 111. Past General Chairmen--l9tS-*2t, Leo D. Woeotkc; 1921-'23, F. A, Davidson; l9Zl-*24, \V. I*. \nes; 1924-'26, W. F. Austin; 1926-`23, EL C. Harding; 192S-'29, W, R RicHSktis; 1929-'3l, George Wiuua; 1931-'34, John Russel, Jr.; 1934-*33, Edgar N* Giu-mise; 1935-`39, \V. A. Snow; 1939-*4), K. I. KticsxuTK; 194!-'43t W. A Hahho; 1943-'4S, G. O. Griffin; 1945-'47, Lloyd A, Blanchard; t947-*48, Frank j. Cramioi.; 1944-'49, Otto S. Holmskoc; 1949**50, ,1. A. De Luca; 1930**51, Hakry J. Kirk; l9$l-*52. H. W. Richardson; 19S2.*54, H- B, Alexander: I9S4-*55, G, V. O'Rovuxc; !935-'57, R. L. Jenkins; 1957-`59, W. G. Hawkins; 1959-'61, R, L. Moo; Adminilrame Committee iSteering Committee 35 OFFICERS OF THE PUBLIC EMPLOYEE SECTION NATIONAL SAFETY COUNCIL 1961-62 General Chairman--tMw-.. l.outSE Rather, Safety 4; Claims Examiner, Ohio Dept, of Highways, Bureau oi Accident Control & Claims, C**tumbuv Ohio Pint Vice-Chairman--11 * wt> F. Gleason. Safety Qfticer, City of San Diego. San Diego. Calif- Second Vice-Chairman--fCEoact F, Kuhns, Safety Supv,. Illinois Division of Highways, Springfield. 111. 77uVd Vice-Chairman--TJOltH M. Cou.ixs, Dir. of Safety, New York Dept, of Hospital*, New York, N. Y. fourth Vice-Chairman--{David E. Kocii, Safety Dir., City of San Antonin, San Antonio, Texas fifth Vice-Chairman--{John H. Phillips, Dist. Engr., Virginia Dept, ni Highways, Lynchburg, Va. Sixth Vice-Chairman--{Arthur Uivincent, Safety Supv., Metropolitan Dade County, Miami, Fla- Scerelary--ftOiifM L. Althouse, Personal Injuries Supv- Illinois Division of Highways, Springfield, 111. Program Committee--{Tajrvia H. D. Joint* (Chairman), Reg. Engr., Highway-Safety fc ttituminous-Paving-Consultant, Graham, N. C. Legislative Committee--{Thomas H. Jay (Chairman), Safety Coordinator, County of San Bernardino, San Bernardino, Calif.; Francis L. Otto, Safety Eagr., U. S. Depart ment of Labor, Washington, D. C; Ralph W. Peoples, Industrial Safety Engr., Safety Division, Dept, of Labor & Industries, Olympia, Wash.; Floyd J. Upkam, Exec. Mgr., North Dakota Safety Council, Inc, Bismarck, N. Dak. Engineering Committee--J. A. Moore (Chairman-States), Safety Dir., Nevada Highway Dept, Carson City, Nev.; Edward A. Brandvass, Safety Supv- Ohio Department of Highways, Columbus, Ohio; Baykars A. Switzer, Chief Safety Eagr., California Division of Highways, Sacramento, Calif.; Joseph F. Wicxlcu (ChairmanAfunieipaltties), Supv. at Safety, City of Baltimore, Baltimore, Kid.; J. E. Jokes, Safety Dir., Department of Public Works, Baton Rouge, La.; T. D. Wilson, Safety Program Administrator, Industrial Safety Division, Honolulu, Hawaii . Idznsory Committee--*Tarvia H. D. /ones (Cftainnan); * Warren D. Wilt, Safely Engr., City of Detroit, Detroit, Mich.; "D*. B. L. Corbett, Managing Dir., Milwaukee Safety Commission, Milwaukee, Wise.; "Milton M. Bowman, Safety Coordinator, City of Cleveland, Cleveland, Ohio; *A. R. Lateiner, Consultant, Safety & Training, Mamaroneck, N. Y.; "John E. Packard, Safety Coordinator, City of Columbus, Columbus, Ohio; "Joseph E. Hauu, Safety Dir., County of Los Angeles, Los Angeles, Calif.; "Clark J. Fischer, Safety Engr- Milwaukee Safety Commission. Milwaukee, Wise.; "Daniel F. Milchman, Safety Engr., (Retired); *M. Van Mechelen, Safety Engr., Washington Slate Department of Highways, Olympia, Wash.; "H. P. CoootN, Safety Dir., City of Minneapolis, Minneapolis, Minn, Slotistics Committer--Warren D. Wilt (Chairman) Newsletter Committee--fans H, Phillips (Editor)-, John F. Huzvar II, Chief Safety Engr.. Pennsylvania Dept, of Highways, Harrisburg, Penn.; Steve Star, Safety Kngr., Dept, of Public Works, I-os Angeles. Calif. Og-The-Jnh Committee--Si. Van Mechcjin (Chairman); H. P. Goodin; Joseph M, fioewEV, Safety Consultant. New York State Department of Mental Hygiene. Albany. Y. Y ; Vot D. Beck, Safety Mgr., City of Colombo*, Div. of Water, Columbti*. Ohio Mrmherthif- Committee--JAMES F. Gleapon (Chairman); GuNKZ F. KuHHS; E. J~ Ucbelhoer. Safety Dtr- City of Fort Wayne, Fort Wayne, Ind.; All Regional Repreenlattve* Regional Re(retenIntii;%--New England, C,umr,t C. Murphy, Safety Supv- State High way Commission. Augusta. Maine; John L. Gun.MArnit, Safely Engr- Owroeetirut Slate Highway Depanment. Hartford. Conn. Pennsylvania & Northern New York--Howard O. raiEPuui. Jr., Safety Dir- Pennsyl vania State University, University Park, Pa.; Cmhkte C Howard, Safety Dir., City <>i Rochester. Rochester, N. Y. Yrsr York City--Harold A. Winson, Coordinator. New York City Safety Program, Departroot of Personnel, New York, N. Y.; John J. Lancoon, Safety Engr, Departmerit of Public Works, City of New York, New York, N. Y. .SV/Afe/f--TalMadce Hyman, City Mgr- Elisabeth City, N. C; Mm.vik Lvuj. Safety Engr- Virginia Dept- of Highways, Richmond, Va.; A. J. Sziarto, Dir- Training & Safety. City of Miami, Fla. .Vcmlh Cmtrat--A H. Williams, Safety Dir- Oly of JacksoiL Mis*.; J. H. Parks, Safety Engr- Tennesfee Department of Highways & Public Works, Nadiville. Tmu Southwest--H. P. Ailex, Supv- Safety k Training. Dallas City Waterworks. 1>al!a*, Texas; Robot I. Cameo, Safety Dtr- New Mexico Highway Department, Santa Fc, N. M. Nprt/ncrst--RAi.ru Peotlea; Coscaovx Labarre, Safety Officer, Bonneville Power Ad ministration. Portland, Ore.; Dave McColloum, Post Safety Dir- Fort Lewis, Wash, North Central-- Loktm. IV, Ftsic, Safety Coordinator, Iowa State Highway Comiui.wion, Ame*. Iowa; Orica C. Waxefteld, Chief, Safety Branch, 'U. S. Army Engineer DistSt, Paul. Minn. Alaska--Edward Carsick, Safety Dir.. Alaska Safety Division, Juneau, Alaska Hawaii--T, D. Wilson; Robert B. Ebert, Safely Engr.. Department of Labor k Indus trial Relations, Honolulu, Hawaii Ctinodo--Lvxt Fuss, Sergeant, Halifax Police Department, Halifax, Nova Scotia, Canada; D. J. Dakunl, Industrial & Safety Training Supt., Royal Canadian Navy, Ottawa, Ont, Canada Nominating Committee--H. P. Goomx (Chairman); M. Van Mkciiks.kn ; Ciavk I. Fischer ; Tarvia H. D. Jones Historian--Mabel K. Johnson, Ins., & Safety Supv- Town oi Siraiiord, Conn. Stag Representative--Clement J. Luepkz, National Safety Council, Chicago, 111. tAdmmistrative Committee "Past General Chairmen PLAN NOW- TO ATTEND THE 1962 NATIONAL SAFETY CONGRESS Celebrating the 50th Anniversary of the NATIONAL SAFETY COUNCIL WHEN: October 2f through November 2, m2 WHERE: Conrad Hilton Hotel. Chicago The National Safety Congress brings together safety people from all over the country--lu.OOn of them! By attending the Congress you become part of the largest and most important safety meeting of the year. You meet safety men with the same safety problems and respon sibilities you yourself have. You exchange views and ideas on accident prevention, health, hygiene and tire prevention--on safety in industry, in traffic, at school, at home and on the farm. From a program of more than 400 meetings, discussions and demonstrations you select the activities that interest you most and that most closely relate to your safety work. This week-long educational program--planned and pre sented by the National Safety Council--can be your most inspiring, most thought-provoking safety experience of 1962. See the Latest In Safety Equipment At the Greatly Expanded Congress Exhibit Hail See nearly 30tf exhibits! This alone--the largest o. all safety equip ment exhibitions--will make your trip to the Safety Congress worth while. The industry's leading suppliers will display their newest and best safety products for your inspection. See . . . compare . . . ask questions. There is no finer opportunity to reach well-informed buying decisions for your company. CONTENTS ELECTRICAL EQUIPMENT SESSIONS Safety in the Manufacture and Operation of Electrical Test Equipment...................................................................... Cecif Ughifooi 4 Safety in Printed Circuit Manufacturing........................ .... .Hobori A. W'eover & Safety in the Use and Maintenance of Electrical Storage Batteries ................................ .Robert H, tfopewe// 10 The Proper Method of Selection and Use of Hand Tools. , .Eugene Welothyn 12 Safe Practices in Manufacturing Processes in the Semiconductor Industry............................................ ,, ... .R. E. Burton, Jr. 16 Officers of the Electrical Equipment Section 1961*62 ................. .. ..... 18 Other Volumes in 1961 National Safety Congress Transactions...... Back Cover 3 I$01 National Safety Congress SAFETY IN THE MANUFACTURE AND OPERATION OF ELECTRONIC TEST EQUIPMENT By CECIL LIGHTFOOT Supervising Eng., Mesa-Planar Manufacturing Engineering Dept. Transistor Products Div.. Texas Instruments Inc., Dallas, Texas Willi the increased me oi automatic and semi-autom.itic test equipment. ynt'etv becomes more important in tl c design, operation, maintenance, ami repair ni thce devices. in the transistor industry breakdown voltage lias increased to the point r*i offer ing a hazard unless properly controlled. Tests have shown that 12 vmIi- \C. 2.1 tn 60 cycle alternating current is the limitation ot some individuals when in jr/xl conlact wiih the circuit Other tests have shown that when dry electrodes were held in both hands. AC voltages ranging from 20 to 40 were all that were required to produce the maximum current that individuals could withstand for a short time- and still have voluntary con trol of their muscles. Tests with direct current indicated that a human being eoul-1 with-und 'lightly higher currents for a time The cur rents m these tests ranged iron '< to ten miUiampcre*. The comparative immunity tu injury in handling circuits up to 120 volts with the hare hands is due to the high resistance of the dry uninjured human skin. However, this resistance is greatly lowered by: a. Any thorough wetting of the 'kin. b. Perspiration. c. Many chemicals. <f Cuts and blisters. Under the above condition?. 110 to 120 volts, alternating current, can produce suffi cient current flow to rem-c a change in heart action, which ma> prove fatal. It requires only a few seconds contact with a 50-volt standard frequency AC circuit re produce blisters at a point of contact, thus destroying the dry' *kin high resistance protection. The current tolerance of the human body is a factor of the frequency ox the voltages creating the current Alternating currents of high frequency produce little sensation, compared with alternating currents of low frequency and equal magnitude. Tests have been made lo determine the "tolerance current" of typical individuals at several frequencies. The tolerance cur rent was arbitrarily asssumed as the magnitude of current that the subject could take through his arms and body, without marked distress or discomfort. Same results of these tests were as follows: a, 30 ma at 11,000 cps. b, '/i amp at 100,000 cps. c Although the tolerance current was found to increase very rapidly above 11,000 cps, the increase between 60 and 11,000 cycles was much less rapid, ranging from about 5 ma at 60 cycles to 30 ma at 11,000 cycles. The action of the electric current through the body is an electric shock and can -affect the body in two ways. t. The current may pasj through the breathing center at the base of the brain and cause this center to stop sending out nerve impulses which act upon the muscles responsible for breathing, as a mult breath ing stops abruptly. Z In other cases the current may affect the heart muscles, either stepping it or causing an uncoordinated action known as "ventricular fibrillation." It is absolutely necessary that all possible safety precautions be takes in the design, construction, installation, maintenance and repair of all equipment used throughout the plant. To fulfill this requirement, all equipment must present no external shock hazard to die operator or unnecessary hazard to the technician responsible for the adjustment or repair of this equipment This can be accomplished by the follow ing: 4 Electrical Equipment Section I. Line cords should be three conductor cables with the third wire connecting the cabinet and chassis or framework to an earth ground. This will insure that no potential difference can exist between adja cent test sets. The line cords or power cables should be of the rubber covered type and of die proper size for current carrying capacity. Wire table'- listing -sate current tarrying capacity according to the Under writers Laboratories should be used as a guide. A good rule is to allow 1000 circular mils cross sectional urea t,r each ampere of current. Interlocks should be incorporated in all cabinets with high voltage exposed or accessible to repair ' r r.a.atrfttnce per sonnel. J, Safety shields should be provided over exposed high voltage potnt? since mainte nance personnel do net always have equip ment drawings at hand when making re pairs; warning signs high \ .page should be placed in a conspicuous place. Remember namings written into speculations wilt be 'i no help under tfcoc arcumsances. 4. Power transformer? or .sotauon trans formers should be used -fi all test equip ment This isolates the operator or techni cian iroen the plant power source. Power transformers with any winding grounded to the frame or shield dwaild never be used. ,U?o any transit-rmer with leakage between windings and cere or frame should never be used. Auto transformers should not be used unless preceded by as isolation transtoonor. ?. AU high voltage -uppue* should be designed with a senes limiting resistor. This will prevail carrot ijw from exceed ing a safe value should anyone accidentally come m contact with the output terminals or other high voltage points. 6. Bleeder resistors should be designed across high voltage niter capacitors. A charged rapaator can be as lethal as if the cqujpmon in which it operates were still turned on. AU metal-can type electrolytic capacitors that have a potential applied on the can should be insulated from the chassis and equipped with safe insulating covers securely fastened. 7. AJI equipment operated from the AC power system must be equipped with fuses or appropriate ciicuit breakers. Normally fuse site is determined by measuring cur rent drain under normal conditions and a tuse of one and one half times this value installed. Fuse sites for equipment that will draw intermittent heavy surges are usuallv determined by current measurements during operation. Fuses of the slow blow variety are sometimes selected, espedally ivhen used in high voltage equipment. e. Input power >witche* should open both fide* the pwwer line The current rating of d.e switch should be capable of conducting current in <xce> the equip* men: it is controlling A -n designed U-*; tro. y*.wcr .an tact v.pft r-r-machine i-'\cv.:ng cables must be -bwijmected so elec i..idema../ come m con >n r "car the In aiqjl:-~n . eiectrxa. >oak hazard, other satet> ticc-.r, tiut be considered in the design arsl .prrate it manufacturing equipment: they arc 1. In .:* ieruar. ,. e;uipawns. weight of module? Cv-pie<el ueutv should be given careful con.iirra;wn. XVagfatt tur weens* wilt vary ir.-m . pouad* zz obte height to "tie pound when listed over their bead. For men the wcutnt should never exceed 40 pounds. In die design ot call rads mounted equip ment. the heavier units should be Dearer the door ii possible. It is a weU-kacwa tact that back injuries and other disorders such as {trained ligaments and muscle* art quite common among workers who have to handle large bulky or heavy items without the assistance of mechanical lifts or other similar devices. 2. Equipment should be designed to be stable during operation. It should not be such that it will slide during operation or be in danger of toppling over. 3. Equipment should be designed without sharp edges and protrusions. These can cause injury to the operator or persons passing the machine in l!te norma! course iif their work. 4. All belts and gears should be guarded to protect personnel working on or near the machine. 5. If equipment or any of its components offer i temperature bum hazard to the iOol .Vol/ime/ Safely i iigr.'i operators, protective shield* or insulation should be provided. 6. Equipment should be designed to in jure a comfortable arm position and if used, .street microscope height. Cramped arms and neck strain arc snore apt to make an i- perator work in an unsafe manner. ft is the responsibility ot' the design engineer to observe every s*iet> precaution in each design but the safety engineer -hould inspect and pass on es,eh new design before it is placed into production areas. The safety engineer should assist pur chasing personnel in the election of all equipment that might afreet the -arety oi operating personnel. A good, safety program well followed will result in more production, higher quality unit* manufactured, fewer accidents, and higher moral* among personnel. SAFETY IN PRINTED CIRCUIT MANUFACTURING By HOBART A. WEAVER Department Chief, Printed Circuit Manufacturing and Project Engineering Western Electric Company, Inc., Greensboro, N. C. Primed wiring, the basis for primed cir uit a**cmblie, is a technique for making electrical connections between components hv means of metallic foil strips bonded in a prescribed pattern to the surface of an inula;ing material. Within die past 5 years, considerable emphasis has been placed on the use of pnnted circuits by alt of the commercial manufacturers of wired electrical products. National advertising campaigns have been directed to their inclusion in television and radio sets as if they, within themselves, were the answer to all of the problems that have risen in the past affecting the reli ability and enjoyment of these products. While assuredly much of this is true, other advantages are present which are mere tan gible to the manufacturer. The use of printed wiring in large quan tities was initiated in the last stages of World War II in the manufacture of the electron tube proximity fuse for combat use, and white the same techniques were not employed that are present in today's manufacture, the ground work was laid for the advantages that could be gained from their usage. Subsequently, much of the de velopment work in printed circuits has been made in the manufacture of electronic equip ment for the Armed Services, culminating in 1953 with the Tinkertoy Project as an illustration of automation applied to mass production. Use of this media is becom ing ni'.re wide*pread in alt of today's elec tronic Itardware for the Armed Services. Manufacturing methods for printed wir ing are iruinv and varied, Original manu facture perhaps dotes back to the advent of ceramic disc capacitors in ihe l^^O** in which a conducting surface was painted <n a ceramic base with silver paint and fused into the bae material with heat, Subsequent methods incorporated various and sundry procedures but can be reduced to two fundamental process**. The first, of which the disc capacitors listed above are an example, consists of offtymtr the conductor paths to an insulating base. The second process consists of selectively rc~ tniKvtff unwanted conductive material from an insulating base. This is known a* the etched foil process and is used at the Western Electric shops m Greensboro. N'orth Carolina. Several years ago we began a manufac turing operation for printed circuits to ful fill the needs of several military projects. To our manufacturing engineers this was a new field, and much exploratory work was necessary* to start this operation. Es- scntially, the operation was broken down into the various steps. Each operation had to be investigated not only from a manufacturing aspect, but also from the standpoint of safety. In Western Electric, the product, proc- ess, or project engineer is responsible for 1 , ' j { * ] . |j | jj lj Bteetru'a! Equipment Section die safe operation of those processes for which he has engineering control. In this vay, when a new project such as printed <ueirtg is inaugurated, {he project engineer has the responsibility to incorporate all nec essary safety features for the protection of employees. He specifies the design and qualitv of all types of personal protective equip ment and prescribes standards for their use. Whenever special situations arise because if unusual operating conditions, the intro duction of new processes, raw materials or machinery, she project engineer requests (he hazards engineer on cooperation with the safety organization) to approve his in vestigation, evaluation of exposure, and spe cifications for precautionary measures. In the succeeding paragraphs I would like t*> review some oi our planning for the manufacture of pnnted circuits with the aim oi incorporating aiety from the be ginning. The manufactunng process begins with an insulating material clad with copper foil on one or two sides. Tni insulating material can range from 006" to .250" thick but is generally a 1/16* sheet. The copper ranges from .001" to ,010* thick. Several types of insulating materials are ued, depending upon the circuit applica tion For nv>*t commercial products the paper base phenolic* are generally used a* m insulating ha.** material. Whenever the electrical charactervtics i: the circuit de mand superior dielectric strength, insulation resistance and moisture absorption propertie*. an epoxy glass or "Teflon" glass ma terial is used. tn using the epoxy glass and "Teflon" jlaf material, problem* have been en countered pertaining to safety* Several of our employees have been found to be al lergic to the epoxy re<ins and have re ceived treatment for a dermatitis condilion. We have corrected this situation by minimizing exposure not only in the han dling of the raw material sheets, but also m subsequent operations where epoxy dust has been created from a machining opera tion. We have provided our employees with protective skin creams made for epoxy resins. Housekeeping uaadifds are kept very high and our safety and medical organi sation* are tollowesg this situation very cfoely. \nother problem encountered when using "Teflon" glass material was in the disposal of scrap. We have provided special marked can* throughout our shop to collect "Teflon" scrap to prevent mixing of "Teflon" with other waste material. Since the toxicity properties of "Teflon" arc not fully known, we have taken precautions in disposing of scrap. Collected scrap is burned m our in cinerator. However, the practice of burning "Teflon" was introduced only after a thorough in vestigation was made of the draft sv-stem in this incinerator equipment The height of the smoke stack on the incinerator is 135 feet, which is sufficient to cnrrv the fumes away from other area* of the prop erty'. The operator of the incinerator has been informed never to bum "Teflon" scrap without first burning some other waste to ascertain that the draft i* functioning properly, Still another problem with 'Teflon" was encountered in the machining operations. Machine operators have been cautioned not to cam cigarettes in an open pack or an open pocket while on the job. There is a hazard of smalt "Teflon" chips getting into the cigarettes, and thus the person could get "Teflon" fumes directly into the lungs by smoking the cigarettes. Another pr vbiem encountered with the raw material was m handling. Most lamirutors make sheets of raw material in 36*x48*. or 36* x 72' tze*. Material this large was difficult to handle, especially since the cop per surfaces had to be protected from scratches at all times. Also, the sharp edges of the thin copper foil on this laminated material created still another handling prob lem. T* overcome this problem, we now liavc our material precut to specific work ing size and packed in .polyethylene bags, flagged precut panels are delivered to us in small containers not exceeding 60 lbs. After the art work (circuit configuration) has been accurately laid out. photographed, and reduced, one of two methods of print ing can be used. The photo process and the screening process are the most com monly used throughout the industry xt the present time. In the photo proces*. the copper clad raw material is uniformly coated with a lightsensitive enamel. A film negative is used 1961 National Saftty Congress to photographically prist the circuit on the taw material using carbon arc lights as an ultraviolet source. It is necessary to pro vide better than normal ventilation to ex haust the ozone fumes created by the high voltage on the carbon electrodes. The other chonteals which are used for developing the panels and for subsequent cleaning solutions arc well ventilated and kept away from the arc light.*. In this area, also, the air pressure used as a solu tion blow-off is regulated to a maximum of 20 psi to minimize the hazards of blow ing solvents onto the operators. For the other printing method, screen punting, provisions have been made to dnv the fumes from the molten printing wax resist directly off the top of the machine. The solvents used in this operation for cleaning the panel after printing are also directly ventilated. Metallic finishes arc usually required on the copper circuit paths to facilitate subse quent soldering of components to the as sembly, whether mass soldering or hand toldenng is anticipated. The two most popular finishes arc solder and gold. For most commercial applica tions solder is electro-deposited to the cir cuit paths prior to the etching of the un wanted copper. The plating operation first begins with a cleaning cycle in ammonium persulfate: next, a water rinse, followed by plating in a 60-40 lead-tin alloy solution. The safety aspect of these operations is that normal precautions are taken to protect the opera tor while using and handling these chemi cals; also, proper instructions have to be passed on as to haw these chemicals arc to be mixed and what reactions occur whoi the chemicals arc put into solutions. To us at Western, the plating of a solder alloy was a new operation, and an extensive evaluation of all necessary chemicals was earned on before putting this segment of the manufacturing cycle into use. The etching of printed circuits is some what similar to the plating of the circuits in that it is a chemical operation and the same safety precautions are necessary. The two most commonly used etchants are ferrie chloride and ammonium persulfate. The ferric chloride is a more difficult solution to handle than the persulfate. The feme 8 van cause irritation of the skin or the eyes. In both our plating and etching operations, ihe operator* are provided with chemical resistant clothing ami wear face shieldThe operators are required to take a shower at the end of each shift. In addition periodic physical examinations are given to both the etching and plating operators. Also, ex haust systems are installed to each tank. (plating and etching) to insure that the fumes are removed from the work area. The highly corrosive ferric chloride fume* have necessitated the use of specially coated metals or plastics to minimize this corroding enndition on our facilities. Printed circuit boards are generally prof essed thru the printing, plating and etch ing operations in panel form; i.e., sever;-) images of the *ame circuit are put on a Urge piece oi material. After these op erations, it is necessary to fabricate the individual boards to size and shape. This is done by routing, punching and drilling. In ail these operation*, safety glasses are required to be used. tn the punching operation, precautions are taken to insure that both the operator's hands will be needed to actuate the con trols for press operation. Also, our punch presses are protected against completing a started cycle when they are restarted after a shutdown. Another method of fabricating small lots to size and shape is routing, an operation of cutting a contour from a template or guide. In this operation, a guard is used on the machine to prevent the operator's hand or fingers from coming in contact with the cutting toot. Also, for this op eration. we have provided an exhaust on the bed of the machine to take away the major portion of the epoxy dust and chips. For routing small boards, we have made use of a double-ended routing fixture to afford a Urger work piece for the "Perator to grasp. On some boards it is necessary to drill small holes for component leads, and this operation for small lot sizes is done manu ally. For large production runs, multi-spin dle drilling >S used. For the manual op eration. each drill position is equipped with m exhaust system to remove epoxy dust; usd to reduce operator fatigue from drill ing these small holes, each drill press is I 1 f Electrieal Equipment Section equipped with a 4X magnifying glass ad jacent to the drill spindle Also, the spin dles on these presses are readily adjustable; thus the operator raises or lowers the spindies as needed to insure that the drill point is never above the work piece more than H'- This does not allow sufficient clearance for getting the operator's finger* under a drill point. It is necessary in some instances to in stall terminals or standoffs to some particu lar circuits on the boards for making ex ternal connections. This operation is done with small pnewnatie arbor presse*. These arbor presses have presented some prob lems in regard to safety of the operator's fingers. Although the ram on these machines is set at a clearance of H~ maximum, we have had several minor injuries of pinched fingers. To eliminate these injuries, we have made use of a photoelectric cell t< prevent the ram tram being actuated i: any part of the hands or fingers is m a 2" danger zooe from the center of the ram. In some eases, the photo-cell method would net suffice for large size boards. For the Urge boards, we have recently installed an dcctrostake press. This i* a solenoid operated press that contains a mechanical linkage from the foot pedal to a sleeve which surrounds the top tool. The foot pedal is depressed and the sleeve moves to the board. In this position a linkage to the sleeve trips a micrtxwitch which energizes die machine and the top tor! is forced downward. If a finger <-r any other object interferes with the bettommg of the sleeve, the mtcrosw itch will not be tripped and the machine will not operate. In addition to the rigorous mechanical inspection to which each kit of boards :* Subjected, samples of our material and proc esses are evaluated periodically by Under writer's Laboratories (b'L) to provide pro tection to the consumer and to insure that the material properties, such as insulation resistance and surface resistivity, have mu been changed during our processing. From the preceding paragraph*, it can be concluded that a manufacturing engineer is confronted with numerous problems m planning for the production ot a new prod, duct. To 'ummartze, we observed what we considered the basic principles of safety in establishing our printed circuit opera tion. We attempt to apply Ihe iollowine rules in alt situations . 1. Recognition of hazards that may arise from the introduction of new ma terials and processes such as epoxy and teflon gla<*. plating, cleaning and fabri cating. 2. Safety training o? operators to do their new i<-.b. 5 Strict adherence to known -aien practices. 4 Close coordination with the safety and medical Mari to eliminate hazards. 5.Close coordination with other manu facturers operating in this field and the quick application of additional research and dev-ek c when needed. For items > and 5 such organizations as yours and meetings of this type are beneictal to us in the manufacturing industry'. I am proud to represent the Greembor-* Shops of the Western Electric Company. Our shop now holds the world's *tety record for the electrical equipment industry We have recently passed twentv-seven mil lion man-hours without a disabling injury. That is quite a record, and l ted that, to a great degree; our success is attributable to the fine and useful information that has been disseminated by your group. 70*/ Katiomoi safely Congress SAFETY IN THE USE AND MAINTENANCE OF ELECTRICAL STORAGE BATTERIES Br ROBERT W. HOPEWELL Mgr,, Field Engineers, Gould-National Batteries, St. Paul, Minn. To start with, I would tike to show some slides oi typical battery applications about which my discussion will be concerned. These batteries are all industrial types varying from groups oi cells assembled into steel trays to individual cells in their own p!\ir containers. i. /Com Truck--Steel Mill This piece oi equipment handles steel rolls weighing many thousands oi pounds and propulsion is pro vided by electric motors driven by the bat teries mounted on the rear of the truck. 2 Hand Truck A smaller version oi an electric materials handling truck is hand operated. The battery is composed of six veils assembled in a steel tray. ,V Telephone Battery A different type of application is a telephone central office battery. It's prime purpose is that of a standby power source, in the event the com mercial power source fails. Similar cells arc also used in power generating stations and sub-stations to op erate valves, switchgear, and to supply power for emergency lighting equipment. There are many other applications tor in dustrial type batteries, such as starting bat teries for railroad diesel engines, as well as batteries for air conditioning and lighting ei railroad cars. These include baggage, coaches, diners and sleeping cars. 1 am primarily going to concentrate on t'*e industrial truck type batteries, as these are usually subject to more handling in their everyday usage. There are three types of hazards involved in the handling of the industrial truck battery. 1, There would be the mechanical hazard involved in the changing and lifting of bat teries when it is necessary to supply fresh power to a truck used on a muitishift op eration. 2, There is the electrical hazard due to possible shorting of the battery terminal when changing batteries, or carelessness when changing or repairing batteries. J. The lait and not the !eat important is the chemical hazard of personnel injury from splashed electrolyte when watering or repairing batteries. Hydrogen gas is a by-product of charging and is explosive, therefore, caution should be exercised in handling batteries. This holds true for any battery which contains electrolyte, and to which a charging current is applied. 4. Overhead Hoist. .As I stated before, whenever a materials-handling truck works more than one shift, it it usually necessary to install a fully charged battery for each `hift. This requires the use of an overhead hoist and what is called a Spreader bar. The spreader bar and hoist must be strong enough lo handle the largest batteries used. As an example, some of the larger battene* weigh over 5,000 pounds. 5. Spreader Bar--Gould Design. Here i* a spreader bar, designed by Gould, whic.. provides an insulating hard wood body. Th: prevents shorting of the battery terminals in the event the hooks come into contact with the intercell connectors. Tn some instances where a diain or wire rope sling was uted. severe shorting and explosion or the battery cells resulted due to ignition of the hydrogen gases. 6. Spreader Bar-Four Position Lift. Here is another type of lifting device designed tor one particular size of batters*, which uses four lifting hooks. Each hook is indi vidually insulated from the spreader itself Here an additional precaution is takas through the use of a rubber mat to cover the top of the battery. This prevents die chains from the hoist shorting aen>*s the intercell connectors. 7. Protective Clothing. This point* out that personnel handling batteries in the charging room, should wear protective aprons, gloves, boots and goggles whenever filling, charging or repairing batteries. 10 Electrical Equipment Section 3- Cheeking Cells for 1Voter. Whenever personnel checks individual cells for solution level, only flashlights or adequate perma nent lighting should be used. Never use matches or cigarette lighters. 9. Authorised Personnel Only, Always restrict the battery room to qualified per sonnel only. This will insure protection of the untrained worker and the equipment irom each other. A most important item is that immediate treatment be given personnel accidentally splashed with electrolyte. The area of the body affected should be fluhed with gen erous amounts of plain water. This includes electrolyte splashed into the eyes. Following the water bath, the injury should receive suppletmniary treatment at the plant dispensary \nv electrolyte accidental!) `pilled on the floor should be neutralurd with washing mla and the floor cleaned. 10. Battery Repair. Seme ot the larger users of batteries have their own. repair facilities for the replacement of broken jars and Internal cell repairs. Here we show the proper way to remove a cell from the battery using a hoist to gether with the proper lifting device. Notice the rope slutg. This affords protection to the cell and the worker as the stresses are grad ually applied. Pulling of cells by the worker himself is Hard work and could result in serious back strain. Therefore, the method shown here should alwavs be used. 11. Fescalin?--Repaired Batteries. This shows the battery' after repairs have been made and the cel) reinstalled Here the battoy is being rescaled with hot battery com pound. Care should be exercised in the heating process, the unheated compound at the top of the pan, should never be punc tured with a slurp tool, a* hot compound will shoot out causing a severe bum to the worker. 12. Febuming Ceil Connectors After cell repairs and resealing have been completed the final operation is to return the intercell connectors to the cdl posts. This is usually done with an oxygen-acetylene burning out fit using a small burning tip. If this is not available^ a carbon burning outfit is used. This empluvs power from the cell* them.elves to heat the carbon up. Before pro ceeding all vent caps should be removed and all hydrogen gas purged from the cells by use of a very tow pressure air ho*e Following this, damp cloths should be place ! over the vent openings to prevent ignition of remaining gas. Welding goggles should be worn to pre vent damage to the eyes from the light of the carbon tip which is very intense. Only personnel trained m lead burning should be permitted to make such repairs to storage batteries. Id. Telephone Batteries Let's refer back to the telephone installation. In this i* Mallation. vve use what is called an anti* explosion vent. (White dome shaped item on top of cell.) This vent is designed to vent the gases produced on charge and in the event of an external explosion it pre vents flashback and ignition of the c.w* inside the celt- It will not prevent an ex ternal explosion, but it will minimize (he effects. A similar design has been tried on in dustrial truck batteries, but because of the frequency of charging and truck motion, operating problems were encountered which did not make its adaptation successful, This picture illustrates two things that battery personnel should not do. 1. This man tv checking the electrolyte levels without wearing protective goggles. 2. He has one hand resting on top of the cell and apparently touching the cel! pot*. His other hand Is resting on the rack, whteh in most ca*es it grounded. This not too serious on a 4 volt system, but on a 120 or 240 volt hattrry a good shock would result. Such installations as this should have sufficient ventilation to provide circulation of air so that the hydrogen concentration approaches no more than three per cent. The amount of circulation or change oi air will depend on room volume--number of celts in the battery and also at what charging rate the cells arc maintained. This precaution is only a problem when the battery room is dosed off and small. This is very rarely a problem in industrial truck charging rooms, as they are u*uatly open and have adequate air change. 11 iw,f Xuiumtti Softly Cottgreu THE PROPER METHOD OF SELECTION AND USE OF HAND TOOLS By EUGENE WOLOSHYN Specification and Steel Application Metallurgist, Youngstown District Works U. S, Steel Corp., Youngstown, Ohio Hand used throu^h^ut the Corpora tion number m the thousand* and are pro vided to the employee* to enable them to So a job *aiety and efficiently. In order to get some basic background in the manufacture and treatment nt hand ?no1 we have taken a twelve pound carbon double.faced sledge hammer a*- an example. (n ceneral. this tool starts out as a two nil one-half-inch round cornered square and can either be a carbon or alloy grade i teel. To become a finished product the tool must go through the following phases: Shearing: The bar is *heared into seveninch multiples. Forging; The multiple i heated to the forging temperature and forged on the press to the shape of the sledge. Machining: The rough forging is placed into the lathe and both striking surfaces are machined to the desired contour. Heat Treatment: The machined sledge is elective!)* heat treated; by that we mean the two striking faces are heated above the austenitfring temperature for the speci fied time needed for transformation of the micro-structure. After being held at ihU temperature both faces are quenched in a suitable medium--usually water or oil is u`ed depending on the grade. The as-quenched structure is martensite, a hard brittle structure. In order to toughen this structure and lower the hardness to the desired range, the sledge is again heated, but at a much lower temperature, to pro duce tempered martensite. This is known a* the draw or temper. Inspection; After heat treatment, all alloy sledges are taken to the magnaglo tester and spot checks are taken on carbon sledges. This is a process using magnetic powder to detect fine surface cracks. These mag netic particles are coated with fluorescent material which glows under infrared light. If cracks are present in the sledge, the leakage flux causes a local concentration .f imipnelu: particle# in the vicinity r.f the discontinuity. Some of the defects noted by this type of inspection are cracks, seams, forging laps. etc., which if present are usually reason for rejection and possible salvage. Grinding; The last ftep in the processing is a light grinding of the striking surface* on a fine abrasive belt to dress up the final product. Published data and conversation with tod suppliers stress the fact that a good quality hammer can be struck thousands of blows against surfaces without spalling, pro viding the sinking surface of the hammer meets the surface being struck squarely or at a low angle under 20 degree* If struck against a sufficiently resistant surface with a blow <loe to the periphery of the ham mer's striking surface, the highest quality hammers can be made to spall. Most of our accidents involving hand tools are caused by spalls firing off the striking surface or surface being struck dur ing usage. Spalling can be defined as a formation of a fragment by chipping. Many times the employee is unaware at the time of the accident that the spall has entered his body due to its speed and sue. Data by one of our leading research laboratories report that a spall was propelled from a hammer during tests at approximately 300 feet per second. This was determined by the use of high speed films. X-ray films taken out of the Youngs town District's medical files indicate the penetrating power of a spall. A spall remaining in a rigger's body today resulted from a track maul being misused as a back-out hammer. The rigger was approximately four feet away from the struck blow when the spall penetrated his chest and collapsed his lung. A spall lodged in a roll turner's tower abdomen resulted from using a blacksmith hammer to cold stamp a three-quarter-inch 12 Electrical Equipment Section tamp into h roll. Test results showed the hammer was much too hard. A spall being carried around in a ma chinist's left hand flew off ><f a 1*11 peen hammer when he struck a hand cold chisel trying to shear off a boh bead. The penetration of a spall into the left arm. near the elbow, of a track laborer rculted from his uing a track hammer to strike a spike claw bar. Spalls penetrating a worker'* bo<ly are generally not disturbed unless Complica tions are encountered. Damage by surgery probing for the spall could jmsibly cause more harm than the actual wound. It is not difficult to visualize what could happen if a spall penetrated one of the vital organs such as the heart There are many reason* tor spalling of hand tools, and the next part of this presen tation will show actual laboratory investiga tions on spalled hand tools taken out of the maintenance metallurgist's files on hand tools. The first group of the'* investigation- will deal primarily with hand tools as received from the suppliers. The second group will reveal how tools become safety hazards after employees inadvertently abused the tools. The first example is a back-out hammer which spalled after one day's service at our primary mills. This tool was given a thorough labora tory examination, which included cutting a sample adjacent to the spelled area for microscopic examination. After mounting, polishing and etching the san pit we found the micro-structure was not the desired tempered martensite. but bands of hard martensite, ferrite. Bainite. carbides and tempered martensite. This indicates the striking surface of the BIO was ineffec tively heat-treated by the supplier. Our open hearth maintenance group en countered excessive spalling on two hand cold chisels during service. The striking and cutting ends of the two chisels were spalled. Hardness values recorded on the one chisel showed that the striking surface had Rock well "C" values of 26-28 and the cutting -urfxce 45-49 "C*. The other chisel had 33-37 and 41-16 `*C" hardnesses in the same locations. The hardness specifications for hand cold chisels in the proposed "Forged Hand Tool Specifications" are 45-49 "C1 for sinking urface and 56-40 "C** for the cutting surface. It was our opinion that the failure of the two hand cold chisels cm be attributed to the low hardness values obtained by the supplier during hear treatment Excessive `palling on the striking surface oi a 24 z. ball peen hammer wn en countered by a pipe hop employee. The hammer wa new and being used for the first time. Rockwell **C" hardne** results recorded r n the striking surface showed 56-61; the range specified in the proposed "Forged Hand Tool Specification" is 50-54 Rockwell "C". Micro examination indicated the tool was effectively heat treated but to higher hard ness values, which in all probabilitv resulted in the spalling of the hammer in sueh a sliort period of service time. During a routine tool inspection .i tfireecighth-inch taper setting punch with a truck nay picked up and submitted to the mainte nance metallurgist This punch is used to drive lead screw anchors into concrete. The striking surface of the punch wa* n tliree-quarter-mch hexagon and had a cracw extending the length of the punch. Micro examination showed a seam ,645inch deep extending into a crack ,312-inch deep. This surface defect opened up into :i crack when struck during the actual vetting operation- Cheek analysis of the punch revealed the steel used was an open hearth resulphunzed and rephosphonzed grade, which i* not recommended in an ap plication where tfce tool is being struck during service. A machine shop apprentice using a sledge hammer on a hack-out hammer to drive out body bound bolts was struck in the cheek by a spall from the driving end of the tool. The driving end of a B & O and a sur face decarburization on the spalled end measuring .036-inch deep leaves this area softer and susceptible to spalling. A cool not properly dressed and used in correctly wa# the cause of a spall altering an tmplovce'y body at the McDonald Roll Shop. The roll shop hammer had insufficient chamfer and was used to drive a targe identi- 1961 Motional Safety Congress ticauon stamp into a roll. This hammer was too -.mall for this job and, since it was not properly dressed, the shock in striking the stamp caused the spalling action. \ double end box wrench made of alloy steel, which had been flame cut in two to make it usable in an inaccessible position, wa* involved in an accident. When the burned end ot the handle wa< hammered a spall flew off and entered the worker's body. *. longitudinal cross-section ot the burned wrench handle was ground and etched. It revealed die flame cutting had resulted in a heat affected zone ot mantensitr. At Youngstown the mason department sup plies the apprentice bricklayers their initial hammers, with subsequent hammers pro vided by the employees. These hammers v ere being reconditioned by the Blacksmith ?hap. Complaints ot getting cracked hammers alter reconditioning initiated the investiga tion of such a hammer. Micro examination of a sample through the cracked surface revealed decarbunzation present at the cracks, which indicated the iiammer was cracked prior to reconditioning at the Blacksmith Shop. The original crack apparently progressed during heating and quenching until the entire striking surface was eradted. Msual examination of a hammer will not always detect cracks, but the use of magretflux, magnagto or dye-check will "high light'* these cracks and the tool can be im mediately scrapped. Many times we Have found that dam aged tools were the direct result of em ployee abuse. Two hammers were in use ceiiy one day, fenced and spalled striking surfaces re sulting to both. Micro examination and hardness results indicated the tools were effectively beat treated to hardness values specified in the "Hand Toot Specification.'1 It was de termined later that the hammers were used in strike materials harder than the ball I<en hammers. During the microscopic examination of a longitudinal section through the spalled area of the striking surface of a back-out ham mer. we observed the presence of a "white layer" which originated in the `palled area and extended to the surface. We submitted this sample to the FunAt mental Research Laboratory' at Monroeville, where micro-examination and micro hard ness determinations indicated the "white layer" was untempered martensite. An article, "Spalling of Hand Ham mers," published by Battclle Memorial In stitute, reported the presence ot the "white layer" on spalled areas of hammers investi gated by the Laboratory. The authors identtned the "layer' as untempered martensite formed at Cite time the damaging blow was struck. The fresh martensite result* from localization of the shear energy along a plane and generates sufficient high temperature form austenite. On cooling, the austenite transforms to martensite. \ hazardous condition existing at our man ganese crusher at the open hearth stockhouse brought about a specific case of de velopment by the safety director, mamter.:.n:e metallurgist and tool manufacturer. At the manganese crusher, open hearth labor used a ten pound sledge hammer to break large pieces of manganese so that they could be placed in the crusher. Ham mer* in use at that time spalled so badly ta an eight-hour turn that the* had be scrapped. Our first *tep was to get two alloy and two carbon *ledges to evaluate material speci fications, One of the alloy sledges was giver, a radius contour instead of the norma." chamfer to determine the effect contour may have on this application. We placed these four sledges into serrir*. and records on their u*e were maintained b" the open hearth labor foreman. The spalled condition was noted on the striking surfaces of all four sledge*. The alloy sledge with the radius contour gave 57b hour* of service as compared to 48, 72 aad 168 hours experienced by the others. We eventually had this sledge reconditioned twice by the manufacturer, and the service ability of the radius-alloy sledge in service hourwas in excess of a 20 to I ratio over the original carbon sledges used. After this favorable experience with a radius contour, we searched for technics' or theoretical data to explain or substantiate our change from the normal chamfer contour used on most tools. We found this most difficult, even though some of the tool manu facturers such as Warren, Tampco. Bedcoe 14 Electrical Equipment Section and Cunningham were actually selling toots of this desga. Questioning representatives of these firms revealed that this contour change had oc curred through the years, with no definite reasoning behind it other than it resulted in better tools. The Corporation's maintenance metallur gists' committee ha a subcommittee on rorged hand tools. This subcommittee is now preparing a hand tool specification, which should help materially in contrelling he quality of hand tools being purchased by the Corporation. This subcommittee has also pre*ented a proposed research project on hand tools. This program would evaluate the effect contours may have on `palling and the amount of radius that would be optimum in this respect Other phases to he investi gated would be photo-stress examination of striking surfaces during actual service for stress concentration patterns and evaluation of various shapes such as round, hexagon, -quare and octagon. Accidents attributed to the use of de fective hand tools and the excessive number of defective tools picked up during the safety inspections conducted by operating and safety personnel pointed out the need for a better method of reconditioning our hand --vis. The following procedure was recommended *>-. be followed in the redressing of machin- ball pcen hammers, double faced sledges a.-d hand chisels; fiufreturn: Thoroughly inspect using mag netic particle and/or dye penetrant method prior to any major redressing. Toots having any deep-seated defects that cannot be re moved kv normal amount of grinding should Nr scrapped. Any* questionable tools should be tested fer hardness by the maintenance metallurgist for agreement with specified hardness levels. Thi* would also determine if the tool is -til! within the allowable limits of estabIt-hcd wear tolerances. Redressing: These tools should be re dressed by grinding to established radii. A template which has been distributed to per sonnel doing redressing helps them achieve the desired contour. It is very important that the actual grind ing be done in *uch a manner that the surface does not become overheated. Color changes to deep brown or bluish-purple in dicate over-heating has occurred and must be removed prior to being placed back into service. Rfinsfeetion; All redressed tools should again be inpecte<i by the magnetic panicle and/or dye penetrant methods prior to their release into service. At this po>nt we should like to stress the importance of training the employees to sub mit their defective hand tools soon enough so that reconditioning does not become a major job. Submitting stalled tools in par ticular is most important considering the pos sible presence of the "white layer" discussed earlier in this presentation. It is al*o important that the redres-ins responsibilitv l-e given to one individual in each unit. Experience gained by this man will enable him to provide a consistent and uniform redressing without the inherent danger of overheating. Responsible personnel should always be on the lookout for newiv designed or treated tools that are being placed on mda>`* mar ket These tools should be thoroughl* in vestigated before approval is given for their purchase and use by our employees. As an example, our storeroom recetved a shipment of seven-eighth-inch hexagon cold hand chisels with a newly designed striking surface. Our secondary mill maintenance group questioned the use of this tool nod submitted one to the safety director, who in turn brought it to the laboratory for a chtrs.- The striking face of this chisel had a flared contour. We cut the striking surface of the chisel longitudinally, ground and etched it to show the contour. It showed that the striking surface would be more conducive to mushrooming and spalling due to the abrupt change of section and the inherent weak ness of the upset forging flow tines. Some time ago a pamphlet was published In which a safe-ending procedure was de scribed It consisted of preparing the end of tite tool, depositing a collar of bronzewelding rod and grinding It to the finished shape. They also advocated preparing used tools for safe-ending by cutting the dam aged ends by using a cutting torch. If the length of the chisel was too short it was to 15 /96/ Satiarsti Safely Congress be built up by using a steel welding rod. The actual bronze-welding technique re quired the base-metai temperature to be from 1600-1700 degrees Fahrenheit The paper concluded that there should be neither a narked increase or decrease in the hard ness of the struck end of tools safe-ended. It was the consensus that this procedure using such high temperamres would create .tod not prevent safety hazards. Quality tools require a specific heat treatment which Is governed by the grade of sted used and must be given under controlled conditions to be effective. In an effort to publicize the mistreatment .ind incorrect use of tool* causing accidents m the Youngstown District, a pamphlet was printed listing case histories with appropriate photographs. We gave it the title "Weapon or Tool" and it was distributed to each supervisor in the district. It U my sincere hope that this presenta tion has given you a new1 viewpoint on the common hand took Properly specified, used correctly and reconditioned to recommended procedures, it enables our employees to do a job quickly, safely and efficiently. On the other hand, the common hand tool can be come a dangerous weapon causing serious accidents if the tools are of poor quality, mistreated, ued incorrectly or not properly reconditioned. SAFE PRACTICES IN MANUFACTURING PROCESSES IN THE SEMICONDUCTOR INDUSTRY By R. E. BURTON. JR.. Supt. of Industrial Relations Western Electric Co.. Allentown, Pa. I am pleased to say that the manufac ture of semiconductors at Western Electric's Allentown Works is not a hazardous occupa tion. I will add, however, that it could be quite hazardous were it not for the emphasis in satety given by our engineers in designing >nd specifying the facilities to be used, un ceasing training in safe habits carried on by our supervisors, and constant practice of common sense safety habits by all em ployees involved. This material will cover some of the gen eral elements of semiconductor manufacture as well as some specific operations, will point out the potential hazards involved, and *how the steps taken to remove or minimise the hazard. First, semiconductor manufacture requires the use of a considerable amount of hydro gen, primarily as an atmosphere in furnaces. As most of you are aware I'm sure, the hydrogen flowing out of these furnaces is harmlessly burned to prevent concentrations of an explosive nature from accumulating. To maintain these fires, a gas pilot flame u <i-e-| In our plant piping system the "pilot' gas ply is a separate loop com pletely indepo- lent of the main supply sys tem so it will not be disrupted should it become necessary to shut off the main sup ply because of emergency. Supervisors, machine setters and other key personnel involved in operations using hy drogen are required to take a special train ing course in "Handling Gases Under Presure" This course is designed to teach proper sequence ot operations in starting up and shutting down gas operations with particular emphasis on theoretical emergency situations. In the hydrogen supply piping system (which by the way is color coded a bright red to prevent mistakes that might other wise be made by pipefitters working on adjacent pipes) all connections are brazed to prevent leaks, Just in case there U a teak, however, hydrogen * alarms located throughout th* plant continuously monitor the air and are actuated by ' 'aces of hy drogen welt below the danger point. 16 Electrical Equipment Section In ad>htion to signalling, the alarms autor:-.itically turn on "purge" fans to quickly exhaust the contaminated atmosphere and bring in fresh air. Routine tests using small ,,,* cylinders having a known percentage *t hydrogen are used to insure proper oprr.itt'>n ot the alarm system. \cids, caustic chemicals and many flamrr_tb!e -olvents are also used throughout the pUnt, Special color coded containers and M /rage cabinets are provided w maintain .in opiumm degree of safety in the storage <, r chemicals. Maximum quantities of each chemical that may be stored by the using section in the operating area are established bv the responsible engineer and audited by the plant protection organization. Antidote cabinets are located in strategic areas and plainly marked as are showers. These will tv.; prevent accidents but they may well spell the difference between a minor and a major one. To the best of my knowledge not one of these showers lias been required tn all the years we have been in operation, lut it is still comforting tn know they are there. Where handling of acid is required, nor mal protective clothing is used. We have adopted special clothing for our plating room personnel which for us is a significant innovation. The clothes are cuff-less and are designed to prevent operators from un knowingly carrying harmful chemicals, such a cyanide normally used in gold plating operations, out of the plating room. Proper and safe disposal of chemical wastes is another item for consideration. Adds arc no particular problem as we have a plant-wide acid drain system ot PVC pipe which feeds into a neutralizing basin and thence into the sewer. Waste solvents are something else, because of the potential fire hazard they can create. Waste is collected in containers ranging from 5 gallon cans 'o 55 gallon drums located in the using areas. These are in turn dumped into an underground storage tank which is pumped mt as required by a commercial scavenger. In rv* case ts a container of waste solvent permitted to stand overnight. At the end of the shift all must be dumped into the storage tank. So much for some of die general fea tures. Let's take a germanium transistor through its significant chronological stages and see some ti the wfety problems en countered. Germanium dioxide is reduced to metallic germanium in a hydrogen furnace. Heavy asbestos gloves provide protection for the furnace tender. The germanium is purified by a process known as "zone leveling" and grown into a rod of single crystal structure having the desired impurities to give it a specific semiconductor characteristic. Orien tation of the crystal structure t* checked by means of x-ray diffraction. Exposure of the operator of this equipment is moni tored by means ot a dosimeter with a maxi mum allowable level of 100 milli-roentgens per week. The operating area for this equip ment is enclosed bv lead-lined walls to shield against possible stray radiation. Xcxt, the germanium rod is cut into slice* and the slices in turn cut into wafers. Although the material is unique, cutting machines are similar to those used tn many machine shop: and normal safety measures prevail. Wafers then go to the assembly area where one of the touchiest operations from a safety standpoint, is that of etching. The etchant is generally a solution of hydro fluoric and nitric acid. An uncluttered work area, safety glasses, aprons and rubber gloves, plus proper safety indoctrination of the operator, minimize the hazards. Minor acid burns ot the hands, which were at one time a problem, have been virtually eliminated through adoption of a glove test ing procedure much like that used by serv ice stations for locating leaks in inner tubes. With all the safety engineered into fa cilities, the human clement is still present. Safe working habits must be constantlystressed among nil personnel. As a degree of insurance to sec that this is done, part of the job responsibility of each first line supervisor is the requirement that he hold a safety meeting with his employees each month. There is a saying in the semiconductor shop that devices are never clean enough or dry enough. We adopt a similar philoso phy that operations are never safe enough. It, in effect, challenges all of us to be con tinually alert in seeking methods to make a safe job even safer. 17 OFF/CERS OF THE ELECTRICAL EQUIPMENT SECTION NATIONAL SAFETY COUNCIL 1961-62 General Chairman--G M \c DoVMti. Vice Pres, and Gen. Mgr- Self Insurers Service Inc- Chicago. 111. Vice Chairman--G. R. Smith. Safety Dir., Champion Lamp Works. Lynn. Mas*. Secretory--S. J. Cutns. Supv. of Safety and Security. Burroughs Corp., Detroit Mich. Staff Representative--H. C. Iohvsjdv. Industrial Dept.. National Safetv Council. Chicago, HI. Membership Committee-- R. E. WiilTtstDE fiTAoiriiHinl, P.nnch Accident Prevention MgrEmployers Mutuals of Wausau. River Forest. IH,; I W. Ijdopo (Vice Chairman). Safety Dir.. The National Cash Register Co.. Dayton. Ohio; F. G. Comer, Safety DirT T. E. Circuit Breaker Co., Philadelphia, Pa.: H. H. Brocxrac*x. Supv. of Safety h Security, A. C. F. Electronics Div., Paramuj, N, 1.: W. F. Me Chesxiy, Counselor. Safety Engineer. International Business Machines Corp.. Oswego. N, Y. Program Committee--M. }. Qvtxcaxxox (Chairman). Supr. of Safety. Westers Elec* trie Co- Inc, Winston-Salem. N. C.; M. I. Gjraoi: (Vice Chairman), Senior Safety Enrr.. American Mutual Liability Insurance Co, H*cken<*ek. N. J,: W. A. Coumax. Chief of Safety ami Medical Records Section. Western Electric Co- Allentown. Pa.: .1. A, Walotoh. Safety* Supv.. Packard Electric Div. General Motors Corp.. Warren. Ohio; ,1, M. Transit*. Counselor, Security Dir.. Philco Corp.. Philadelphia. Pa. Xexvsletter Camm'ttec--F. C. pEMrov (Chairman). Supv. of Safety, Air-Arm Div- Wctinghouse Electric Corp.. Friendship International Airport. Baltimore, Md.; B. B. Tlusty (Vtee Chairman), Safety Dir., Transistor Products Div., Texas Instnsnents Inc.. Dallas. Tex.: LtO A. Mn.Lt*. Safety Mgr., General Dynamics/Electronic* Div. of General Dynamics Rochester. N. Y.; Fuahic Slojtsa. Asst Dir- Employee and Labor Relations. Gould National Batteries, Inc- St Paul, Minn.; G. W, Koch, Countelor, Supv. of Safety, Western Electric Co., Kearny Works, Keamy, N. J. Research and Engineering Committee--7. A. P*kjx (Chairman), Electrical Safety EngrRaytheon Co- Brighton, Mass.: W. J, Lcxmbuts (Vice Chairman), Safety Engr- Dis tribution Transformer Dept. General Electric Co- Pittsfield. Mass,; W. G. MooafrtAB, Administrator. Safety* *od Health Dept, AMP, Inc, Harrisburg. Pa.; C. A, Buchanan*. !*.. Mzr. of Safety Programs, International Business Machines Corp., Oswego. N Y.; E, K. Taylor, Counselor, Safety Dir- Zenith Radio Corp- Chicago. 111. Training and Publications Committee--C. A, Slaughto (Chairman), Supv., Plant Pro tection and Personnel Safety. .Tack & Heintx Div- The Siegler Corp- Cleveland. Ohio; C T. Lanc (Vice Chairman), Supv. of Safety. Meter Div- Westinghousc Electric Corp- Newark, N. J.; H. A. Pnxuts, Chief of Health and Safety Section, Western Electric Co- Inc, Baltimore, Md.; H. Ross Sinclai*, Supv. of Safety and Security, Burroughs Corp- Plymouth. Mich,; H. E. Young, Safety Dir- Rome Cable Div. of Alcoa, Rome, N. Y,: J. J. Lawixa. Counselor. Div. Safety Engineer, Syivania Electric Products. Inc- Radio Tube Div., Emporium, Pa. Off-thc-Job Safety Committee--R. B. Maishau. (Chairman), Safety Dir- Tndmobile. Inc. Cincinnati, Ohio; E. J. Dymux. Fire Protection & Safety Fig. Automatic Elec tric Co- Northlakc, III.; D. Purxsr, Safety Adm., International Bueinrtt Machines 18 Corp- Kiofstoo, N. Y.; E. E. Gcskamt, Counselor, Supv. of Safety. Frigidnire Div., GoieraJ Motors Corp., Dayton, Ohio Cong Range Planning Committee--M, L. MiUJJt (Chairman), Supvg. Safety fcjigr., West* inghouse Electric Corp., East Pittsburgh, Pa.; J. A. Edmonds, Counselor. Vice PresDaiuel Woodhead Co- Chicago, III ; C F. Scmluet**, Counselor, Accident Preven tion Mgr., Employers Mutuals of Wausau, Wausau, Wis.; C. N, Focc, Counselor, Safety Dir- Simplex Wire & Cable Co- Cambridge, Mass. Xominating Committee--E. J. Terror (Chairman), Safety Supv., We&iitigliuuse Electric Corp- Buffalo, N. Y. Past General Chairmen--1947-49--E. K. Taylor; *1049-50--H. B. Duffu; 1950-51-- M. F. BtANCAUDi; 1951-52--C N. Focc; 1952*53--.1. M. Tkansux; 1953-54--M. L. Mnitt; 1954*55--J, A. Edmonds; 1955-55--J. ). Latvia*; 1956-57--C F- ScHiumx; 1957-58--E. . GdUAitt; 1958-59--G. W. Koch; 1959-60-W. F. McChunsv; 1960-61 --E. J. Tuition "Deceased 19 CONTENTS FOOD & BEVERAGE SESSIONS A New Concept in Rehabilitation. ........................... ..................... Robtri W. Will 3 A Group Dynamics Approach to Safety Problems............................. A. F. Romig S MEAT PACKING, TANNING LEATHER INDUSTRIES Get All of the Facts ................. .......Norman J. Kirk 7 SMALL 8USINESS AND ASSOCIATIONS The How and Why m Initiating and Developing an Association Accident Prevention Program............................ /roe F. LcGore 10 TRADES AND SERVICES Public Liability from Incident to Final Disposition ................................ .. 17 Officers of the Food and Beverage Section 1961-42 . .................. .. 18 Officers of the Meat Packing, Tanning and Leather Products Section 1941*42. . 20 Officers of the Small Business and Associations Committee 1941*42......... 21 Officers of the Trades and Services Section 1941*42................................................. .. 22 Other Volumes in 1961 National Safety Congress Transactions................. Back Cover j * i j { FOOD & BEVERAGE INDUSTRIES A NEW CONCEPT IN REHABILITATION By ROBERT W. WILL Dir., Minneapolis Rehabilitation Center, Minneapolis, Minn. The Minneapolis Rehabilitation Center be* gan work with tts first client m September, I960. It is the only institution of its kind in the upper Midwest, geared to serve the needs of persons in the Twin Cities, the State of Minnesota and surrounding areas, on a non-profit basis. Sole purpose of the Center is to rehabili tate persons who are incapacitated because of combined problems of medical, vocational, social and emotional nature. Its function is to apply coordinated skills of physical* psycho-social therapy to regenerate the self* sufficiency" and productivity of stricken clients. The Center was designed to support and extend the work of other agencies in cases which require concurrent treatment of a com bination ot physical, emotional and social problems. The Center is equipped, for ex ample. to deal with the a!l-too-famifiar post* accident <s*e where satisfactory return to productive living is prevented by lack of emotional adjustment. If a case does not involve two or more of these problems it is better served by other, single* purpose or ganizations. such as family service agencies, mental health clinics or vocational rehabili tation services. Referral of clients to the Minneapolis Re habilitation Center, therefore, is exclusively from other agencies and services. Moreover, while the Center undertakes immediate man agement of cases referred to it, general con trol of the case is retained by the referring agency. Upon discharge of a Center client, case management returns to the referring agency*, but the Center maintains a sup portive role if necessary; for example, by providing services needed to help the client master new vocational and social situations he faces. Land for construction of the Center was provided equally by the Center's two con tinuing sponsors, The Min. esota Society for Crippled Children and Ad: ts and the Sister Elizabeth Kenny Foundation, at a total cost f $141,000. Con-truction costs were cov ered by grants of $723,000 from the United Hospital Fund and S3.J9.000 from the federal Hill-Burton fund. Upon completion of building, support from the federal fund and from UHF ceased The two sponsors, howeicr, have agreed to pro vide $35,000 each la cover annual deficits from operation. Deficits occur because fees charged to re ferring agencies for the Center's services are based only on the actual cost of operation. Individuals requiring service but lacking a sponsor will be charged for services accord ing to ability to pay. Primarily, the Center's largest initial ``cus tomer1' for services is the Minnesota Divi sion of Rehabilitation. Additionally, other institutions including insurance companies and workman's compensation groups are ex pected to employ the Center's services. It is difficult to state precisely an optimum number of clients to be handled by the Cen ter. It depends entirely on the degree of complexity of each case. It should be fairly accurate to say that the full staff can handle from 100 to 130 clients per day. The aver age stay of a client is approximately six weeks. None are "in-patients." but arrive at the Center and depart daily according to a schedule arranged by the staff. Full staff of the Center will average about 60 persons, including' part-time serv ices of a Medical Director and a Psychia trist. Staff members include directors of vo cational, social and psychological services, vocational counselors, w*ork evaluation su pervisors, placement consultants, ease work ers, group workers and office personnel. Operation of the Center, under its Board of Directors, is headed by the Executive Director, assisted by the Rehabilitation Co ordinator. The Minneapolis Rehabilitation Center is an independent, non-profit corporation. 3 196! Salima! Safety Congress P-asicaltv. nwti for the Center stems from . the fact that individual existing agencies.-- large or small, metropolitan or rural--while providing intensive medical treatment, ordi narily do not have a volume of vocational and psycho-social case requirements suffi cient to justify extensive Maffing in those areas. The Center provides comprehensive services tu enlarge the Abilities of ail those agencies. The Center's initial contact with a client is through the referring agency and the Cen ter's rehabilitation coordinator. The latter obtains complete case history data, duplicates it, and circulates it to an intake committee consisting of the coordinator as chairman, director of vocational services, director of social services, director of psychological services and medical director. A client is usually interviewed by the directors of vo cational and social services, and by other specialists if the case warrants it. Upon study, if the intake committee ob serves that the case requires extensive serv ices of a particular nature before the client can fully take advantage of the Center's com bined services, it will be recommended back to the referring agency for specific treat ment. If it appears that the client can begin treatment immediately, his case is accepted for one week of intensive evaluation de signed by the fntake Committee to determine the full scope of the problems involved. This evaluation includes psychological testing; plus social and vocational study, resulting in a definitive outline for a corrective program. Upon acceptance, a case worker and a vo cational counselor arc assigned to work per manently with the client, constituting his ease management committee. After the week's evaluation, a staff review committee, made up of the intake oanmittec, case management committee and referring agency representative, thoroughly evaluates all data gathered. Upon the committee's de cision that the Center can contribute sub stantially to the client, a corrective program in the pycho-social and vocational areas is structured in detail. If concurrent medical service is required, it will be arranged through the Kenny Insti tute, the Curative Workshop or other ap propriate resources, If a major social or emotional problem will prevent the client from taking immediate advantage of the Center's program, a social service or mental health agency will first l>e recommended to the client and the referring agency. When accepted by the Center, a client begins a corrective program developed to help him achieve a realistic vocational objective within a period of time consistent with the client's potential. It is not the Center's purpose to remove serious emotional or social probtems, but to modify them so they will not seri ously handicap the client's vocational op portunities. The corrective program, devised by the staff review committee, is implemented by the case management group under the di rection of the rehabilitation coordinator and with continuous consultation of the medi cal, vocational and social services, psychia trist and psychologist. The case management committee meets once daily to coordinate knowledge of the case, to suggest minor pro gram modifications and to reinforce treat ment through close coordination ot various staff members' efforts. During his last week at the Center, a clients' case management committee presents to the staff review committee a progress re port and recommendations for the client's future activities. The senior committee de velops this material so that when the referral agency reassumes case management it will understand fully the problems involved and what U required for proper follow-up. The Center may assist the referral agency to find a suitable vocational opportunity for the client and stands ready to assist him as tong as is desirable. Food and Beverage A GROUP DYNAMICS APPROACH TO SAFETY PROBLEMS By A. F, ROMIG Manager, Training and Safety, Allegheny Ludlum Steel Corp.. Pittsburgh. Pa. Mr. Uninig explained the group confer1 method or "66" technique dc\ doped bi Hon t'hiltip*. f*reidcm of Hillsdale foltcec. MilUdalc, Michigan. He explained the dH'Mon steps to (he group and stressed the importance of determining action, through -roup dynamic*, on a single question at a time. Sample questions which illustrate tins t--mt arc offered. Mr, Rnmig then conducted X group con ference along the Phillip* "66'' technique. The chairman yt (lie tables reported on the '`het answer'* as follows: Question l. What experience at this National Safety Congress will have the ^rcaic-t impact on your safety program next year* Answers: t. The renewal of enthusiasm through the exchange of ideas. 2, The scope and immensity of the Con gress gives a better indication of the importance ot the movement and the many services and help available from --j many sources. J. The Congress suggested a need for more safety training "in depth," 4. The individual context and experience of others was most helpful. Question 2. What experience or idea has dmc the most to alter your personal attitude toward safety? Ansvttni 1. The realisation that different ap proaches are needed to self top mana gers, particularly of smaller firms, and to help professional sa.'eiy men. 2. The importance of doing more about off-thc-job safety. U The need to introduce more creative safety thinking from the company president on down. 4. Recognizing the need to stimulate and promote more interest in safety. ' Recognizing the importance of acci dent pretention to production. 'Mcp* mi "Discussion '66"' after forming y'Mips of six:-- l "Will your committee of six first get ui)uttinted; thru telect (( rhairmnn whose >/ -ttt he to enfuitrge each ijroufi ttinnber t<> tfaHfk; and a secretory.sfokesinan who is to record ami later report the ideas of the committee." 2, "Will the secretary-spokesmen raise their hands? Please keep your hand raised until yon get one of the (five by eight) index cards now being distributed--and on which w* are asking that you keep a record uf the discussion." On the back of this card can be primed "To work as a committee A. You will need 1. To get acquainted -- know the others in your group. 2. A chairman -- who encourages everyone lo speak. 3. A secretary-spokesman--who re cords and reports yuur group's ideas. 13. After the question is stated by the leader, it is advisable 1, To make certain that each mem. ber understands the question. 2. To take a minute of silence for cacfi person Jo screen out his best idea. S. To have r.ieh person state his best idea before there it wty diseussian. 4. Tu make certain tiiat the <j>okc*nun lias recorded each idea. and finally-- - 3. To discuss the ideas as interest dictates." J. N`ow. gitc tiic exact question to be used for discussion. Allow time for it to be written. VMtl SoUanat Safely Congress 4, "This question requires in answer from each of you, individually. Will the secretaryspokesman record each response on the back of their cards. Later we shall want to col lect all of the cards," t, "After each member of your group has responded, the chairman can encourage dis cussion on the b*i< ot these recorded state ment*. This mean*. Mr, Chairman, that each should give hts answer before any discussion takes place. No names are to be recorded." 6. "You wilt have about six minutes m which tn record and di*cu*s your answers." 7, "Mr. Chairman, would you borrow the card from your secretary-spokesman and read the remaining rules of the game to your committee members- Then go ahead!" 8. After four or five minutes, start to determine the approximate length of time needed to finish the assignment. Then, give one minute warning, and ask the chairman to make certain that alt have shared. At the end of that minute stop the discussion. 9, Now, k each committee to take not more than two minutes to screen out its best idea. "Will the secretary-spokesmen piease check the one selected?" IQ. You are ready for reports, according to the plan which best suits your meeting. And finally, at the dose of the discussion, roltect :<11 the spokesmen's cards and tell the use v which they will be put. Sample questions for use in "Discussion 66" J. To get acquainted: A. "What one experience of your life might be most interesting to this group?" 2. To raise questions or ideas before or after a scheduled presentation by speaker rtf panel; A, Before: "Mr. -..... ................. -- is to be our speaker next week. His sub ject will be --_-- ........... Hi* qualifications and experience are ____ ___ ________ To help him pre pare for his presentation, what par ticular phase of this subject would interest you most?'* After: "What one question would you most like to ask in order to round out your information on this (xirticular subject?" "What addi tional suggestion would you offer which might contribute to the group's knowledge of this topic ?" $ To canvass attitudes and to evaluate: A. "In what one way do you feel that this particular policy (program, demonstration, etc.) might be im proved ?" R. "In what one way do you feel that our morale might be improved?** (*, "What in your opinion is the most important goal toward which we should be working?** 4 To build agenda or make a program: A- "What one suggestion do you luvc for inclusion in our next agenda which would insure your attendance and, in vmir opinion, the attendance of others?" B. "Whit one subject if included in future programs would be so mean ingful to you that you would give up almost anything else in order to be present ?" C. "H but one item of business could be handled tonight, what would be yntir first choice?** I>. "What one problsn concerning your work with the organization would you most like to have discussed?" 5 To pet action. A. "In view of the discussion, what specific action should we now lake that would be so meaningful to you that you would be willing to give a part of your time to it?" B. "If our group could sponsor but one activity tor community betterment {or, etc., ete J what would vour suggestion be?" 6. To exchange experiences: A, "What one experience along the line of this topic would you offer which you feel would be most help ful to the group ?*' B, "What additional fact of greatest significance would you add to help us round nut our information about this particular subject?" C "What i the best program idea (ac tivity, idcrtaicing) that you Have Food and Beverage shared m or heard about?" (Which might contribute most to the group?) 7. To nominate officers; A, "What one person m our organuali.m would you be most proud to call `Our President* (Our Secre tary, Treasurer, etc.) ?" S, To nltrr<Ue thinking on (class) presen tation or assignment: A. "SMiat, in your opinion, is die greate<t implication ni today's presenta tion ''ssignmcnt) m terms of your daily me (or, the material thus far covered; etc.,)?" Q. To improve relationships: A, "In your opinion, what should be our first step to make this a better working unit (team} (staff)*" 15, "What is your best suggestion for improving our relationships within our own organisation ?*' C "What is your best suggestion for improving public attitude toward our group ?" 10. To evaluate--and alia canvass attitudet: A. "What, in your opinion, was the outstanding accomplishment of the >r?" B. "What is your best suggestion for making these meetings (another pro gram. ur activity} more purposeful {productive)V i', "In what one way might we best improve our program (meetings) (or, imr approach to problems) ?** D. "In what one way do you believe that the national (or, state) office could serve you better?" MEAT PACKING, TANNING & LEATHER INDUSTRIES GET ALL OF THE FACTS By NORMAN 3. KIRK Welfare Mgr., Canada Packers, Ltd., Toronto, Ont,, Canada This title, "Get All of the Facts," sug gests that an accident occurs, the facts are examined, and corrective measures taken. I would like to project this business of "get all of the facts" ahead to that period of time before the accident occurred to ec How we can prevent the accident from hap pening in the first place. Continuing with this thought, I suggest wc leave out those areas where it is diffi cult to set down exact methods to prevent tccidents. These intangible areas might in clude T --communicating safety to people, --making people aware of accident situa tions, --getting suiierviviun to take the interest that they should in accident prevention, and I am sure you am add many more. There is, however, one specific section of accident prevention where you as a safely man can exercise a great deal of control. 1 am referring to that area of accident prevention where the premise* are examined carefully for haxards and employees' actions are studied for unsafe teork habits. In discussing saiety inspections, 1 do tint wish to conjure up in your mind the vii<.ti of a government inspector making a routine inspection of the premises -- rather other means of effective inspection within vtmr control. Perhaps I can throw in an idea or two that might be of use to you in uncovering unsafe situations. To illustrate the value of inspections, 1 would like to describe an unfortunate inci dent that occurred at one of nur creameries, demonstrating how a thorough safety check might have prevented an accident. 7 lOof Xiilionat Safely Congress One Friday night m a small Ontario limn, one ot our erenmeno remained open to acvoniinodale farmer* coming to town. \* the accountant had work to catch up. he remained after hours to look alter at torneys and work on the records. About 6:30 pan., the accountant's wife came by and asked her husband to keep an eye on their two-year-old son for a few minutes. As the accountant carried on with his work, he heard a yell from the back of the iflice. Rushing to the spot where the shout originated, he discovered the child had taken a drink from a pop bottle. Unfortunately, the bottle contained sulphuric acid used for test purposes in the creamery*. Despite * valiant effort by the medical profession. tlK . hild could not be saved. .Vaw, what was wrong here and what would a thorough plant inspection have turned up? I, A pop bottle should never have been ucd to house a dangerous acid, 3. F.ven if a pop bottle was used, it "hould have been stored in a locked cup* fmart), out of the reach of casual visitors and, in particular, children. In addition, the accountant should not have been assigned a baby-sitting roll at the office where he could not watch the child constantly and, of course, children should not be al lowed to wander through either the plant or office. It is easy to look back and say what could have been done to have prevented this acci dent. It is A fact tliat ii this unit had followed iiKtmctions in regard to self inspections, the accident would never have occurred. Each of our plants and units is required to make a thorough self inspection every three month* and confirm to head office that the inspec tion has been made. If this unit had fol lowed the safety inspection ``check list" used ns a guide, and had compiled with that rection dealing with the care of acids and other corrosive*, the improper handling and storing of sulphuric acid would have been evident. Prom the central safety control point at head office, it is essential that the self safety rfieck be carried out. We believe this is one tangible safety measure that can be carried <ut religiously by each unit. \t -inal! units, the manager and the su perintendent do the job. At larger operations, the forman inspect.-* his own department or the inspection may be earned out by the plant safety committeeThe inspection check list we use is directed towards packing plants and fertilizer and feed units. There is a second safety check we employ and this is done once per \ar, The safety director from tlie main plant visits units which come under the jurisdic tion of the plant. The value of these checks lies in the fact that a person familiar with safety pntchce visits a plant which is strange to him. Thi* independent inspector is abte to spot safetv liazard* that are taken for granted by tWc who work with the conditions day by day \s an example, some years ago while on a tour of units, and while visiting a cream ery. I noticed that the employees used as a regular route between the plant and the office an opening between the wall and a butter chum. If you ate not familiar with a butter chum, it contains a larqe pro truding loading door. When the chum vn in operation the pathway became a verv dangerous area as the loading door came around and closed the opening. It was ap parent that if the chum was started up and an employee decided to go through the Opening at the same lime, a serious accident could result. Thl* condition had been taken for granted by the unit for years and when the situation was explained to them thrv wcrc amazed that they had not spotted it themselves. Not only at this creamery but at nil creameries, (he area Around the churn w.i< blocked oft. This is a cue of accepting a situation through long association with it and never realizing the potential danger. I would like to discuss a third inspection method and this one I am sure is quite novel. In the southern part of the province of Ontario, the safety representatives from most of the packing plants meet regularly each month throughout the fall, winter and spring. Meetings are held at a different member plant each month. The day's program includes an inspection of the plant by the group, and lunch and an afternoon discussion of common accident iftat Packing, Tanning and Leclktr Products problems. A higlUight of the discussion is a description nf lost-time injuries occurring tt the various plants during the preceding imvith and suggested corrective measures, I would like to deal specifically with the plant inspection. First of all, it would be impossible for a group of twelve or more individuals to be til looking for every hazard. To overcome this difficulty and make the inspection more useful, a scries of inspection forms were devised, each form covering a specific safety item. The areas covered include mechanical (lizards, protective equipment, miscellaneous, electricity, unsafe practices. &3ch member of the group is handed a different report form and looks for the specific safety hazards on his sheet. For example, the man with the form covering electrical liaza.d* would concern himself with this subject only. I'm follow this further, let's consider tiic member who is watching for mechanical hazard*. His form indicates he should be >*n the alert for such things as operating londition of pressure vessels, kettle', tanks, grinding wheels, stuffers ami retorts, me chanical machinery; proper guarding of tans, belts, pulleys, gears, motor coupling*, pinch points, etc As the members go through the plant, each one indicates on the form supplied to him the location of the department and the particular liazard noted. These report* are handed to the safely man of the home plant and he m turn take* corrective action. 1 believe this lias been a valuable form of plant inspection, particularly in respect to new operations and operations which had been underway for a long time but had no specific safety program. Firstly, the inspection i$ done by people who are familiar with packinghouse opera tions and safety problems. .Secondly, die group has sufficient status so that management of the plant visited is willing to go along with practical suggestions made Generally, at the next succeeding meeting, the representative from the plant visited the preceding month reports on corrective action taken to make his plant a safer place in which to work. VVc are always looking for tangible acci dent prevention methods. What better approach is there than ll various plant inspection methods discussed. f have not tried to tell you how to make an inspection of your plant and what to look for--each of you knows how to do this job. I have endeavored to throw in one or two different concepts of inspection and results obtained from their use. At the beginning of this paper, it was suggested that 'get all of ilw facts" can ?*e applied before the accident happen*. Per haps some of the methods suggested will help you achieve this end SATETT INSPECTION CHECK LIST Four time* a year, a safety inspection should be made at your plant. The lnspectt..u should be made at the following time* Between January 1st ttarcli 3lst Between April 1st . June 30th Between July 1st September <h Between October lit December 3tst. XVe are not asking tor a written report to be tani1e<t to this office but will check ><>u yriodic*Uv U> ! how vt>u are turning along with thl* Important part of f.ur -afety work When making your Inspection, the following check points should be kept in mind; Floor* and Other Walking Area* (a) Floors kept clean and free of grave, fb) Free of Items that should not be there (cl In good repair. <d> Stairway* clean, free of obstruction* and welt lighted. ie> Are stands In good fcpalr--iurfacrjr slip resistant? if) Handrails In place and tn good repair, (gl Kunpi, runway*, loading plates. kpt in good condition and stored saiely. (hi Ladder* in good condition(i) Tank and tain ladder*. cut-walk* -- in good order and with proper protection. <ji Tanks, bias, manholes and cliiitr* vx* vrad when not la u*e. Falling Objects (a) Pile* solidly made -and not built too Mgh. (b) Safety shoes orn by people handling heavy object*. (C) Tools and other objects kept in a sat*lilac*. Trucks and Truck Handling (a) Trucks, In use in plant, in safe :m*l good mechanical condition. (b) Do employee* use trucks in safe way? e> Truck handles guarded. <d) Are trucks loaded properly--load bal anced and truck not overloaded? it) Proper care when approaching mind comers or areas. Moving Machinery (a) Is machinery stopped brfr* oiling, re pair* or adjustments mode? 1961 National Safety Congress tbv^AU moving part*, chains pulley* ui(- >f> Do n|a'raln< rw'ivi* full uifely InrtnieI inti ipxrtM-uUrly on Kklnning merhine*) ? ttendting Material is) Workers handle package* safely. <bj Shipping areas free of congestion. (c> Doors and "automatic opening" doors kept In good repair. (d) Sharp edges of doors, machinery re moved. First Aid <*> SuJ&clent first aid equipment and quali fied first aid attendants. tbr Do employees obtain immediate first aid? cl Proper lifting techniques used to pre.ent (trains. Bums, Scalds, Electricity <> Hot pipes insulated. <Uj Hot water and steam hose maintained in good condition. to Acids, alkalis, cleaning materials used with utmost care and stored in a safe place. id) Electric wiring and cables in first-class condition, fl Are all ri-rtrlc tiimu-n- ma^hir-rv Knives and Knife Handling (n Kniveit guarded and kept in clean, sharp condition. Steels guarded, lb) Scabbards or sheatlir* used (c) Safety gloves, arm guards, aprons used where needed id) Hen spaced out to avoid one cutting the other. Falling Objects is) Overhead rails maintained in good order. <b> Switches in good working condition. ic) Safety dogs used where needed. id) Roller*, hooks, shackles, chains, and block and tackle equipment in good condition (e) Trees and racks is first-class condition. If) Bard hats used In areas where there is a danger of falling objects. <g> Are elevator*, pent house, pit and elec trical devices on elevator* In escwllent condi tion? Eye Protection (a) Do workers wear gogglt* on jobs re quiring their use welding, grinding, chip ping. bone sawing, white washing. Miscellaneous (a) Safety belts used when employees doing 'iterbead work. (bi Masks and breathing aids used w!i-r needed. SMALL BUSINESS & ASSOCIATIONS THE WHY AND HOW IN INITIATING AND DEVELOPING AN ASSOCIATION ACCIDENT PREVENTION PROGRAM By IVAN F. LeGORE Safety Dir., Portland Cement Assn* Chicago Part of the business of anyone in business ii to improve everybody's chances of work ing without getting hurt- Tliat is as true t smaller businesses as it is oi bigger businesses. The trouble is that the managers t smaller organizations don't think much .bout it or do much about it. while the Managers of bigger businesses do. One of our nation's biggest problems is to reach several million smaller firms, smaller organizations, which do little to prevent injuries at work. The owners and operators of those enterprises are busy people--hunting tip business, scheduling pro duction, making delivery deadlines and meeting payroll*. The boss is duet cook -ind bottle vvn.-her; among oilier respond- bilities he has to be personnel manager, purchasing agent, sales manager, dividend collector and loss absorber. He wouldn't know very wdt what you were talking about if you told him a safety engineer could do him a lot of good. He'd tell you he couldn't use one and couldn't afford one and, besides, he can't recall any serious preventable accidents they'd been having in his place. Safety work is one oi those friUs the bigger companies have along with a lot of other things. There aren't enough hours in the day, and days in the week, for the boss to do all the things he should as it U. The majority of smaller businessmen |.,n'l know they iiave safely problems, don't Small Business and Associations know that safety work pays dividends, and don't know how to improve their chances for business success by preventing the wasteful mistakes called accidents. They don't know how to save big fat dollars on a totally unnecessary item of overhead. It is *Uu a fact that the individual small businessman isn't likely to find out about <he>e thing* on his own initiative. He may have debit insurance rales and be burdened with costs that add up to inefficient opera tions, a poor industrial and public relations and delayed deliveries which he can ill afford, Most small companies don't directly pay their medical and compensation bills; their insurance carrier takes care of Out for hem. Therefore, they seldom know what these direct losses from accidents are, much less understand the indirect fosses from accidents that may be, and usually ,>rc, more serious. In the aggregate, the accidau problem of smaller firms is a big one. Firms that do little to control work accidents usually liave more accidents than firms having safety programs, and that means that smaller firms generally have higher accident rates and higher insurance costs. Reliable -urvey* bear out tliat tael. In general, companies paying J500 a year premiums-- and there are hundreds of thousands in that category--are expcnence-raied and to some degree receive a debit for poor accident experience or credit for good experience. Su all but the smallest can reduce their workmen's compensation insurance through the reduction of injuries. There are cases on record where favor able accident experience has so affected insurance- rates and other costs of doing business tliat a "safe" competitor beats out au "unsafe'' competitor. Moreover, even the smallest company's experience contributes to the accumulated experience m its in dustry and in its state, so its own experience affects it by influencing the overall insur ance rate for its group. The small employer doesn't realize that such things as occasional eve injuries or cuts and bruises should be regarded as warnings that the next mishap might be the big one. He needs to be reminded that mis-management which results in general inefficiency also causes accidents which in Him cause injuries and hindrances or inter ruptions to the work. He should be re minded tliat his experience with so-called minor injuries is a tip-off that something i wrong, and that something can lead to serious trouble and expense. Most accidents stem from failure to see and correct simple, commonplace causes. So safety work should be encouraged, not as a frilt or something added as a fringe benefit, but satety work should be en couraged as a part of the job, as inseparable from production, an integral part of every thing done. It doesn't co*t much in time or money, anyone can do it with the right kind of coaching, and it pays big dividends. For safety work not only prevents un desirable things from happening, it reflects sound planning and performance according iq plan, it adds to productivity--and who in the world wouldn't welcome that kind of a benefit? A neat, wei! planned, orderly, well-run, safe job tends to encourage effi cient work habits, boosts employe morale <nd public good will, and it helps the busi ness keep funning smoothly. These are things Mr. Average Employer ought to know for his own best interests. You know them art-1 1 know them, but he isn't likely to find out about them by him self. How can wc get him to know these things and do something with them? The Department of Commerce tells us that there are some 16,000 voluntary as sociations in the United States, More than 4,000 of these represent Chambers of Com merce; some 12,000 represent trade, pro fessional and technical associations. )>ach one embraces a segment of our daily life Members ot these 12,000 business league* employ upwards of 68 million people Tin 3 million employers that ihese voluntary associations represent sign the payroll checks tiiat pay the grocery bill, the doctor, the dentist, the landlord and the merchant. They attend some 75,000 organization meet ings on the national, regional, state and local levels involving their associations. Hundreds of thousands ot business leader.* attend those meetings, conferences and sem inars. Glenn Sanberg, who is executive vice president of the American Society of As sociation Executives, says: If w went to harness one-hundredth ot the potential in this vast group on the American scene, we could. 1 Believe, reduce 1961 National Safety Congress the terrible cost at accidents, both tn money and tninpower by one-haM overnight . . . -Suppose At every meeting of an association one simple Idea could be driven home to Lhoee make. AOttneendidinege--W--haatccaidedniftf*ereanreceavitoidwaobulled' What would happen, for tnatance. if 1.300 associations would make It their business to spend one-tenth of their conference program in creative planning for accident preven- He knows what would happen, and so <lo we. The records are full of startling examples showing hundreds of thousands <it lives and millions of dollars saved through association-sponsored safety work. Association executives are in a uniquely favorable position to show their members fkiw to save money enough through accident prevention to pay their dues to the associa tion. They know the leaders o their mem ber companies. They have their confidence. They know their problems. They can get them together to share experience and provide mutual aid. The members of a busineis association lo their business through experience- -haring tor mutual aid. And that is exactly tii; way successful safety work is done-- through experience-sharing and mutual aid. The members look to their association for answers to problem*, for new ideas, for direction, guidance and inspiration. If the association doesn't assume leadership m their safety work, who will? Association executives who have assumed such leadership as one of the sen-ices of benefit to their members have found that .uxtdent prevention is a low-budget activity that is effective in small organisations as in larger ones, and that it becomes an increasingly Important activity in terms of the human values involved. An increasing number of associations are finding that the -mailer employer can control his hazards if he wants to, and th?! he can be led to want to control them. Who else but his association can give the manager of a smalt plant or organiza tion the same kind of perspective on bis section of industry as the manager of a big organization gets from his own saiety de partment.* Who else can as effectively con vince him, in his own interest, to make use of the knowledge and the techniques and the materials that are at hand for him to use on controlling the hazards of his busi ness? Who else but the people he knows best, the people whom he trusts, the people and organizations with whom he is on a tooting of experienced ami successful col laboration? The association is tils outfit; his associates in it are his folks; it is his axe tliat the association is always grinding. The association can get its member to see His problem and, having seen it, to make a reasonable effort to solve it himself. For saiety is a job an employer has to do for himself. There are not enough safety engineers, inspectors or supervisors on earth to do the job of controlling unsafe condi tions and unsafe work practices tn all our small organizations, even if their managers were willing to contract for their services amt had the money to foot the bilL But divide the cost ot an association's informa tion center on safety work--helping mem bers to recognize and understand their own problems and to apply the lessons ot industry-wide experience m solving them-- by the number ot' member company organi zations, and jou have a service costing t licit of them pennies per day. The small employer lias the initiative to do his own safety job, or he would not be an employer. He will do his own safety job only when he wishes to do it He will want to do it only when he believes he has adequate reasons for doing it. There are piem> of reasons--the success of his as sociation in the field must lie in making them acceptable to him. Perhaps that covers a great deal of the why of an association accident prevention program. As for the haw in initiating and developing such a program, 1 can best tell you about the program 1 know best--that of my own organization, the Portland Cement Assn. Our safety work started almost a halt-century ago and has steadily expanded to what National Safety Council representatives have said to be, "A position of the highest national importance." The staS of the Council has cited our work as as example to others initiating safety pro grams, and we have been helpful in ever}' way that we could in their getting started in this field. If some of what I say sounds like bragging, HI take refuge in what that eminent baseball philosopher, Dizzy Dean, used to say: "Bragging ain't bragging if you can prove it.*4 1 can prove it. The Association and its member Portland cement manufacturing companies are pio Small Business and Associations neers as well as eminent leaders in the important field of occupational accident prevention work. Since the inception of the AwKiation m its present form in 1916 saiety work lias been sponsored by the accident prevention committee, one of three standing committees appointed by the chairman of the board of directors and responsible to the board. Our constitution and by-laws provide that the president shall direct the promotion of the accident preven tion activities of the Association, which in dicates the importance accorded this phase of the Association'* activities. The safety director reports directly to the president The various company officials and execu tives who make up the accident prevention committee roster represent an excellent cross section of the safety thinking within the membership. This is said in support of the point, which has been proved repeatedly, that there it best assurance of success in a safety program if top executives take an active part in it. Safety work brings all levels and all elements of an organization together in the common cause of making the business successful. The pioneer accident prevention committee told the executive committee of the board the)* believed that disabling in juries and fatahtu-4 were unnecessary to die manufacture of Portland cement. They obtained unanimous approval of a course of action to help the members reduce the number of accidents and aroused the entire membership to attack the problem of helping employees protect themselves on the job. Through expcrience-sltaring for mutual aid, our members conserve manpower and equipment resources and improv e produc tivity by anticipating hazards and hindrances to the work and providing against them, contributing to orderly operations. Let me say at this point that for 45 >ears our Association lias been a member of the National Safety Council. In taking fart in liic activities of the Council, we share our experience in solving saiety problems find w$ benefit front die experi ences of the other monberi. We strongly recommend Counci] membership to our members and most of them belong. Our program had its origin chiefly in humanitarian motives and with the idea that accident prevention is good business. Safety work makes good business sense, good social sense and good moral sense. Hie returns are many, in the p*,-l decade alone, the injury frequency rate dropped one-third and the injury seventy rate plunged 60 per cent, producing many bene fits besides reductions in the manual rates for insurance which follow improved saiety records. Methods improvement is a part ot Mt'ety improvement, Morale ts high up and down the line, workers and executives alike taking great pride m achievements tliul have made cement the safest heavy industry in (lie country, according to National Safety ('mined records. In the Council's complete list of 40 heavy and light industries, cement ranks sixth. Our lowered frequency and severity rates, the reduction of which m heavy industries like cuiicm. steel and glass is always a major problem, are now comparable to the average rates for ail industries. Cement worker* used to be rated up for life iniui.mce, hut not any more- Our workers get ordinary life at standard rates. Blasters and explosives handlers get life insurance at the second substandard rate as against third and fourth substandard rates for tltose oc cupations in other industries. If time permitted, l could cite many stanling examples of what has happened when other associations have caught the spark of saiety service. They are on record at the Associations Division of the National Safety Council and are yours for the a>kmg. Now for more about the "how" in initiat ing and dcvrlbping an association safety program, let me distill into about three major uiciors the things any association can do with a fine chance that they will be effective. 1'erhaps this is an oversimplifica tion. but if vo, so be it. So far, we have made the pouut that accidents can be stopped; it is profitable to stop litem, financially and from the standpoint of morale; accident prevention does not cost much, paying for itself many times over; safety know-how is time-tested and can be used by anyone, hike any other kind of work, saiety work requires consistent direc tion so that it will be done efficiently and persistently---otherwise, individuals must by trial and error become expert in recognizing and solving their safety problems. While IJ IV61 National Safety Congress management may tolerate supervisors' trials it accident prevention, rarely can it afford thvir errors There'* an old ww to the effect tliat there are three kinds of people: people who know where they've been, people who know where they're going, and people who have no idea where they are! Leadership that knows where it's been and where it is and where it needs to go is indispensable Surveys, {uestionnaircs and aeeident re ports among the association membership develop die need tor accident prevention work in much the same manner as other needs or the members are discovered. Eval uation of the membership's experience m the light of the data shows what is most urgently needed tn order to improve their accident experience. Needs are revealed in -tudies oi accidents reported, in correstmiidence and visits with operating execu tives. in meetings oi the associations accident pretention committee and in such regional conference as may be held of plant managers and key supervisors. Procedure* and forms for doing this are available from the Council Let me give you one example from our Waocuuon of the benefits of an accident reporting system to let us know where we ;rt and what our needs are. bach month the disabling injuries reported by our 180 member company plants are summarized, without identification, in our Accident Round Table with commentaries as to how* they should liavc been prevented. That means dial cadi month's Round Table gives taji plant team of supervisors and em ployee* the benefit of IS years plant acci dent experience! This means of sharing .evident experience was started years ago, ,ukI tla* safety progress made in our mdu.'try proves its worth. Of course, shared safety knowledge stops accidmis only when lcopte are wise enough to learn the lessons that mishaps have taught other people the li.ird way. It should be understood tint accidents won't be prevented from the office of your association. The people who make safety programs successful are the employee whose responsibility it is to get daily jobs done right. It is the association office's first responsibility to keep that fact fresh in everybody's mind. It takes ingenuity and persuasiveness to get people to recognize and understand their own safety problems and to apply tlx lessons of experience in avoiding accidents. Hut those i|ualitics of promotion are the stock in trade of any as sociation employee who is effective in his work of furthering the interests of his members. Promotion ideas are to the safety man what advertising ideas are to the sales manager. The problem is one of motivation, of getting messages across m such ways (hat the prevention of accidents will be interesting and important. Safety promotion can be dull, stuffy and dreary if we simply scold and view with alarm and point to the horrible things that go on. Out the accident prevention concept can be reduced to practi cal, realistic, liveable, down-to-orth princi ples translated so that the average fellow on the street, in the ptani or in the office will buy them. Often a bad job of selling satety* is done because we don't know* people welt enough. Safety is actually a vital, dramatic way of furthering the w*a> oi life in America of whieh we are so proud. Saiei> habits mesh in the whole pattern of activity of capable workers, good parents, responsible citizens. We can never stop improving our knowl edge of how to promote it any more than an association executive can stop improving his know-how in promoting effectively the other business of his members and their employee. What do you promote' In every telling way you can think of, promote these general ideas: i. Accidents art mistakes, therefore wholly undesirable. The person who disable* himself trying to get die job done has done something that is not to his credit, for he can't finish the job he started. He was dull or reckless, not smart enough to look ahead, plan ahead and use his head. Recklessness makes no sense, requires no brains and no skill. Risking one's future is stupid Collectively, a good plant safety record reflects competent leadership and capable workers. There is no better indicator of the competence of an operating team than their ability to get the job done without the mistakes and errors in judgment* that lead to accidents. Employees' families take pride m cliatltpionship safety performance as their 1I Small Business and Associations men do. In (he celebrations and affairs marking outstanding safety achievements, we give due recognition to the (amity stake m and contribution to (he record Every wife and mother, every son and daughter expects die head of the household to return home tram work all connected up, just as he was when he left for work at the surt of die shift. In so doing, their men didn't let diem down. And living up to others' expectations is an important manifestation of an individual's, and an industrial team's, w*urth and ability- Happi ness does not come from doing easy work but trom the after-glow ot satisfaction that comes from the achievement of a difficult task that demanded our best. Desire to avoid personal injuries is strengthened by setting *-p a goal of accident-tree operation and inspiring people to work toward it. The challenge to prove competence by avoiding accidents appeals <o the spirit of competition and cooperation --competition for an outstanding record ot periormance and cooperation with team mates in achieving it. The association is in an excellent position to set up and admin ister a trophy competition for outstanding safety work. Lare ,-hould be taken to avoid the mis taken idea titai safety is separate and apart trom production. Actually, safety is an integral part of the job, any job, an essential :o good workmanship, an inseparable part oi any successful undertaking, in driving a car, a person doesn't do a "steering job," a "braking job," or a "signaling job*' separate and apart from the one endeavor that must be performed satisfactorily for him to get to his destination safely. At work, a pcron doesn't do a "quality job," a "production job," or a "safety job" separate and apart from the one job at hand. Whatever the tak, ali three elements must be combined t-.r t* u be done satisfactorily. 2. Safety is u tatofcc. That'* another jcneral idea to promote in every ingenious way you cun find in developing and main taining sound thinking and good teamwork for accident prevention. Alertness and the right choice of work practices keep plant tcum* accident-free. Good attitude is the most important factor iniluencmg the per formance of competent workers and driver*. Studies show t'int accident makers arc aggressive, intolerant of others and disimirieous; resent autltorityj have an exagpenned npmn.il nf their own im|>orlaiu*c ..mi abilities; seem unable tn respect the rights of others; often act impulsively and take chances. "Man is arrogant in propor tion to Ins ignorance," is an old saying The worst places to be arrogant or excitable are at work and in traffic. E.eryday living involves a very great number of choices and decisions, many oi them critical from the accident standpoint. Ounces arc made between being tolerant and intolerant, finn or permissive with rvipect to what is right and safe, respectful >.r disrespectful ot others' rights and wel fare, thoughtfulness or impulsiveness. For most plants, supervisors and experienced employees know how to eliminate physical hazard* and uns.ite methods and practice*. The big problem i> to get them to apply what they know, to avoid the short cutting and chance taking that lead to disabling injuries and damage to equipment Failure to rind and eliminate dangers breeds acci dents. Failure ot supervisors to instruct m what to do, how to do it, and the reason* tor doing it that way creates many of die problems. mistake* and misunderstandings that lead to accidents and loss of produc tion time. Operating men need to be re minded of tfus regularly. The prevention of those unwanted occur rences, called "accidents," reflects sound choices tn planning and in performing ac cording to plan. Safety work not only saves someone, or prevents something untoward happening, it adds to productivity. Many familiar developments, such a* the Westinghouse air brake, were originated principally tor safety purposes but have contributed greatly to efficiency. Shear pins, fuses and relief valves are fail-safe example*. Preventive maintenance is a laii-saii* i unction that anticipates failures and insti tutes corrective measures betore break downs can occur. Putting blocks under lacked-up loads makes fail-safe sense; so does staying out from under suspended loads. .Another choice is between good and poor housekeeping. Neat plant grounds and orderly building areas, besides being sater, are evidence* of self-respect and pride on the part of capable plant teams. J. Safety should be personalised. Here i- another idea that should be strongly pro- 15 Ibal Xolumal Softly Congress niMictl. Recognition of outstanding safety the discipline of diameter < -.iv .uni )H;ri..nn.irice gees to tile plant team, but "iv." lu men and prvjv--i-, ** *t out 'die taci i- lint (lie team's successful record blind obstinacy, but with ilw limit**.* d* i- made j***iblc by the competent perform rived from weighing ahenumo. His goalance 01 every individual on the leant. Sue- include good citizenship an-! good work lostul safety work requires croup effort, manship. but it also demand* individual responsibility and accomplishment. The slogan -- every man his own safety director--is based on a -ound and fundamental truth. Cement industry employee* have proved that accident prevention effort an the job works--that educaticei, engineering and en forcement can prevent the waste and Mu* safety education utilizes posters and dims, messages and get-togethers. Such inllumces help to maintain general safety awarene**. But safety teaching does not become fully effective until toeh employee know* the hazards of kts job and how to avoid them. There ts a need for personalized 1raining that teaches the individual where the dangers are that he must avoid and v. hat he must do to avoid them. Such safely training takes into account the worker's ><wn rate of learning, his interests and Homes, his competence and his limitations. Inters tews with him provide the employee with irequent opportunities to make safety -uggotivn* and u* bring up any problems he ha* on his mind. in striving to make safety education more tragedy of accidents. They believe that safety should be no less a personal thing away from work. There is no less need for common sense when an employee goes out through the plant gate. He should have nu less sense of responsibility for preserv ing hi* own life and the lives of others. We encourage men to improve their safety awareness and habits in the time they arc on thetr own, making it more likely tliat their services will be available to their em ployer uninterrupted by disabling injuries sustained anywhere. We are convinced that safety habits mesh in the whole pattern ui activity of capable workers, guud parents, responsible citizens. Safety work contributes to the self-discipline of citable people. It promotes an understanding of and more ready compliance with authority, tliat leads effective, more universal and forceful, we to the acceptance and fulfillment ot per liccume more and more convinced that a Im-ic pan of our effort must be to build good citizens. Evidence accumulates that sonal responsibility. Failure to take personal responsibility is a critical problem in pro grams dealing with the prevention of acci die thoughtless, ineffectual worker and the thoughtless, ineffectual dnver and the thoughtless, ineffectual parent are the same person waring different hats. He probably wu* a thoughi.o*. ineffectual youngster, and fie need* guidance it he is to keep out >i accident trouble. dents ot all types. Answers to problems are found by mind* that stand off and look; that consider the relationships of things to each other; tliat see where tilings might go wrong and how they should be straightened out before acci dents can occur. .Answers are found through Tiie great and growing need is for experience-sharing for mutual aid, whether leadership by ail intelligent people to make the discussion of safety problems takes -ufety an all-day, everyday way of life, it place among a few persons in a single de i* they who know how to use sound living partment or plant or among the representa principles as guides to self-reliant, self- tives of a number of plants or companies. {o&se&sed, self-comroled and capable beuvior--always and in all ways. It is they who translate safety knowledge into pro grams; they who make the programs work. It is to the everlasting credit of our Association tliat we Itave always been ui the vanguard of those hard at work to re duce accidents. Our reputation as a pioneer A leader exercises judgment m handling and leader in safety work is a satisfaction affairs and dealing with responsibilities. He to us. It is ooe that we must extend as conceives and develops ideas; he also ac well as cherish. 1 hope this analysis and the cepts and adapts good suggestions and puts highlights oi the thinking and activilics them into operation. His personal qualities directed toward the solution of the safety include patience, self-control, perserverance. problem may be of benefit to oilier associa tell.reliance and a sense of values. He has tions. tt TRADES & SERVICES PUBLIC LIABILITY FROM INCIDENT TO FINAL DISPOSITION This session mi moderated by Raymond * Ellis Jr,, manager. Member Relation?. Variety Store* Association, New York, and was attended by representatives of depart* ment store*, chain stores, insurance com* ionics, and safely consultants There was considerable dtcusion on minor accidents and nuisance claims, panic* ularly regarding liability when broken glasses or damaged clothing was repaired nr replaced or when first aid was given by anyone other than a professional. It was .igreed that a detailed report should be given and that an immediate check of the physical conditions involved be made. I Jr, Murry Pauli of Carson, Ptrie Scott .uni Company, Chicago, described his com pany's accident prevention program which included: An effective accident prevention organiza tion and program which includes a safety onnmittec representing all stores with a committee in each area. He pointed out the importance of having the company president and vice president frequently attend the monthly safety com mittee meetings. Accident hazards are removed immediately ,md receive prompt attention from exceumen and managers. Their program com bines safety with Ere prevention and in cludes an emergency evacuation plan with ircquent drills in which an entire door is evacuated. To stimulate interest they have breakfast meetings of the committee on a semi-annual basis. Public liability cases are carefully handled uith Cf.n-fderath.n given to future liability and Iccal action. The nurses prepare a -miprchcn-ive report which includes a maintenance report, reports from witnesses luh public and employee-, and photographs it possible The company doctor calls and arrange.* to -end the imurcd person where his or her doctor wishes; hospital, clinic, etc. If nccc**ary, one of the store personnel accompanies the injured person and this tend- in create good public relations. Insurance company representatives agreed that "no case get* cheaper by sitting on it!" Borderline case* are settled promptly and a monthly report on claims is furnished to top management so as to giic informa tion on the importance of making improve ments to reduce hazards. The representative of a large chain store stressed the importance of communication* between store managers on the costs of Accidents which arc trandated into lost *ales and profits to convince top manage ment that more accident prevention is necessary. On falls in the stores, the company pro vides immediate fird aid with additional treatment at the doctor's discretion and the customer's expense. The point was* raised regarding customers who refused treatment which raises com plications if a report is not made on the incident. Inquiries regarding the-claimant's condi tion frequently led to the question of the company assuming medical costs but it helped determine whether the insurance claim department should be involved. OFFICERS OF THE FOOD AND BEVERAGE SECTION NATIONAL SAFETY COUNCIL 1961-62 (Inurat Chairvutn -- !. IK f. OriNMK. 5afcP Sup*., Schcnlrv PiMiltcrs, lnc,, Kmisviltc, Ky l int t'iee Chnirnum--J. If. CitorrzKK. of Safely, Cnrffilt, Inc- Minneapolis, Minn. Second Vice Chairman--.Km*.- H Snidk*. Mgr. Safety & Plant Protect., Hiram Walker and Sons Peoria, III, SVrrrtory--Joseph A. MasF.SBtz. Safety Dir., FalsufT Brewing Co- St. Ijouis, Mo. ,\Vieilcttcr Kditar-- Kim. F. GomoU- Safety fwtpv., Cltnlon C*m Processing. Clinton, Iowa Wxesletler Co-Editor--George L. KtTCites, Dir. of Safety, F. H. Peavey ft CoMinneapolis, Minn. Program Director--John M. Jensen, Dir. of Safety. Con* Products Co- Argo, III. Oft-The-lob Safety--Dali Oi.ackavxij. (Chairman). Safety Dir.. Union Starch anti Re fining Co., Granite Gty, Ill,; Jack L. Cantuxll, Safety Mgr.. Miller Brewing Co.. Milwaukee. Wis.; "Nixon Dt Tahnowskv. Mgr.. Safety and Communications, F ft M Schaefer Brewing Co., Brooklyn, N, Y. \fcTnberikif> Committee--WuiAto L. Acrour*. Ja. fChairman), Safety Engr- Libby McNeill ft Libby. Chicago, III.; William G. Smith, Dir. of Safety, N'cstle Co.. Fulton, N\ v.: Feaxcis T. McGowan. Safety Dir- The Borden Co., New York, N. Y. Health Director---Palt W. Rush, VL D, Medical Dir, Corn Products Co., Argo, III. . itxoeiatiemt Committee--Victor R. Johnson (Chairman), Safety Supv., Gerber Products Co. Fremont. Mich.: Pimy R. Elijiwocth, Assoc. Dir-. Milk industry Foundation. Washington. D. C. "Gmecg R_ Mmxs, Dir. of Safety & Security, Pabst Brewing Co.. Milwaukee; Wis. Training 6- Visual Aide Committee--Stanley W, PARSONS (Chairman), Genl. Safety Dir- Carnation Co, Los Angeles. Calif.: Frank J. Fessenbcn, Mgr. Selection & Training. Kraft Foods Div- National Dairy Products Co-, Chicago, ltL; Hauy E. WnzHorr, Employee Relations Mgr.. Anderson Clayton ft Co. (Foods Division), Jacksonville, III. Engineering Committee-- Edwaxb T. Bennett (Chairman), Aast. Mgr., Ind. Relations. Schenley Distillers, Inc, Frankfort. Ky.; John A. Miskzlly, Safety Engr., National Brewing Co- Baltimore Md.; J. R. McCann, Fire Prev. Mgr.. Ralston Purina Co st. Louis, Mo.; John Gaoft. Safety Engr., American Maize Products Co., Roby, Ind. . /tcsjrrfr & Cnntert Ceil/fr--Josrth I. Prarulos (Chairman), Safety Mgr., National Distillers Products Co., New York, N. Y.; 'George H. Steel, Safety Dir- Ralston Purina Co., St. Lotas, Mo.; *No*mah L. Heuz*. Safety Dir., Anheuser-Busch, Inc., St. Louis, Mo. Industrial Agriculture Committee--John P HctN (Chairman). Employment Mgr., The T-arten Co- Fort Atkinson. Wis.; Robert P. Alscx, Safety ft Wage Admin- Castle ft Cooke, Inc- Honolulu. Hawaii; John W. Hoxot, Mgr. Ind. Relations, California Packing Corp., Honolulu, Hawaii: J. W. Samsiiury, Ins. Mgr. & Safety Dir- The South Coast Corp., New Orlems. La IS Rakers Dit-inim-- E. R. ZmuotUAN (Chairman), Dir. of Ins. ft Safety, American , Bakeries Co., Chicago, III; A*thu* E. Marvin. Safety Dir., Sunshine Biscuits, Inc., \fS Island City, N. Y.; Robert W. Rohr, Mgr- Safety Engr. Services. Interstate Bakeries Corp- Kansas City, Mo.; Eswau Z. Banka, Supv. of Safety. National Biscuit Co- New York, N. Y, Breaert Division--A ). Fjuuka fCMnum), Safety Supv. F & M Schaefer Drawing Co- Albany, N. Y.; Hniui NVbti i, Personnel Dir., Carling Brewing Co- Frankennntth, Midi.; Wiluam Wrrxixa, Safety Eng., Sion Brewing Co., Omaha, Nebr.; Gregory Ksokn, Safety Dir- SchJitz Brewing Co., Milwaukee, Wis. Confectioners Division--Albert Cacherat (Chairman). Personnel Dir, Reed Candy Co, Chicago, III; Bottom H. May, Dir- Safety ft Health, Mars. Inc., Chicago, III. Dairy Products Division--Elmer S. Swxxsos (Chairman). Safety Specialist, Roberts Dairy Co., Omaha, Nebr.; Carl C. CiKMtNT>, Dir. of Safety, National Dairy Products Co- New York, N. Y.; *N. E. Thiel, Dir. of Safety, Sealtest Foods-Southeni Dairies, Charlotte, N. C. Distillers Division--.\n>r.vn Rcdcijmcck (Chairman), Dir. of Safely, Brown-Forman Distillers Corp- Louisville, Ky.; !, W. Smutt, Safety Engr- Jos. E- Seagram ft Sons, New York, N. Y.; James Cherulis, Safety Supv., Fleuchmann Distilling Co., Owenslioro, Ky. Processors & Canning Division--Mans j. Hattie* (Chairman), Mgr., Ins. Dept, ft Dir. "J Safety, Wesson Dtv, Hum Foods ft Industries, Inc, New Orleans, La.; C. A. CLAaicg, Safety Dir., General Foods, White Plains, N. Y. drain Handling & Processing Div.--M. S. Maktyn (Chairman), Safety Dir,, Mills, Inc, Fouth MinneaptoL*, Minn.; Liuvu O Stasr, Safety Dir,, Grain Processing CorpMuscattne, Iowa; Harvey H. Mahskh, Plant Safety Dir., Kellogg Co., Battle Creek, Mich. Sommaiing Committee--* Norm AN L. Hewer, Crelc 1C Meyers, *1 W. Siiutt, Stan ley W. Parsons, *N. E. Thux Staff Representative--A. M. Balteui. National Safety Council, Chicago. 111. Past General Chairman 19 OFFICERS OF THE MEAT PACKING, TANNING AND LEATHER PRODUCTS SECTION NATIONAL SAFETY COUNCIL 1961-62 t;,nrr r* < ha.nnan --Msrtix *ERNETiCil. Safety Dir, John Morrell & Co.. Ottumwa, Iowa lirtt fie ikorun--tyii* Moiiav, Dir. of Jnd. Relations, National Independent Meat l'.. kers A*, Washington. D C,>. id I't'.v i`Ajseman -- Norman Kiik, Canada Packers, Ltd., Toronto, Ont., Canada S'. ,rrTarv- Otnz PimnszE*. Tech. Ed, The National Provisioned Chicago, 111. \.v.Vf.vr rrfil'r-Ho aan Rejholz, Safety Dir, The Rath Packing Co., Waterloo, Iowa A Adrw>**v Committee--Donalti S. Mackenzie, Dir., Packinghouse Practice* k Research. American Meat Institute. Chicago, I1L; R. W. Unwin, Sr., Asst, to Prc*, Reliable Packing Co, Chicago. UL; Chari.es H. Elsby, Branch Accident Prcv. Mgr. Emplover* Mutuals of Wausau. Milwaukee. Wis.: Howard Rebholx, Safety Dir. The Rath Parking Co.. Waterloo. Iowa; A. ,1. Dittmer. Office Mgr.. Gutmann & Co, Chicago, 111. r E D, Pm re J*., Mgr. of Employee Service*. Genesco. Nashville. Term.; Jo*saH Pochop. Safety Dir, lohn Morrell & Co., Sioux Falls, S. D, Membership Committee--R. W. Unwin, Sr. (Chairman), Asst, to Pres.. Reliable rack ing Co, Chicago, Hi: John Mohav, Dir. of Ind. Relations. National Independent Meat Packers Assn. Washington, D. C.; -X. J. Dittmer, Office Mgr. Gutmann and C... Chicago. 111.; Clar* Broman. Safety Dir, Eagte-Ottawa Leather Co, Grand Haven. Mkh; Hmor Kucrm. Safety Dir, John Krauss, Inc, Long Island, N. V. /*aWinl, Committee--Greg Pittraseek (Chairman), Tech. Ed, The National Provisioncr. IU.; Do*Ain S. Mackenzie. Dir, Packinghouse Practices & Research. Amer ican Meat Inwitut. Chicago, UL; E. D. Peeler, Jr., Mgr. of Employee Service*. Nashville. Tenn. Trainmp Committee--R. W. Unwin, Sr. (Chairman), AssL to Pres, Reliable Packing Co, Clncago. IU; IVixau S. Mackenzie, Dir, Packinghouse Practice* Sc Research. American Meat Institute. Chicago, UL engineering Committee--Arthur Pearson (Chairman), Supvg. Engr*. Dfv, Swift anti Co, Chicago. Ill; William Nekyiaxt, Safety Dir, International Shoe Co, St. Lnui*. Mo.; R- W. Unwin. St, Asst, to Pres., Reliable Packing Co, Chicago, UL; Da. Johx C. ccHolu Dir. of Training and Procedures, Agricultural Research Service, Wash ington. D. C rma/ Aids Commutee--S'ouiax Kjrx (Chairman), Canada Packers. Ltd., Toronto, Ont, Canada: A. I, Drmtta, Office Mgr, Gutmann and Co, Chicago, III.r James P. Cooper. Insurance Dept, Hygrade Food Prod. Corp, Detroit, Midi. i'ff-the-Job Safety Committee--Howaro Resholz (Chairman), Safety Dir, The Rath "Packing Co. Watoloo. Iowa: Maurice Leioh, Safety Dir, Oscar Mayer and Co, Madison, Wis.; Joint TaotLEN, Safety Dir., George A. Hormcl & Co, Austin. Minn, insurance and l*egiaiatk-e Committee--Charles H. Elsiv /Chairman), Branch Accident Prcv. Mgr, Employers Mutuals of Wausau, Milwaukee, Wis.; Normas Kirk. Canada Packers. Ltd, Toronto. Ont. Canada: R* W. Unwin, Sr., Asst to Pres, Reliable Packing Co, Chicago, lit Health Committee--Da. Tracy Babsjer (Chairman), Medical Dir, George A. Homiel & Co, Austin, Minn.; Da. Sidney Brooy, Medical Dir, John Morrell & Co, Ottumwa, (owm Staff Reprrsentatk*-- Maxshall E. Petersen, National Safety Council, Chicago, III. 20 OFFICERS OF THE SMALL BUSINESS AND ASSOCIATIONS COMMITTEE NATIONAL SAFETY COUNCIL 1961-62 pR-'s`X Ladeher (Chairman) Director of Safety, Nationwide Insurance Co, Columbus, Ohio; W. M. Au.twiv tf7<v Chairman), Sr Safely Dir, British Columbia I.umbct Mfr*. Assn, Vancouver. B. C, Canada Mida-est-lt'cst Region-- Dan Adair, Coord of Safety Activities, Pacific Coast Assn, of Pulp & Paper Mfr*, Portland, Ore.; Clinton Ballinger. Gwcns-lllinou, Gas City, Ind.j William M. Caldwell, Asst, Secy, Gray Iron Founders' Society, Inc, Cleve land, Ohio; JcmRSOX D. Keith, Managing Dir, American Metal Stamping Assn, Cleveland, Ohio: J. Neil Moore, Secy, Greater Chicago Hotel Assn, Chicago, 111-; Wilbur Ssiale, Vice Pres. & Dir. Eng,, Michigan Mutual Liability Co, Dctrott, Mich.; \lfrid N*. Sommer, Owner-Manager, The Sommer Restaurants, Chicago, III.; J. Stroube, Safety Dir, R. R. Donnelley & Son* Co, Chicago, III.; Howard Warzyx, Safety Eng, Trans-World Airlines, Inc, Mid-Continent international Airport, Kansas City, Mo. Sorlhcast Region--\ohh F. Diehl, Secy-Trcas, Jabcx Bums A Sons, Inc., New York, N*. Y.; John M. Converv, Ind. Rel. Consultant, National .Assn, of Manufacturer*, New York, H. V.; Ray Ellis, Jr., Mgr, .Member Relations, Variety Store* .Assn, New York, N. Y.; Ro*T Haoopiax, .Assl Mgr, Accident Prcv. Dept, Assn, of Casualty & Surety Cos, New York, N. Y ; James E. Joses, Dir, Industrial Relations !)iv, American Pulp & Paper Assn., New York, X. Y,; Marion . Martin, CommisMoner of Labor Se Industry, State of Maine, Augusta, Maine; E. H. Reeves, General Mgr, Lumbermen's Safety Assn, Toronto. Ont., Canada; John H. Seeton, Secy, Pennsylvania Mfr*. Assn., Philadelphia, Pa.; Louis E. Thurrcr, Jr., Secy, Mechanical Contractors Assn, of Amenta, New York, N. Y,; Theodore E. Veutort, Managing Dir, Copper 4 Brass Research Assn, New York, X. Y. Middle Atlantic Region--Jo.-eth H. Colquitt. Secy, National Assn, of Refrigerated Warehouses, Washington, D. C; Hajwy Koras, Technical Service Dir, American Bottlers of Carbonated Beverages, Washington, D. C; P. W. Logan, Dir. of Assn. Activities, Liberty Mutual, Atlanta, Ga.; James P. Low,-Mgr, Assn. Service Dept., Chamber of Commerce of the U. 5, Washington, D. C.; Albert S Roistacher, Asst. Gen. -Mgr, National Assn, of Bedding Mfg, Washington, D. C; R. A. Wendell, Chief, Safety Branch, U. S. Army Engineer Div, South Atlantic, Atlanta, Ga. Staff Representative--Hugh McCahcy, Dir, Associations Division,' National Safety Council 21 OFFICERS OF THE TRADES AND SERVICES SECTION NATIONAL SAFETY COUNCIL 1961-62 Banks, Buildings end Offices Division--Stanixy Bokkxl (Co-Chairman). Casualty En gineering Deft, Zurich General Insurance Co., New York, N. Y.; Rotr E. Hamstrom (Co-Chairman), Chief, Protection Div, Office of Bldg. Mgmt. Public Buildings Serv ice General Service* Admin,. Washington, D. G; Richard L. Snidex, Chief, Pro* teetioa Branch, Bnilffin* Management Div., Public Building Service, GSA. New York, N. Y.{ Dnw VAX Dah, Mgr, Training and Safety, National Broadcasting Co., New General Chairmen--'Ebwj^si C. Kryzuc, Staff Asst. Loss Prevention Dept. Montgomery Ward & Co,, Chicago, HI. Food Retailers Division--Fmaxk. C Riijtert (Co-Chairman), Cushmans Sons, Inc., Long Island Gty, N. Y.; Roanr W. Ibach (Co-Chairman), Personnel Mgr., The Grand Union Co, Washington, Div., Washington, D. C; Auan T- Pattison, Employee Re lations Dept, Safeway Stores, Ioc, Washington, D. C. First Viet Chairman and Membership Chairman--WALTO A. Dubek, Safety and Se curity Coord., The Conrad Hilton, Chicago, I1L Program Chairman--Alfred N\ Sonwn (Chairman), Owner-Mgr, The Sommer Restau rants, Chicago, Hi Off-the-Job Safely Chairman--MURKY PauU, M.D., Medical Dir.. Carson, Pm Seott and Co., Chicago, Hi Xnesletter Editor--Restaurants and Hotels--Richard D. Rxrrz (Editor), Mgr, New OrIvan* <inter, Self Inurer Management, Inc., New Orleans, La. .Vnsiettcr Editor--HercwOde and Warehousing---Raymond C. Elus. Jr, Mgr, Member Relations, Variety Stores Association, Inc, New York, N. Y. Midwest Regional Committee: Banks. Bnddmgs and Offices Division--C. W, BCRKX (Chairman), Chief Eng.. Arthur RaMoff and Co, Qskago, 10. Hotel Jwoikm--Chartj.a L. O'Connor (Chairman), Gen. Mgr, The Weslbury, New I York, N. Y.; I jw.tr ). Inch, Dir, Accident Reduction Dept, Hotel Association of New York Gty, Ioc, New York, N. Y.; James D. Rogers, Managing Dir, Hotel Safety Trade Group, New York, N. Y. Mercantile Division--Hamm* J. Owuje (Co-Ckamwn), Asst, to Insurance Buyer, J. C. Penney Co, New York, N. Y.,* G Z, Gregory, Sr. (Co-Chairman), Asm. Siore Mgr, Hochsririld, Kobe and Co, Baltimore, Md.; O. A. (Bill) Smith, Supr, Bowman's Department Store, Harrisburg, Pa.; Miss Anne McNamara, Asst. Mgr, Store Man agement Group, NatiooaJ Retail Merchants Assn, New York, N\ Y. Restaurant Division--Akmew J. O'Leary (Chairman), Safely Rep., Frank G. Shatluck Co, New York, N. Y.; Meredith F. Catching*. Dining Service Mgr, A. T. T,, New York, N. Y. Warehouse Division--Tom Finn (Co-Chairman), AsL to the Mgr,. Bamberger s Bloomfield Depot, Bloomfield, N. J.; Joseph H. Colquitt (Co-Chairman), Secy, National Association of Refrigerated Warehouses, fnc, Washington, D, C.; E. A. (To.vvJ Pritchard, Exec. Vice Pres, Merchants and Manutacturers Assn,, Washington, D. Gj -A. T. POUCH, J*, Vice Pres, American Dock and Pouch Terminals, New Ytrk, N. Y, Food Retailers Ihtnntm--Davis Gl-tseia /Chairman), Insurance DepU Consolidated Foods Carp, Qjiengo, IP, ; Pam. W. Juxxs. Safety Supr, J. Wringarten, lot, Honsteo, Tex. Hotel Dwnsum- M ainner T Marto. (Chairman), Personnel and Safety Dir, The Shertmn Hole!. Onra*u. lit Mi-r.-nmile Ihmsum-- Paul A Lam* (Chairman). Fire Prev. and Safety Supv, Marshall Pwld mi Co, Chwagc. IQ : Jrr J Hrxrrz, Safety Engr, Employers Mntmls of Watrsaa. MilmtdeBR. Wit : Fujtp Hvuus, Personnel Dir, Robertson Brothers Dejwrtmem Smt, South Bend, lad; Ckas. H. McDoogau, Dept 731. Retail Operating. Sears. Roebuck and Cc, Chicago. UL Executive sidvitory Committee--(Past General Chairmen)--Harry A. Gustafson, Chi cago, Ilk; Alfred N. Somsilr, Owner-Mgr, The Sommer Restaurants, Chicago, III.; Roam J. Bear, Safety Consultant. Brutm & Co, Ine, Cincinnati, Ohio; Charles P. Exgzee, Asst. Mgr, Loss Prevention Dept, Montgomery Ward and Co, Chicago, III.; Hajevey S. Siegel. Safety Mgr, R. H, Macy Co, Inc., New York, N. Y,i J. Nf.ii. Moou. Secy, Greater Chicago Hotel Assn, Chicago, 111. ~/-f Representative--A. M, B\ltzik. National Safety Council, Chicago, III. ffi rtiwpnwf DmLsum--G*smx JS. Stttch tChairman). Safety Dir, Mormon Cafeteria. Canaolidazed. Inc- Mobile, Ala.: Jack E. Uhlek, Mgr, Kesidmee Halls Food Serv ice. University of Missouri. Cohanba. Ma; James Whrzxxs, Training Dir, Pope's Cafeterias, loe.. St Loois, Ma U'arehanse Diz-isiem--Autx D. Walters (Chairman). See, American Warehousemen's Ac Chicago. UL: Alfred L. Jackson, Mitchell-Jackson, Inc, Chicago, III; Harold G. Mxkwkx. Dept 731. Mail Order Operations. Sears, Roebuck and Co, Chicago. Ill: Charles F. Kowalski, Dept. 196, Chairman. Fire & Safety Committee, Sean, Roe buck and Co, Chirago. ILL Cajtem Region Committee--Eowix F. About (Co-Chairman), New York, N. Y.; W. \V. Enasrr. Jt* (Co-Chairman), Asst, to the Chair, of the Board. Woodward & Lothrop, fnc, Washington, D. C; Harvey S. Snaa (Co-Chairman). Safety Mgr, R. H. Uacy Co, Inc, New York, N\ Y.; J. Donald Puxez. Field Engr, Insurance Buyers' Council, Baltimore, Md.; Ikying K. Schwartz (Secretary), Dir. Btuawi Law Study. Com merce and Industry Assn, of New York, New York. N Y. 22 23 CONTENTS GLASS & CERAMICS SESSIONS My Brother'* Keeper............... Electrical Hazards in the Glass Industry Important Human Factors in Safety Safety With Glass. .... .......... , Round Table Discussion , ............... Paul J. Brouwer. PA,D. 4 John A. Berstth 8 Hugh L Rutch 14 .. C. Ostrander 21 23 RUBBER SESSIONS Off*the*Job Safety at World Bestos J. R. Speers 26 Production and Accident Prevention Are Parallel and Paramount Jim Law 2? The Industrial Nurse's Role in the Safety Program Officer* of the Glass and Ceramics Section 1961-62 Regina Knapp, R,N. 3i 35 Officer* of the Rubber Section 1961-62............ ........................ Other Volumes in 1961 National Safety Congress Transactions ' - - Back Cover 3 GLASS and CERAMICS SECTION MY BROTHER'S KEEPER By PAUL J. BROUWER. Ph.D. Partner-m-Chargc, Rohrer, Hibltr & Replogte, Cleveland. O. To find something vital and significant to say to you who have spent so many months and years thinking about safety in your companies is indeed a challenge. I am onlv hopeful that a combination of my back ground as a psychologist and my gross ig norance of the specifics of safety work may combine to yield an insight or two which you will find interesting. One purpose we have tor our next few moments: let us explore how we strengthen our resolve to be psychologically free from accident through relaxed awareness oi acci dent possibilities. Thus, I would hope we can share together some understandings of the basic psychology of "accidentitij'* and try to pin down some of the implications of these understandings, not alone for each of us who >s personalty responsible for safety programs but also for our supervisory forces who must do what they can to insure safe living on the job. 1 have asked myself, as 1 am sure you have asked yourselves, why is it that we need to be everlastingly hammering at safety? One would think that except for the small fringe oi people who are neurotic or psychotic enough to enjoy hurting them selves or others, people would want to live safely and would heed the steady barrage of instruction and warning' which i hurled at them. Somehow or other the need for safety needs constant emphasis. It falls in the same category as crime prevention, church-going, giving to community funds, and what have >ou. Apparently, as human beings we are so put together that the evils within us--the tendency to be careless, the disposition to be thoughtless and selfish-- need constantly to be fought. Thus our problem of developing keen, con sistent safety consciousness is made most in tense by human nature itself. 1 have con cluded, as no doubt you have long since concluded, that powerful forces operate against afety consciousness, forces inherent in the individual and hence forces that we cannot hope to eliminate--we can only hope Co counteract through equally strong forces pressing us toward safety coc*ckxi*ne*. If this kind of sentiment is reminiscent of the theologian's dramatic picture of evil .'ind good in never-ending conflict. let it be mv. for in actuality I think our conception of our efforts to make our companies as mie a place to live as possible must be as tiavic and as dramatic a conception as the fight between good and evil. This is an eternal conflict, a never-ending war, and tt means that the programs we institute and the gimmickry we develop, no matter how effective, will never voivc the problem be cause the problem i un*o)vabie. We can only reduce the accident rale. Thus, if we are constantly waging war against forces within human nature itself in our efforts to develop the posture or atti tude of safety, our problem becomes the psychological one of dealing primarily with attitudes and dispositions inherent in human nature. Interestingly enough, the good part of our human nature is responsible for your being in vour jobs. You arc your brother's keeper or you would not be here. You do have some feeling of responsibility for your fel low man. Safety programs through the >ears have called on four broad approaches through which to express the feeling of responsibility tor the olher man. Now let's examine briefly *ch of these four with the question, how is the approach likely to be effective, know ing what we do know about human nature? Perhaps such a brief examination may high light for us those emphases in our safety programs which are psychologically roost effective. Historically we have used, first, injunc tion and exhortation as means of influencing human behavior. Such familiar highway slogans as "drunk drivers go to jail" or 4 Gioss and Ceramics Section drive safely--we love our kids" ur ``drive carefully--the life you save may be your wn" exhort and enjoin us Billboard ad vertisements and bulletin board posters in continuing series <*t exhortative reminders are common practices. Are these effective? Who knows? We have no way of scientifically testing the impact of such devices Wc do know, how ever, that like die old preacher's hellfire and damnation exhortations they tend to grad ually fall on deaf ears. You can only threaten somebody about so long before he doesn't hear you. So this kind of exhorta tion or warning or threat, whatever you want to call it. loses its impact. The evil m human nature, which wc are trying to counteract, is too strong to he affected by threats and promises. Secondly, we have also historical!* used explanation as an approach to saietv con sciousness. We explain to the child that a hot stove bums and that a sharp knife cuts. We explain to the emplo>ee that safet* shoe* prevent crushed toe-, and that afetv glasses prevent loss of sight. Wherever we can. we explain the nature of (he physical phenomena which we live with daily, on the job or off. in order that people ran intel ligently cope with it. Certainly, explanation is necessary. But somehow or olher this in itself is not suffi cient because people still have accidents-- preventable accidents--although they know better. A truck driver in Cleveland knew that the handbrake was insufficient to hold his truck on an incline; he should set the Jirbrake as well. But this knowledge did nor prevent him from failing to set the air brake, so that the truck slipped back and crushed him against the wall. Knowledge in and of itself is insufficient to promote safety consciousness, although certainly knowledge is necessary. Third, we historically Have tried to take the accidents out of the materia! things we deal with by providing protection. We put a two-handed grip on a punch press so that a man cannot get a hand in the press as It comes down because both hands are required to release it Or we provide a safety-belt for the window-washer. In many ways, we have developed devices which protect the human being from himself. Obviously, how ever, any protective device is doomed to only partial effectiveness, for the window-washer stilt has to attach the belt and the welder fill mu--! put mi hi* own hrlmef. An accident by definition i in unexpected occurrence. The prevention of accidents, therefore, is v matter of anticipating the unexpected. \ fourth approach, hislora-ally, lias been to help people t" anticipate the unexpected .hkI tlterebv prevuit accident*. Here we are working on the good that is in people. We are working on people and with people. We are recognuing the fundamental principle that preventable accidents are mo-t oiten in llic person and not in the thing. For example, .f you place a bottle of poisoned liquid on a tow shelf in a medicine cabinet in the presence of a four-year-old, you know that vnti arc risking an accident. \ fnur-vcar-old enjoys climbing and explor ing. You can therefore hardly ml! his drink ing the poison an accident. In the first place, the lethal effect on his *mwg body of the poi<nn is nothing unexpected. The proper ties of the poison and the pr -pcrtics of the body interacting (m-eth* r produce death. Thi.< i' known and fixed and factual. It is equally predictable that a four-yearold Is curious, loves to Irmfc into places, such as medicine cabinet* where he is forbidden to look, and enjoys climhing on the wash bowl. Ihis too is known and fixed and fac tual. So when the child does these thing*, he is behaving in a predictable fashion, The factor in human nature that prevents the four-year-old from getting the poison i* the insight of the parent. The parent un derstands the nature of the poison and the nature of the four-year-old, and he enn pre dict that if these two get together there will be inevitable and dire results. The parent prevents accident by anticipation. By the same token, if you have seven children sleeping in one room, heated by an oil stove that is old and dripping oil and the windows are closed, >ou can predict trouble; and trouble they did have tn Elyria, Ohio, where the oil had leaked onto the rug, spontaneous combustion occurred and seven children burned to death. This is not acci dent It is an expected occurrence, granted these conditions. So, as we work w th people on safety consciousness, do wc not try constantly to teach them, stimulate them, inspire than, if 5 1961 National Safety Congress comes injected with feeling and then it be comes a matter of conviction. Specifically, how can we translate intel lectual perception into feeling and convic tion? Again, we have to leave to our re spective ingenuity the specific ways and means; but let me give a wild-eyed sug gestion or two. I wonder how many of you have ever talked at some length with a number of people in your companies who have been significantly free from accidents? The ap proval you would feel toward such a per son, the feeling of warmth and positiveness that you exhibit, could well make him say to himself, "By George, I feel really good about what he has complimented me on and HI try to continue to be a pace-setter in a program of safety." Or again, could.you in your capacity as safety director ridicule and shame the man who did something thoughtless and selfish and thereby ran the risk of an accident? COf course, choosing your man so that lie doesn't resjv-nd by hating you but by hatJnjr himself.) I think tliat psychologically we are justi fied in using any and every means at our disposal -- ridicule, approval, scorn, praise, abasement, award, flattery, rejection -- you name it and ue it--anything that will heip to inject feeling into the intellectual per ceptions. It goes without saying that the feelings must be genuine rather than put on. The very problem that we are attacking at this point is the problem that arises from living with techniques and ceremony and rites. We need to translate ceremony into mennlngful. significant personal experience; we need to undergird our intellectual understandings, for example of what safely really mean.4 with the underpinnings of strong conviction and belief. I do not need to tell you these tilings because you have the convictions or you wouldn't be here. But our employees and associates need to be continually experiencing through us and like-minded people the stimuli to feeling responses that come only from a personal involvement One more word; While it is true that people in a group may have an emotionalized experience on occasion, such as when there is a mob or revival type of evangelistic meeting or something of that sort, by and large the feeling that we are trying to gen erate arises from man-to-man. person-toperson relation. Far better that any of your foremen would talk only with five people personally for five minutes about safety than to talk to 50 people simultaneously for 25 min utes. And this means for practical pur* the generation of feeling must come from employer-employee, supervisor-subordi nate, man-to-man experience. This is a per sonalized thing. In summary, let me reiterate that we are psychologically *>und in promoting safety program* through injunction, explanation, and protection, and that these are necessary to provide the framework of our effort But that the tapping of resources of desire to live safely requires a generation of atti tudes. And that these attitudes can arise best from participation on the part of the individual in meaningful, personal-feeling experiences. ELECTRICAL HAZARDS IN THE GLASS INDUSTRY By JOHN A. BERSETH Chief Electrical Engineer Pittsburgh Plate Glass Co. Pittsburgh, Pa. The Glass Division of the Pittsburgh Plate Glass Company is engaged primarily in the manufacture of flat glass and Sat glass products. The two basic products pro duced are pUialicU pUtc glass and flat drawn sheet or window glass. These prod ucts are used as such in the familiar glaz ing applications. In addition, the basic prod Glass end Ceramics Section ucts are fabricated for use in automobiles, aircraft, insulating windows, or building spe cialties. To adequately explain electrical safety considerations, it would probably be help ful to briefly describe the basic manufac turing processes. The first step in glass manufacturing is preparation of the dry batch. Ingredients mch as sand, salt cake, limestone, and soda ash are accurately weighed and thoroughly mixed. This ma terial is conveyed by belt or bucket to the melting furnace and heated to about 2750`F. The application of heat melts down the solid ingredients to form a liquid glass. Window or flat drawn sheet glass is rMuced by drawing vertically from the liquid mass to produce a sheet of desired :hicknes with a natural polish or fire fin ish. At the top of the drawing machine, the product is completely formed and cut desired size, ready for commercial use. The production of polished plate glass :* a considerably different operation. The melted batch is drawn from the furnace '.omoeitally by a pair of water cooled rolls. This continuous"slwet of glass is not trans parent due to the roughness imparted by the roll surfaces. The continuous sheet of >las is then carried on a roller conveyor through an annealing chamber. Following the annealing operation, the glass is me chanically ground with graded sand par ticles and rotating cast iron discs. This operation is followed by polishing with an abrasive applied to rotating felt discs. The polishing procedure imparts transparency and luster to the glass. Older plate glass operations grind and polish on a continuous conveying system made up of large tables. This requires each side of the glass to be ground and polished separately. The installations of reeett years are provided with "twin grind ers" which grind both sides simultaneously. After twin grinding, the glass is moved to the table type conveyor for polishing. In the following safety discussion, it is necessary to emphasize that these principle* apply only to the Pittsburgh Plate Glas:C-'tripauy. I ait) nut .il.lc tu ,-tute these con cepts as those of the fiat glass industry. Mo detailed information on manufacturing equipment or processes is exchanged among corporations as such communication is for bidden by legal decisions. The application of electrical equipment to serve the glass division operation offers many challenges to proride safety and re liability. The following are the items that must be fully considered in our installa tions: 1. Protection of life 2. Protection of plant property 3. Protection of uninterrupted productive output In alt electrical applications, we are re quired to provide an installation that is as free of danger ar.d hazard to personnel as is humanly possible. This requirement must apply to those who install, maintain, or operate the equipment. The nature of glass production and it* consequent need for re liable electrical vrriee make stringent re quirements for safety and reliability in the equipment itdf. The electrical requirements for producing polished plate glass are different from sheet glass due to the amounts of electrical en ergy required. The plate glass operation requires much more energy due to the mechanical grinding and polishing operation. Due to the difference in power require ments. the operations will be discussed sepa rately. A prime requirement for producing pol ished plate glass is an extremely reliable source of electrical energy. This is vital to the safe operation of the melting fur nace and necessary for continuity of op eration In a facility representing high capi tal investment. The melting furnace operates at about 2750*F. The furnace and rolling apparatus must be continuously supplied with cooling water and cooling air. The melt ing operation is carried out on a 24-hour, 7-day basis. Once brought tu full operat ing temperature, the furnace will probably remain in this condition for periods ap proaching 3 years. This process requirement dictates many features of the main substation, receiving liower from the electric utility company. The plants are served with purchased en ergy at primary voltage* ranging from 25.000 to 13S.000 volts. All are supplied with at least two separate sources. Where possible, these sources are Over geographically sepa- 9 1961 National Safety Congress This metal clad air breaker equipment liMj recently been challenged by the high interrupting capacity, current limiting, low voltage fuse. These appear to have excel lent characteristics for the protection tif equipment and offer attractive cost savings. We are using some of this equipment, but are moving slowly as our safety experi ence with the air circuit breaker has been excel'ent. Distribution from this low voltage switchgear is by means of cable in steel con duits, or the new interlocked steel or alu minum armor construction. We have lately used 4 conductors on these circuits. Three phase conductors and one full sized neutral are used. The grounded neutral is run to the distribution point and is provided to insure a low resistance ground path for fault current. This insures adequate cur rent to trip the circuit breaker instantane ously in event of a ground fault. In the plate glass operation, the greatest use of the distributed power is for elec tric motors. The control of these motors 10 >ears ago did not prewnt any more complication titan pushbutton or travel limit switches. For that reason, control circuit* were supplied at 600 volts. The advent of the need to supply automatic operations with the installation of many relay and logic functions has led to the adoption of 115 volt control circuits. This provides greater safety to operator and maintenance man and permits the use of much smaller relay and limit switch components. The extensive use of automatic opera tion has necessitated the installation of ma chine tool type control panels. We have a standardized construction that separates the motor switching elements from the re lay or logic control. One panel section IS devoted to motor disconnect, short circuit protection, and motor contactor. A separate section is used to home all logic relay elements. For trouble shooting, the main tenance man need have no exposure to 480 or 600 volts if the difficulty is m the re lay section or at a switch on the produc tion machine. In producing the rough rolled plate glass, the rolling machine cannot be permitted to stop. Serious and costly damage to rolls, gears, and refractory would be the result of such a failure. For this reason, these loads are supplied with direct current The direct current is supplied by mercury arc rectifier or motor generator. For absolux* continuity of service, a large standby bat' tcry is provided. I: the utility power should fail, this battery will supply all the vital furnace auxiliary motor drives for about one hour. With multiple service to the plants, failure of supply for more than thi` time is of low probability*. In the large plate glass operations, emer gency lighting has been provided by the familiar self contained battery and lami units. These are strategically located throughout the plant. They are for per sonnel safety only. Failure of utility supply stops production of ail items except the melting and rolling operation. Our experi ence over the years has indicated total power failures are not of a frequency1 or duration to require additional precaution. The previous discussion was based_ on a plate glass operation. Similar situations are found in the sheet glass operation but on a smaller scale. This is due. as previously noted, to the smaller use ni electrical energy. The main substation is provided with multiple circuit supply to provide service continuity. Switchgear is provided^ with the same safeguards a4 the plate operation. Since transformers are not larger than 1500 KVA, no differential protection is warranted Fire protection for transformers is by physiol isolation of the units except in instance4 of unavoidable congestion. Here the fire fog water system is applied to minimize hazard to adjacent equipment and structures. Loads are served at 450 volts using the grounded neutral system. A direct current installation, with a standby battery is used to serve motors which cannot be permitted to fail. These motors serve the melting furnace and the machine which draws glass from the furnace. Further protection against failure of util ity supply is provided by a standby alter nating current generator. This is required, since the sheet glass plant electrical loads are not large enough to justify more than normal utility supply. . In the utilization of energy the same methods are employed as in the plate glass operation regarding switchgear, motor wir ing, motor control, and other simitar items. 12 Class and Ceramics Section A third activity of the Pittsburgh Plate Glass Company Glass Division "operation is concerned with the fabrication of sheet and plate glass. This involves the manufacture of automobile windshield, side lights, and back lights. Also, items such as double glazed units, glass doors, airplane glass, electrically conducting glass, ceramic coated spandrel glass, glass with heat reflecting coatings, and other similar products. In fabricating these products, the glass Severally must be brought to elevated tem peratures of about 1200* F. This requires a furnace. Most furnaces are electrically heated and are of our own design. Safety features are the protection of heating ele ment terminals to avoid accidental contact >>* personnel, use of proper insulating ma terial to prevent failure, providing equip ment to prevent overheating, and the provision for rapid shutdown in any emer gency. The latter feature is provided by permitting the operator to de-energize the equipment, but not permitting him to re energize without proper maintenance inspec tion. This is enforced in that restoration requires entrance to a substation and the manual operation of a breaker. The preparation of glass for these op erations has developed many needs for auto matic devices. This requires extensive use of our standard machine tool type control panels and the necessary interlock to in sure safe operation of cutters, grinders, and washers. One operation that makes for an inter esting application of electric energy is the welding of glass sheets. This process is used in the fabrication of an all glass double glazed window. Two sheets are welded to gether with an air space between to form an excellent thermal insulating glass window. The welding is performed with 60-cyde cur rent at potentials in the neighborhood of 18,000 volts. This requires safety interlock* to prevent accidental contact by the operator with energized welding electrodes. It also requires circuitry'to limit current flow to safe values and prevent excess voltage from dashing over the glass surface. This weld ing is performed with the glass at 1200*F and, therefore, requires the use of refrac tory materials which are considered insu lators even at high temperatures. To complete this discussion of the elec trical safety features in the Glass Division. I will briefly review a few problems com mon to production of plate glass, sheet glass and fabricated products. Portable tools always are of concern, since grounding of the case is absolutely necessary. In new installation outlets at 110 volts, I phase arc provided using the 3-wire plug. This provides a means of grounding. Outlets for welders and other large tools are provided at 480 or 600 volt*. 3 phase. These use plugs requiring 4 con ductors, the fourth being a ground con ductor. Even though these facilities arc provided, it is difficult to prevent the making up of adapters so that conventional plugs may be used with tools. The operations must be very attentive to such violation of safe practice. _ A reliable fire alarm system must be installed for each plant operation. This system wilt be provided with adequate num bers of manual pull stations and will also be integrated with sprinkler flow alarms, annunciator drops at a centra] location and coded audible signals which locate the fire area in order that help can be promptly dis patched. This discussion, has reviewed the major factors in die Glass Division's Engineering approach to electrical safety and is a pres entation of our present practice. However, achievement of safe practice requires con stant vigilance. Therefore, *we are in con tinuous examination of all principles to pro duce installations that will protect life, property, and production continuity. ! 13 i L l'J6l Xatiotuil Safety Cvmjrcn IMPORTANT HUMAN FACTORS IN SAFETY By HUGH L, RUSCH Vice President, Opinion Research Corporation, Princeton, N. J. Safety is a subject about which many millions of words have been written and spoken. Our final authority on word usage, namely, Webster's New International Dic tionary--the unabridged edition--has almost three columns, each tO?j inches high by 2yi inches wide, devoted to safety. Starting with the word "safe," and going on with such items as "safety arch," "safety belt," "safety catch," "safety iactor," "safety island," "safety lock," "safety match," "safety pin," "safety razor," "safety switch," "safety valve," and ending with "safety zone," there i almost more dictionary space devoted to this subject than any other item in the entire book. Even such a basic item in human needs as the word "food" occupies less than a column in the big dictionary- The comprehensive nature of this 49th annual National Safety Congress anil Ex position, here in Chicago all of this week, with people in attendance from all over the z.irld. durintr which hundred* of thounnd <vf Hr>rd< will he -poken and written, i fur ther evidence of the importance of the ^afetv problem. Someone may even ask the question--"Are we perhaps saying and writing too much ^hout *fety?" The answer to that question is self-evident--an emphatic "No 1'*--particu larly when we stop to consider that we con tinue to kill nearly 40,000 of our citizens each year m traffic accidents alone. Or when vve consider that last year. ne of the safest on record, injured workers lo*t ,18 million man-days of work. If von add the time that these workers will be off in subsequent years, as a result of their disability, the lost man-days, according to our Department of Labor in Washington, reaches the staggering total of 160 million Compared with the man-days lost due to injuries, the man-days lost by strikes in i960--deplorable as that is--was only 19 million. Safety surely belongs in the hierarchy of human needs, as illustrated on our first chart. Chart A Hierarchy oi Human Needs: 1. Physiological needs (a) Air (b) Water (c) Pood (d) Procreation 2 Safety needs 2, Social needs 4. Esteem needs 5. Self-realization needs The protection of life and limb trout bodily harm really ranks along with our need for air, water, and food, does it not? And the human being is sail the most important factor on this earth. We have built uhio*/-human robots, but they still are not quite human. Those almost human com puters are excellent examples. But, as Pro fessor Baumol of Princeton University recently `aid to me, referring to those com plex computers, "Somebody, somewhere, and in some way, must stilt tell that machine what to do before it can begin functioning." Alter all, every* machine that has ever been built has come out oi someone's mind. And. quoting Charles Lindbergh, "The mind there fore must be bigger than the machine!" But now returning to the subject ox the many millions oi words that have been spoken and written about safety, which I menuoned at the outset, 1 would like to direct our attention to that problem, and to explore that picture with you as the main theme of my message here today. In conducting this exploration with you. 1 would like to draw on the research pro grams of our employee and public opinion index for industry. This is a comprehen sive opinion-measuring system, established in 1943, which is serving over 80 leading cor porations and associations throughout the country. A number of you are acquainted with our index. The work consists of finding out what's in people's heads, and how they feel and 14 Giosj and Ceramics Section act about the problems and issues of the day. Included are international, national, <tatc, city, and county issues, and, o{ course, the subject is safety. Practically all of the work is done by the personnel interview method, and with a national staff of over 1,400 field interviewers, a nation-wide survey of 5,COO to 6,000 inter views can be conducted in a couple of day*, Just aa the industrial world has estab lished, over a pcitod oi vears, very tine physical and chemical laboratories to ob tain great benefits from the forces of suture, we believe there is need for another labora tory, which we call, for want of a belter term, a research department for better hu man relations. This laboratory deals with such things as having a greater concern for people and their well being, not only around tr* bargaining table but in every phase of their work in business and industry, includ ing safety. Such a laboratory1 should take its place beside our big physical and chemi cal laboratories; we like to look upon our index as just such a laboratory, Safely ha* been explored quite extensively in the index research programs, and 1 would like to report to vnu some of these findings. They bear directly on the subject l have been assigned, and I think you will be in terested in seem? them. Let's look fir*t at the extent to which companies communicate with their employees about safety. The employee publication is a very important source of news and inlormation for employees, and we have an alyzed the content of a sample of 100 representative employee publications, using typical three month periods, over a period of years. A large majority--well over 80 per cent--of these publications run articles 'n safety, a we note here: Chart B Employee Publications Dealing with Safety News (Based on a sample of 100 representative employee publications over n period of three months in each year. I 195#................ per cent 1950............. 83 per cent 1949........... 84 per cent 1948..................88 per cent These articles deal with safety in the Ivome, and at play, as well as at work ill the plant- Where the articles Have been presented in an interesting manner, with a novel slant, we have found that readership scores very high. Delving further into the quantity of in formation on safety included in the em ployee publication, a content analysis--based on actual measurements of the amount of pace devoted to such articles--shows that four per cent of the total goes to safety ,md health. Some other ubjcts get more pace, a* seen in the following Chart C. hiit even four per cent is indeed a large nmiuiMi. Oiart C Content Analysis of 100 Representative Employee Publications {Published during a typical three month period) Per cent of Total Space Given to Each Sutject Personals or social news 21 per cent Employee promotion* and awards 17 per cent Company products 11 per cent Recreation and sport* 9 per cent Special department news 7 Pr cent Safety and health v*t cent Company financial repons, 3 Pr cent Company expansion 2 per cent Employee benefits l per cent Other 23 per cent 100 per cent Considering that there ,are approximately 9.000 employee publications in the nation, with an estimated total annual budget of $300,000,000.00, the four per cent represents a total effort of approximately $12,000,00000. It is also important to note that em ployees give top management a high vote oi confidence on safety. As we note in Chart D, a very large majority of 82 per cent of employees say they are very sure they can depend on top executives in their company to make working conditions as safe as possible. IS 1961 National Safely Congress Chart O Employees Give Top Management a High Vole of Confidence on Safety "Very sure I can depend on top executives in my company to , , ." Make working conditions as safe as possible Keep the company growing, moving ahead Run the company efficiently Look out for shareholders i'rotcct employees from arbi trary firing Keep promises to employees Provide steady work and avoid layoffs Deal fairly with unions Advance the most deserving employees See that employees get fair share of company income Per cent of Employees Saying This 82 SO 79 79 G9 67 60 47 45 44 On this point top executives get a rating even higher than on a number of other at tributes of good leadership. Drawing on the index survey, "Progress Sharing--A Powerful Theme to Increase the Following for Management's Leader ship," we note further that company man agement gets a scry favorable vote on plant safety. A total of 61 per cent of the em ployees in a national sample of manufactur ing companies say that management ha* done most to make progress on plant safety, com pared with only 31 per cent naming labor unions, and only 8 per cent naming govern ment, as we note on Chart E. Chart E Management Scores High on Making Progress on Safety (Based on 500 personal interviews with a national sample of employees of manufactur ing companies in cities with populations over 25.000) "Which ha* done most to make progress an .. . Plant Safety Wages (Per cent of employees Saying This) Company Management 61 24 Labor Unions Government ft31 63 13 Contrasted with the high scores on plant safety, note that the company management score on wage progress is only 24 per cent, and labor unions get the lion's share of the credit on this, with 63 per rent of the em ployees so voting. This subject of the employee's opinions about the company's concern for safety was also explored in our survey entitled "The Index Productivity Quiz." In it we have a challenging correlation of safety and high productivity, which I believe will be of definite interest to you. This productivity quiz, incidentally, has proved to be a good research tool for measuring employee atti tudes critical to good operating performance. Our productivity study was conducted in collaboration with nine participating com panies, whose headquarters are located throughout the industrial northeast of the nation, all the way from N*cw England to St. Louis and Minneapolis. One company was selected from each of the following industries: aircraft and auto parts, building ma terials. food, metal fabricating, metal product*, railroads, rubber products, shoes, steel. We interviewed a total of 1.597 employees in 18 plants of these nine companies. First of all, we note that the employee gives his company a high vote of confidence on safety*, as brought out in Chart F. Chart F Employees Give Their Companies a High Vote of Confidence on Safety (Random sample of 1,597 employees in 18 plants of nine companies) "My company is working very hard to im prove Safety and reduce lost-time accidents." I Agree Per cent 83 I Disagree Per cent IS No Opinion Percent 2 "As my company has grown and prospered, employees have gotten their share." II No Agree Per cent 47 Disagree Per cent 50 Opinion Per cent 3 A total of 83 per cent of these 1,597 em ployees say "My company is working very hard to improve safety and reduce lost-time accidents," whereas only 15 per cent dis 16 Clast anti Cernmu'.t S agree. On the other hand, only 47 per cent of them agree with the statement, "As my company has grown and prospered, em ployees have gotten their share"; 50 per cent disagree with this. In selecting the 18 plants, each of the rune companies was asked to pick one "high productivity" plant---where they knew that output per man-hour was high--and then one "low productivity" plant. This gave us paired comparisons on a long series of questions, which were asked the employees, including the question on safety, the result* tf which we just saw in Chart F. Among the employees of the nine high productivity plants, 89 per cent say that "My company is working very hard to improve Safety and reduce lost-time accidents." but only 77 per cent in the nine low productivity plants ny this, as we note in Chart G. Chart G Employees in High Productivity Plants Give Their Companies More Credit on Safety Than Employees of Low Productivity Plant* (Random sample of 1,597 employees in IS plants of nine companies) "My company is working very hard to im prove safety and reduce lost-time accidents/' N'tne High Productivity Plants II No Agree Percent Disagree Percent Opinion Percent 89 10 1 Mine Low Productivity Plants I Agree Per cent 77 I Disagree Per cent 21 No Opinion Per cent 2 Each pair of plants makes the same prod ucts, and each uses similar machinery'- Hence the comparison made in Chart G is valid. While we cannot say that this definitely proves increased safety results directly in increased productivity, we feel, however, that there is Indeed a correlation between efficient operation and safe operation, a* the employee sees it Let's now explore how employees feel concerning the amount of information they receive from their companies about many aspects of their jobs, including safety. This was one of the objectives of a study con ducted in five companies, one from each of the following industries; chemical industry, electric power utility, gas utility, manufac turer of earth-moving equipment, oil pro ducing and marketing. A total of 3,786 employees were interviewed. One of the conclusions of this survey was that top executives are not very knowledge able about which phases of company opera tions the employee wants more information, and about which he does not. Many of the topics that communications executives and managers consider only secondary or umml>ortant targets, we find that the majority >-f employees select as subjects on which they want more information, For example, among the five companies. Company A executives enoqslv underesti mate employees' information needs on ID out of 20 topics. Company B executives misread the market on six out of 15 topics; Company C executives, seven topic* out of 16; Company D executives, six out of 17 topics. But the reverse is also true. We found overemphasis on information employees con-idet unimportant, or where a saturation level lias been reached. Safety information i* an example of this. Most managements rank safety a mu<t of employee communi cations. But in every collaborating company where employees had the opportunity to state their information needs the majority said, "We get enough information on safety," as wi* see in Chart H. A total of 67 per cent of the employees in the five companies say this. .Vnd the consistency of the data is clear because this figure varies only from 64 per cent of 69 per cent in the five cases. Only about one emp1o>ee in four wants more information on safety--between 25 per cent and 30 per cent. Chart H WEiat Kinds of Information Do Employees Want from Their Company? (Based on 3,756 interviews with random amples of employee* in five companies) Safety at work--at play--at home Want More Get Enough Not Information Information Interested Percent Percent Percent 27 67 6 17 1961 j\*aliiitinl S'if/.*/v Conmcss Company plans for the fumre--prediction* nt company's growth Want More Information Percent 75 Gd Enough Information Percent 21 Wot Interested Percent 4 Yet management must keep the safety problem alive in employees' minds. The so lution is not to stop communicating on safety, but to bring the information supply more in line with the emplovee demand hy linking safety to other emplovee needs. "THE HOUSE THAT BILL BUILT" We have an excellent example of an outtandmg article on safety in an employee publication that received verv high readership and made a powerful impact on the employees. It appeared in the monthly em ployee publication of the Bell Telephone Co. of Pennsylvania, which is called The Telephone New*--a 9'xt2" magazine with around 00 pages. The article, written by Mr. David H. Dumigart, assistant editor, proves how creative imagination and good execution can lift a more or less accepted subject out of a humdrum pattern and get real reader in terest. Bell of Pennsylvania employees get safety information through many channels, and hence might be expected to be bored with more of same. By focusing on safetv m the home, the editor gave new currency to the idea of safety consciousness. The first page of the article showed Mr. William Boyd of Camden, Del,, a cable spitcer with Bell of Pennsylvania, in the work-shop of his home, and displayed prom inently the gate he had installed to keep lus two smalt children from getting hurt with sharp tools. In another photograph we -aw Biil and his wife Ruth examining the hacking she had placed on a throw-rug to give non-skid qualities to one of her latest crocheted creations. In still another photo Bill was installing a light switch on a stair rati post to pro vide adequate lighting for people who use the stairs. Falls on stairs account for more than halt of the nation's home accidents. This article, which ran about 12 pages, with many photographic illustrations, re ceived the highest readership scores of thou sands of employee magazine articles that we have tc.-ied in hundreds of such publica tions. A total of fU per cent of the em ployees who f^cived thi* issue of Tlte Telephone ,V(m prove they had read -me or all of the article The average readership wore fur typical articles in em ployee publications runs only about 12 per cent. A total of 65 per cent of the Bell em ployees could ptav back from memory, about a week after they received the magazine, some ideas from the article. A total of 19 per cent could play back ideas contained only in the phootgraphs. The playback show* that many employees could recall as many as !1f a dozen specific safety hints. Among the supervisory people at Bell of Pennsylvania, the readership scores were even higher--a total of 89 per cent read ome or all of this article. The idea play back from the text only was 74 per cent among supervisors. Hence, w# conclude that people do not feet saturated with news advocating safety, provided such information is presented in an mleresimq manner. We have come to the same conclusion about communications concerning highway traffic safety, based on a comprehensive sur vey which we conducted under the sponsor ship of the Pure Oil Co. and the American Trucking Association Foundation. The find ings -'rongty suggest that straight safety reminders--exhortations such as "You must drive safely"--are no longer very effective. But safety information linked up with sug gestions on how to improve driving skill*-- how to drive on icy roads, and who has the right-of-way in traffic circles--do register with and motivate drivers. The title of this study was "Centering Traffic Safety Around Drivers' Motivations." It was aimed at answering two important questions: 1. Do mass communications motivate peo ple to become safer drivers? 2. If sc. what approaches are most effec tive? The project included a canvass of existing material on traffic safety, broad and exten sive interviews and group discussions with traffic safety experts, law enforcement offi cers including judges and local and sate police, and a group of professional driven IS Class and Ceramics Section such as chauffeurs, taxi men, and bus and truck drivers, A comprehensive written questionnaire with 76 questions was then used In interviewing a representative sample of adults, and also a representative sample of teenagers. The study revealed many new facets of the American driver's mind- it shows him to be very sensitive to the problems relating co safe driving in general, and the role of mass communications in particular. He feels that existing communications can very defi nitely be improved. It is impossible of course, in the time al lotted here, to present any more than the very top highlights of a survey of this mag nitude; and 1 will try to do flint. A digest of the study has been published by the Pure Oil Co. and the ATA Foundation. Inc., and I believe copies are still available. Let's look first at what people say about important highway traffic issues and prob lems of the day, some of which are being debated in traffic foraim, traffic courts, schools and legislatures. In Chart J we have recorded how adults as well as teenagers vote on some of these issues. The questions were worded exactly a* they appear on the chart As to whether driving is a privilege or a right, we note that a large majority, 24 per cent, of adults, and a still larger majority, 94 per cent, of teenagers, say that it is a privilege and not a right, as we see under the first question ' Chart J. The movement which is under way re quiring drivers to take periodic tests in order to retain their license gets high approval from both adults and teenagers: 72 per cent of adults and 86 per cent of teenagers *o vote. On the question of whether teenagers are rhe< most reckless drivers, there is sharply divided opinion as might be expected, as wc ee lit the third question in Chart ,f. How ever, the vote Is not unanimous; about six out of ten adults agree. But it is also of interest to note that about one out of six teenagers condemns his own age group a* being the most reckless. When it comes to increasing the number of police ear* in order to make the highways safer, only minorities of both adults and teenagers approve of such a move. Among adults the opinion is almost unani mous that licenses should be taken away from people who drive while intoxicated; about 8 out of 10 teenagers also vote this way. Chart J OPINIONS OF ADULTS AND TEENAGERS ABOUT IMPORTANT HIGHWAY TRAFFIC ISSUES Percent Who Agree 1. Driving is a privilege not a right. Adults........................................ M Teenagers ................. 94 2 Every driver should have to lake a road tet every 5 vear*. Adults......................... Teenagers ......... 7,? 86 J Of all drivers, the most reckless are teenagers. \dults....................................... 57 Teenagers ............................. IS 4. The only way to make highways safer i to increase the number 01 police cars. Adults.......... ......................... 38 Teenagers ................................ 22 5, They should take the license away from people who get caught driv ing while drunk. Adults....................................... 96 Teenagers ................. 78 Going on now to another area of inquiryin the interviews, the driving public itself eetm to visualize mats communications as an integral part of solving the traffic safety problem. In Chart K are the replies to three questions that test people's reactions to safety communications. Note that on all three statements the respondent had to take an opposing view to a frequently repeated dichi- These three statements did not ac tually appear in the order here listed; alt `taiements on a given topic were distributed throughout the entire questionnaire. As we note in Chart K, approximately two-thirds of each group--adult* a* well as teenagers -- evaluate tavombly our safety campaigns. 19 !'M>I iiirty l w*r<jtnx Chart K EVALUATION OF SAFETY CAMPAIGNS BY ADULTS .AND TEENAGERS Percent Who Disagree Safety appeal* along the tugferay arc a w*W erf money Few dnim pay psttmatm to them. AAufca Tutm r* M 58 Safety pruew.itioa material from mamt cranfnws moetly for the sake of publicity and doesn't do any real good. Adults.............................................. Teenagers ................. 69 6B X Once you bear one safety cam paign, you've heard them an. They're all alike. Adults ............... Teenager* ................. 63 67 Exploring the question of giving publicity to accidents as a means ot reducing them, we note an interesting reaction in the minds of drivers, as brought out in Chart L. On the first question, we see that people think that accident reports in the newspapers are helpful in improving safety; about seven out of ten of both groups so vote. However, v$ brought out in the second question in Chart L, drivers usually feel "This can't tiappen to me!'' when they see a picture of a traffic accident Chart L HOW ADULTS AND TEENAGERS FEEL ABOUT THE PUBLICITY GIVEN TO TRAFFIC ACCIDENTS Percent Who Agree i. Accident "box scores'' in news papers remind people to drive carefully. Adult* ...................................... 73 Teenagers....................... <r i When the avenge d-nver sect a picture of as accident be UMsby tlinks "That *;aw t Euppen v. me " *itiuiis jt/ Tvrrwge-s a? This point of view also seem* to be veri fied by other testimony that we obtained ;r<rn the interviews, namely, that every persen considers that he (or she) is not an "average" driver, but definitely above aver age. Nine out of ten adults a the study rated themselves above average in driving dull. They say they're better than average ai*o at obeying traffic laws. Another inter esting point is that among those aduha with *iroe record of a traffic violation--shoot 1? per cent of the total--100 per cot rated themselves above average in driving skin. As all of the evidence, which we have here briefly highlighted, show*, people ap prove of mass eotnzmsacaboes a* a mean* of improving safety, but the evidence also indicates that the approach to the coaumsucations job, as well as the enmmuniration* themselves, can be vastly improved in their effectiveness. On traffic safety, because m->t ever;.one feels that he is above average in driving <kill, perhaps the first step is to establish-- diplomatically, of course--that he c<s not know all the answers. Show hun that some new things have come along since he took his driver's license test, perhaps 15 or 20 years ago. For example, who has the right of way at the traffic circle--the fellow who is in the circle, or the fellow who is about to enter? The evidence also makes very clear that simple exhortation, or preaching, is not very* effective. The message must be presented in an interesting manner with a new and novel slant Summarizing the entire presentation now, in a few capsule sentences if possible, the points listed below that follows seem to be evident from our studies bearing on the im portant subject of safety. These points ap ply to people's reaction to safety programs, whether they are working in a large indus trial plant, puttering around in their homes, taking the car down the Street a few blocks to the grocery store, or driving along at 60 r-ires an hour on one of our super highways. 1. Safety is a basic human need. 2 Industry has been talking about safety m utTge volume lor many years. X Employee* give management a high v-str of confidence on safety. 20 Glass and Ceramics Section 4. Safety and productivity are tinted to gether. 5. Greater communications skid Is re quired in talking to employee* about vtfetv 6. People approve mass communications for improving highway safety, 7 More effective approaches to the mass mmtrucntio"* job must be found. i SAFETY WITH GLASS it By E. C. OSTRANDER Personnel Director. Kopp Glass, Inc. Swissvale, Pittsburgh. Pa. This title eas take in a much larger field than we propose to cover here. Glass i* not only useful, but absolutely necessary a* >ou read the dial of sour night clock. Kt the same time, the pitot wilt not be seen by an enemy observer, but will have visual to our present state of civilisation. All of -ecurity. 'he contributions of glass to our well-beinc A more recent method of illuminating the <nd safety would take much too long to vockpit of a plane ti with deep red light ted here. which provides security and still leaves the For instance, a Dutchman named Anton eye* of the crew dark-adapted. Van Leeuwenhoek ground some glass lenses, The invisible infrared light is used in a made a microscope, and observed microbes. way similar to the ultraviolet. The head One hundred and fifty years later, more lights of an army t chicle will flood the road <<r less, we have Louis Pasteur bending with infrared light. This light is picked up over the nme instrument, and who knows ,md thrown on a screen similar to a tele how many lives have been prolonged! Mod vision picture tube. The driver can maneuver em medicine is dependent on the microscope his vehicle by what he sees on the screen, and many other items of glass. but no light is visible. This eliminates thr With very few exceptions, the glass we hazard. >re going to discuss here functions only as it is seen. The items nude of this glass are signals; signals with meaning for safety. We define safety as ``freedom from danger or hazard." We strive for safety in two ways; U. Wt Lengthen the Odds. The second way we strive for safety i* to lengthen the odds. With signal glassware, we do this in six different ways. 1. By warning--Often there arc obstruc tions which are haxards to airplanes--things I. IF* Eliminate the Hazard, like water towers, radio masts, or high In general, we do this by making a build ing fireproof, putting the manhole cover hack on. or, in the hospital operating room tension lines. These are marked with ob struction lights in a prescribed way, thus tiring warning. i where a tew added degrees of radiant tem Again, as planes come into a large airport, perature could damage exposed brum tissue, : is necessary to suck them up, each at a we filter the ray* to exclude the infrared Greeted level to await his turn to land. On or heat rav, and, a; the same tone. give each plane above and below the fuselage is a high level of iHumi&atxn. This also keeps a rotating beacon light. the operating team more comfortable and Deep in a mine, the cars which remove efficient. the mineral have lights mounted on them to Again we daaaate the fcaerd *hen *t give warning. use glasses wbirh tfkMBit icruibk light, Ships and watercraft of all kinds have either ultraruder ur siwl A pikx'> port and Starboard lights to give warning tockpit may be dluc&aatrd with irfnvtokt and show their direction of travel. The light which will fiwrocr the utifnimeBt haxards of the sea lanes are marked with ; Jnei so that the mmtr xttwmta -an hr rend -gnal glass. 21 IV6I S'aiutnai Safely Congress 2. By defining or pointing out areas of siiety--Exit lights in hotels or theaters mark safe nays to leave. Runway or taxiway lights on an airport mark the safe lanes for landing or taxiing the plane. 3. By creating order, we lengthen the odds. We have traffic systems based on time at every important intersection of streets or highways. You wait >our turn. Or more recently we find automatic counting devices which change the time cycle of the traffic signals to favor a heavy flow from any direction. On the railroad, the system works accord ing to conditions. The train s stopped if there is a stalled train ahead. The signal along the right-of-way is duplicated in the eab with a smaller facsimile of the signal. 4. Bv improving visibility with street lights and floodlights, we make our streets safer. 5 By indicating lights, we inform the ob server that the toaster it on, the wheels of a plane are down, that the fluid level in a pressure system is correct, or that a fire is burning in the stove. We Itavc rendezvous lights on planes so that a bomber pilot can find his refueling plane. 6. We liave certain other glass items that contribute to safety. Suppose a man falls overboard from a vessel, his shipmate tosses a life buoy cyl inder over after him. This contains a bat tery, a mercury switch, a light source, and a lens. As the buoy floats upright, the mer cury switch doses, and a beam of light .(reams over the waves. The man swims to the light and is supported by the cylinder. A boat puts off from the ship and finds the man at the light. Swimming pools are illuminated under ihe surface by lights which permit the bottom of the pool to be seen. This can't be done with floodlights above the surface because of reflections. IIL Required Properties of These Glasses. 1, Color and Transmission. The color must be quite precise. We have working limits, of course, to take care of variations in thickness, and variations from melt to melt. But to the average observer, the color looks the same from, say, traffic light to traffic light. Transmission of the light through the lens must be high to give more punch, and to demand your attention. 2- Refraction. This property of glass is its light-bending power. It varies mainly according to the composition of the glass. A lead glass is denser and will bend the light more. The design of a lens must take into account the refractive power of the glass- 3 Design. The proper design may add strength to the glass item, mav lower wind resistance by streamline effects, may be a compromise necessary to fabricate the item, or may be a means of cutting down the weight, as items used on an airplane. The most im portant function of design, however, is light distribution. A traffic Jens on a four-lane highway must reach up the road far enough to give warning in time to stop. This means a narrow, powerful beam. A traffic lens m the city may control more pedestrian traffic tlian vehicular; therefore, the beam must spread so that it can be seen over a wide area. The lens design controls the distribu tion of light, with the help, sometimes of reflectors. 4. Coefficient of Expansion This property of glass is the rate of ex pansion on contraction with change m tem perature. If the expansion is small, the glass withstands heat shock and is said to be heat resisting. Consider how some piece* are tested in use. A 200 watt bulb is put under a runway light. When equilibrium conditions are reached, the temperature of the glass will be greater than the boiling point of water. It's a real shock when a sudden shower drenches the glass. But the glass docs not break. 5, Tempering. Most of the qualities of glass are the result of the design or of the composition. However, we temper to make glass stronger by heating to a point where the glass will flow under stress, but will not deform of its own weight. We then chill with streams of air. The surface shrinks as it is cooled by the air. The inside flows to relieve stress. Then the inside of the glass shrinks as it cools, putting the surface in compres sion and making it stronger against heat shock and impact Since glass, normally breaks only when a surface is in tension. 22 Glass and Ceramics Section it follows that the surface compression must he overcome before the glass will shatter. > Resistance to Weathering. The composition of the glass must be sue!' (hat the surface will not be affected by weather nor the color by sunlight or any other natural agent. 7. Freedom from Flaw or Error, The signal glass item* must be free of any flaw which would compromise the sig nal or cause taihirc oi me glass in any way. The dimensions shall be within the toler ances specified, and the appearance shall be as near perfect as possible IV, Conclusions. Y We have shown three instances where ,v hazard was eliminated with special glasses. 1. Bv elimination of the infrared or heat rav while illuminating with visible light. 2, By elimination of the visible rays while illuminating with infrared light. 3 Bv elimination of the visible rays while i!uorc<rmg the dials on the m.tniment panel mh ultraviolet light. B. We have shown how the odds arc lengthened in six wavs. t. By giving warning of the pmriu-r m tationarv or moving objects. 2. By defining or pointing out areas of safely with runway anil exit lights. 3. By creating order with traffic signals, either railroad or highway. 4. By improving visibility with street light* or floodlights. 5. By indicating a fact or condition with pane! lights or sight glasses. 6 By special applications as in the life buoy or swimming pool lights. C. We have discussed the properties of color, refraction, design, rate of expansion with change of lemperature, and the effect or tempering or heat treating. We spoke of the need to withstand the effects of weather ing and, of course, there must be freedom from any flaw. We all have traveled here more safely be cause of <7last signals for safety. ROUND TABLE DISCUSSION -- GROUP NO. 1 Discussion Leaders; H. V. GARDNER, Corporate Safety Dir., Owens-Illinois, To ledo, Ohio J. H. GATRELL, Personnel Mgr., Blue Ridge Glass Co., Kingsport, Tenn. Recorders: ROBERT W. MOULTON, Safety ft Plant Protection Supvr., Ball Brothers Co., Inc., Muncie, Ind, E, S. KNEPPER, Supvr., Training ft Safety, Hazel Atlas Div., Continental Can Co., Inc., Wheeling, W. Va. The first question that was thrown out mr discussion was: "How do you develop i.ifety rules for your plant?" (From here '<n questions will be identified by preceding them with a question mark, and suggestions with an "S".) S--First, ask supervisors, clear them through the safety committee, Clear through union committee members. ?--Did unions go along or resist? S--In most cases, unions wilt cooperate most wholeheartedly. ?--After development, what did you do with safety rules? i--Put in booklet form and distribute. Get all new emplovccV signature*, indicat ing that all liave seen them and read them. Give copy to all new employees and obtain signatures. Post on bulletin board for present employees. Have basic rules w-riiten into labor contracts. ?~What do you do to keep them up to date? S--Review them periodically at safety meetings and/or also discuss at safety meetings. ?---What happens it* a safety rule is violated? 1961 National Safety Congress S--Penalty for first warning; second, three day* off: third, discharge. The second question thrown nut by the ehairman: ?--What kind of training is necessary to develop proper safety atufudes on the part of foremen? $~-Bui1d in with incentive plan. S--Have business agent discuss safety rules with the plant manager. S--Build into appraisal system. S~-"HoIJer" loud enough to get result*. The next major question was: s--How do you keep foremen interested? S--Each time there is a serious accident the foreman should be called into the plant manager's office with the safety man la discus* the accident. S--We don't give adequate discipline and, more important, we don't give credit for a job well done. S--Training by supervisors to emptoyees cm the job (tailgate sessions). S--Make part of production. S--Plant manager brings general foreman in to review vvtcty reports prepared by insurance men. S--Best procedure is for the plant man ager to say. "This we will do." S--Have maintenance men sit m on safety review meetings. !y--Mo$t rely on supervision and safety committee to observe unsafe acts. S--Costs should be published only to supervisors. They are more important than frequency rates and seventy rates. S--Fit into a production bonus plan; if workmen'* compensation costs are paid they wilt affect each supervisor's pay. ?--Should the safety engineer report to line or staff? S--Under industrial relations we can get rinser to having safety as pan of produc tion. S--- ft Cut work either nay, depending on many things, i.c,, size of plant, type of organization, work situations, people, etc. '--Discuss the safety director's duties, S-- A general discussion followed. Most safety men have various duties. Various representatives discussed their dunes anil line of reporting. 5--Does anyone here have authority to hold up production until guards are in* stalled ? S--Very few have authority but this de pends on the strength of the individual as a safety engineer. S--Coordination with engineering -- nothing is more permanent than temporary guards. '--Discuss new theories on reaction from silicone dioxide on the lungs. S--Dr, Usher, Owen--Illinois Class Co.' medical doctor, commented that there i* more than silicones to worry about in most states. Chronic bronchitis is compensable. '--How much exposure time must there be before dust is a contributing factor? S--Dr. Usher commented that there is a wide range,of factors affecting susceptibili ties of lungs to disease. '--How U safety supervisory training done and what materials are used? S--Make safetv a part of ail training sessions. S--NSC home study course, S--Insurance carries supervisory training course. S---Personal contact training. S--Supply canned talks to supervision. S--Use supervisory' safety manual pub lished by NSC Have foremen share the instructor's resp nsibiliues. S--R-T discussion as part of production meetings. ?--What do you do about a so-called illegitimate back case? S--Take all cases to court. After the trial, after the claimant is granted a SO per cent disability, management can say, "We do not have any jobs for people who are 50 per cent disabled" This is one wav of preventing future claims. S--Management should hie suit before the employee docs. S--Make certain that the company es tablishes a record of honoring all legitimate claim* and insist on dimitral for those for whom there is proof positive that the claim is Illegitimate. 2i Class and Ceramics Section S--Get doctor's agreement and signature that the man can do the job. Industrial engineer should submit job description to the doctor to assist in his decision. '--What is the opinion of the courts versus commissioners? S--Here, there was a lengthy discussion with the conclusion that, depending on the state or location, one many be preferable to the other ?--If an employee has an agreement pending and the doctor says he is capable, do you let him return to work? S--A definite ye*. RUBBER SECTION OFF-THE-JOB SAFETY AT WORLD BESTOS By J. R. SPEERS Plant Manager. World Bestos Div., Firestone Tire & Rubber Co., Newcastle. Ind. A* vcm know, directly and indirectly, offfItv/cb .iccidem# <ort many concern# /nil* li-.n* and million* oi dollars cadi year. It t our tecling that any program that stresses off-the-job safety tux only will help our employees and their families, but will cer tainly improve the efficiency of our working group. Anv accident that disables a skilled worker, wherever it may take place, costs hit firm money in the Jo** of skilled man power, in the time spent retraining a re placement, and in increased medical costs. It is our understanding that America's labor force last year suffered work acci dent fatalities that numbered less than lialf oi those killed in traffic, home and public accidents. The annual economic loss totals more than IJ billion dollars and about $6 per cent oi this damage comes from non-work acci dents. Therefore, you can see that every Indus* trial concern has a big stake in the offtlie-job safety program for their employees, U'e at World Besios have been conduct ing off-the-job safety programs m Decem ber and in May of each year. Our program for off-the-job safety for i!y, I960, was presented to our Firestone group at our regular meeting during the annual safety conference oi ail Firestone plants in Chi* cago last year. At that time, it was suggested that I (ifc-cnt the pt'iigmut that ne JmcJ worked up lo you. Our plant, die World Bestos Div. of Firestone Tire and Rubber Co^ by nature of its Products, is a small plant in com parison to the balance of the Firestone subsidiaries. Consequently, being a small plant, having approximately 325 employees, we are somewhat limited as to staff and many of our staff member* wear several different hats. At the time of our off-the-job safer', program, wc were alo running an -- -at'ety program at all Firestone subtidtanc... which is known as the "safety check ;-r This program is initiated by the F<reit-.ne Tire and Rubber Co. for the purpose ci checking employees' automobiles to make >ure that (hey are safe. 1 am sure that you are familiar with this type o: check, a* many communities m our country' have this program, or a similar one of their own. In addition to our employees' cars being checked, we also offer to check the cars o< employees of other local industries and the high school, and you can <ce that with our people doing the work of performing the check* on automobiles, it takes part of our Halt to complete the safety check program. SVhen you look around lor a committee or a chairman to work on the off-the-job safety program, with the small staff that you have, you sometimes are putiled as to how to get these jobs accomplished. 1 decided, at the time, tliat probably the best thing we could do to really put hfe behind the program was to pick a committee of men from the various fields in our plant net put them in charge of the off-the-job safety program. We, therefore, picked the following to head up this program: a production fore man, a manager oi our development de partment, our plant engineer, our buyer from the purchasing deoartment. As you can see by the fields from which these men were picked, while they would have knowledge of safety and its processes, they were, nevertheless, not trained experts in the sense that a safety director would be, nor would they have his background. However, this off-the-job safety commit tee took over the job and set up a promo tional scheme and program that I feel is Zt, Rubber Sethon one of the best ever put forth for an offthe-job safety campaign. This program was designed to make every employee well aware of the hazards oi off-the-j'ob accidents and to drive home to the members of his family the important part they play in making the home and its surrounding community a safer place in which to live. This program was timed so that saiety off-the-job would be uppermost in their rrtinds before, during, and after the Memorial Day weekend. This was done in order to make every possible effort to keep our employees accident-free during thi* r<nod. The following is what was used to make employees more satciy conscious: t) Each employee was given and asked to wear during the contest a mechanics cap upon which was imprinted, *-1 am pledged to off-the-job safety." The budget for these caps was nil due to (he fact that the manufacturer of the mechanics caps had shipped them to the World Bestos Div. in error, and had not imprinted them for their intended purpose. He advised that we should scrap them rather than return them and he would furnish new ones to the purchase order he ' ad bees given. Our men. seeing this opportunity to get a prtjmodcnal item tor nothing, asked to have the caps and they stenciled than with the word*. "1 am pledged to off-tbe-job safety," The workers used these caps to the very bat of benefits. 2) The committee arranged for display* throughoot the factory which would accent the most common household and off-the-job icridmn. Thor display* all earned display card* and drawing* explaining what step* 'ould be taken by die employee !-> eliminate these hazard* from his home. These displays included: A) Child to abandoned ice-box. (A lifesire doll represented the child inside the box and a plastic cover enabled the employee* to set inside the ice box.) This came at a very opportune time, as there was a rash of this type of fatality throughout the nation where children had crawled into abandoned ice boxe* in numer ous communities. B> Broken step ladder. (Broken side rails, loose stept, no safety braces or safety feet.) C) Power mower. (With guard* re'noted and carelessness >n operation.) D) Child suffocate 1 in plastic bag. (A life-size doll used inside a baby crib, wrapped in plastic laundry bag.) You will recall that this was about the time that there were also a considerable number of fatalities occurring from such conditions. 3) Two large signs, tweievc feet by four feet. were erected, one at the entrance oi :be plant for the employees, and the other ,n the edge of the company property along 'he busy city street for the general public These sign* read, "May i* World Bes Off-fhe-Job Safety Month." I) The committee drew up plans for an >8 the jcb saiety contest and set up prizes which would tend to promote family parti cipation. These prizes were: First prize, Westinghouse electric toaster. Second prize, charcoal grille. Third prize, electric skillet. The contot required both the employee and his family to participate as follows: A) Required to make a complete safely check of their home in order to correct the tea most common hazards as listed by the National Safety Council, a* these con tributed to more than four million off the job aeodeais each year. B) Take home from work each day the daily saiety slogan and copy the same on their contest forms. (Ten days in all.) C) Employee and wife (or husband) moat sign a certificate at the end of the ,'vctot that the members of their family hav* remained accident-free during the period of the contest ?) Mailed to each employee: \) General information on safety and the causes and effects of over four million borne accidents each year. B) Information sheets and contest rules. C) Contest entry form which contained: .1) Check list of the ten most common hazards as listed by the National Safety Council. 2) Blanks for the daily slogan contest. 3) Contest rules. 27 1961 National Safely Congress 4) Certificate tor signatures of cm* . ptoyee and family that they had remained accident-free during the contest period. 6) The committee contacted the New Castle city official* a* follow*: A) Mayor. B) Police captain in charge ot local first-aid unit and ambulance*. C) Editor and photographer of local newspaper. These men were taken on a persona! tour ot the plant, shown the displays, and the program was explained to than in detail. The committee asked for and received their oooperation m carrying our safety messages in the citizens of New Castle. 7) Arranged local publicity through newspapers and radio, directed at letting the community know what the people at Worts! Bestos were doing for safety m their homes. Here we used extreme care to make sure that our plant workers were brought into this publicity, regardless of what u was. We were able, through the committee's efforts, to set up di-plays at the plant with out any Con t> our company whatsoever. For example, the committee salvaged an old stepladder with broken side rail*, eic., out of the junk pile and beside this display they made a 22 inch by 28 inch display card with a drawing showing a man falling from a defective ladder while painting. The safety slogan here was, "Fix Up Before You Paint Up." Then, the committee found the oldest, most defective power mower they could locate m the community for the next safety display, and here again, a 22 inch by 2S inch card with a drawing of a child's foot pressing the release of the mower. The -afety message here was, "Stop The Mower Before Making Adjustment?." On the next display, the committee went to the local junk man and got from him at no cost an old ice box. The committee borrowed a life-size doll and placed this inside the ice box, and then placed a plastic door on the ice box to replace the regular door. This was done to enable everyone to see inside the box, and along with this ice box was a display card showing a drawing of a child trapped inside, and he was crying the safety message, "Please Remove AH Poors From Old Jce Boxes." The last display, again, was one of im portance. especially at that time, and was of a child suffocating in a plastic bag. The committee borrowed a child's baby bed and placed therein a life-size doll wrapped in a plastic bag. In targe letters over the dis play was the following: "`Don't Let This Happen to Your Child! Destroy All Plastic Bags." Also, about this time, the committee worked out a deal with the local theatre wherein they got the theatre to supply them, at no charge to the company, suffi cient tickets to the theatre to be used as prizes when the committee called an em ployee's home on each day to find out it they knew the previous day's safety slogan, which had been posted on the safety bul letin board. This was done to accent and msure the safety slogan's getting home to the em ployee's family. This was set up to keep the whole family talking safety, and we printed up some smalt cards and attached these to the employee's pay checks on the 1lay before the contest started. The card* read: "If we call, will yuur taindy know the slogan ? Each day during (he hours at 11:00 A.M. to 12.00 noon the commit tee will phone the homes of five em ployees. If anyone present in the home can repeat, word for word, the safety slogan of the previous day, we will send them two free passes to the theatre. Enter the slogan daily on your contest entry blank and keep it near the phone You may be a winner." Each day the commtttc then would pick at random five names to be called, {three from clock, two from salary). When ihe phone was answered, the committee would say: "This is the safety committee 01 World Bestos calling. If you can give me yesterday's safety slogan we will seed you two family passes to the theatre. You have 30 seconds to answer." If they gave the answer, the committee congratulated them and - sent them the tickets. The committee would suggest they be ready in case they were called again. Each day, then, the committee would post in the safety booth near the prizes the list Rubber Section of names called and whether or not they muld answer with the safety slogan. This created a great deal of interest and I think almost everyone in New Catk knew our previous day's safety slogan. During all of this safety program, we re ceived very hne cooperation from the local paper in getting the safety message not only to our employees, but to the citizens of .Yew Castle, and the acceptance of this program was very good. We also received from the city of New Castle and its mayor a letter thanking us for the off the job safety campaign as con ducted by the World Bestos plant, wherein he stated that he was sure that our program was a big factor in keeping the accident rate in our city 10 a minimum during this period, and that if ocher industries in New Castle would follow <mr example. New castle could be made one of the safest cities ca the country. y-st prior 10 the Memorial Day shut down, all 01 our employees were handed *hat is known a teaer card, which stated: "Notice!--Layoff." Then in small print: "Of accidents during the memorial day weekend. You read this notice because >uu thought it meant your job. Read it again--it may mean your life" This was handed to the emplojee on lit* last working ;hift before the holiday weekend by his foreman, and it is needless to say that this notice received quite a bit of at tention from the employees The purpose of this leaser card was to *hnck them info thinking about safety jusi before they took to the highways for the weekend. At the end of ihc contest, forms and cer tificates were accumulated irom the em ployees and the judging was done b> individuals not connected with the safety program. The winners of the contest were then given their prizes. These prizes went as follows: First pn/c: Employee of maintenance crew. Second prize: Production employee, as bestos sheet packing operation. Third prize: Production employee, heavyduty brake block unit. Really, everybody iu. a winner somewhere along the hue by participating in our off-the-job safety campaign, but the real big winner was World Bestos, who was able to report lu the parent company in -\kron that we had no off the job accidents during the campaign pcrk-d. PRODUCTION AND ACCIDENT PREVENTION ARE PARALLEL AND PARAMOUNT By JIM LOW Staff speaker, National Association of Manufacturer*. New York, N. Y. The only reason you are here learning new accident prevention techniques is that you feel you haven't reached perfection . . that you have the belief that nothing is good enough . . . that "good enough" it seldom "good" and never "enough." You believe we have made progress in creating safer conditions, yet some addi tional tool or tools must be used to reduce the figure of thousands of on-the-job lost time injuries. You believe that a record shouldn't be simply something to stand on--rather to build on. I challenge you to use your most important tool--Leadership--to help people reach the goal of a safe, rich hf^-not just seeking after rich living. In order to help them, you must recognize their baste, human needs--must remember the four funda mental wants of people'. 1, a sense of belonging; 2. recognition; 1961 National Solely Congress 3, new experiences; ' i security. (Not just economic, but emotional, spiritual and psychological.) In order to And the greatest satisfaction, we must not forget these eleven funda mentals of leadership: 1. Remember the "three RY' -- be Ready; be Reasonable; be Right, 2. We must know our business. si We must remember the rule to "Be \ ourself!'' 4. We must be able to sell. 5 We must be willing to take responsi bility with authority. 6 We must know our organixation's policies and objectives. 7. We must team to express ourselves effectively. h We must have a knowledge of our economic system. 9. We must be able to inspire. 10. We must have character, integrity and consistency. 11. We must use the Golden Rule. I challenge you also to set an example b> llie way you live. Always remember the lesson in (his verse: I'd rather see a sermon than hear one --any day. I'd rather one should walk with me than merely show the way. The eye's a better pupil and more Killing than the ear Fine counsel is confusing, but ex ample's always clear. The best of all the preachers are the men who live thdr creeds. For, to see the good m action is what everybody needs. 1 can soun learn how to do it if you'll let me see u Hone; 1 can watch your hand in action tho* your tongue too fast may run. All the lectures you deliver may be very wise and true. But I'd rather learn my lesson by observing what you do; For T may misunderstand you and the fine advice you give. But there's no misunderstanding how you act and huw you live. There is no place in employee-human re lations for that disease called complacency, Safety is )our business and it's a good busi ness--but never let yourself get so bogged down with "busy-ness" that you forget this important function o your business- I challenge you to remember that: The best verse hasn't been rhymed yet; The best house hasn't been planned; The highest peaks haven't been climbed yet; The mightiest riser* haven't been spanned. So, don't worry and fret, faint-hearted; The chances have just begun; The best jobs in safety haven't been Started: The best work hasn't been done. I challenge you to keep in your mind, your heart and actions the theme of this National Safety Congress, "Safety Every where . , . All the Time"; to believe that production and accident prevention are par allel and paramount; that your goal will be closer, depending upon your use of your tool--Leadership. .10 Rubber Section THE INDUSTRIAL NURSE'S ROLE IN THE SAFETY PROGRAM By REGINA KNAPP, R.N. Head Nurse, General Tire Sc Rubber Co., Akron, Ohio The role of the Industrial Nurse has many *pect* and it would take much time to clarify the exact position the nurse should have in planning and executing a safety program in industry', but she definitely -Imuld be on the team. The nurse and the -afety man touch directly on every person itt the plant--they cross every organiza tional line and have the broadest field of .ill for communications. 1 believe results obtainable from present <afety measures have readied a plateau and limited progress can be expected from this atenue of approach. I do not like the fatahtic concept of ac cident proneness as a cau*e nf accidents. 1 believe psychological factor* arc more often llie cause of Industrial Injuries. Future earns depend upon the medical team. There is no one in industry better qualified or m a better position for psychological coun-cling than the Industrial Nurse. Today with the increase in productivity per person, there is a shift in the nature of work being done; there is a definite swinging away from manual labor. Auto mation demands thinking, understanding and directing of machines. There is less wear *nd tear on the muscles and bones and more demands on the nervous system. The sound VWy *< the product of the sound mind. Three words keep milling around in my mind when I attempt to formulate the In dustrial Nurse's role in this particular phase --men. minds and machinery; impossible to separate jet equally impossible to coordinate perfectly, I believe it is this area of im perfect coordination that results in acci dents. We cannot arrive at total success in weeding out the why's in this area but there arc some things we can do to narrow the margin of the unknown. It is not easy for me to decide which comes first; men, minds or machinery but from personal experience, t will start with machinery. t recall an experience m m> early * r>( industrial nursing An employee came to the dispen<ary with a badly bruited toe. Following the pattern of obtaining the his tory of the injury while repairing the dam age, I asked "How Hid you do this?'* He an.wered ``I dropped a pallet on my toe" Mv answer to him was ignorant and abrupt because the only pallet I knew anything about was the pallet in a person's mouth. From hi< reaction to my stupidity, it wa apparent to thts employee: t, This nurse knows nothing about the machinery with which we work. ' This nure is not interested enough in llie empfojee- to find out about our working environment An industrial nunc cannot hope to be a part of any safetv program without a work ing knowledge of the types of potential ac cidents in her plant. She need not know how to operate the machinery but must know- what kind of injuries can be caused by them. Then she will know the areas in the plant where the most accidents are likely to occur, Frem this understanding. he quickly recognizes too many injuries in a relatively sate department. Properly main tained machines, altvav* operate in a pre scribed manner jo when an accident occur* we must turn to the human clement for the cau**, With this knowledge, the next step is to contact the safety department and re port on the undue frequency. T his approach creates a good working relationship between the medical and safety department. It is rarelv possible for the safely department to correlate minor in juries with a department or an individual without the help of the nurse. Minor injuries disrupt the production in any. department. A quick check can be made into the situation by the safety de partment. No report hy itself gives the answer but we already know it is more often human than mechanical failure that causes accidents. 31 PLAN NOW-- TO ATTEND THE 1962 NATIONAL SAFETY CONGRESS Celebrating the 50th Anniversary of the NATIONAL SAFETY COUNCIL WHEN; October Zt tbreofk I, H42 WHERE: Coarad Hiltoa HM. CUcaRa The Nation*] Safety Con^reas brings together safety people from all over the country--10,000 of them! By attending the Congress you become part of the largest and most important safety meeting of the year. You meet safety men with the same safety problems and respon sibilities you yourself have. You exchange view* and ideas on accident prevention, health, hygiene and fire prevention--on safety in industry, in traffic, at school, at home and on the farm. From a program of more than 400 meetings, discussions and demonstrations you select the activities that interest you most and that most closely relate to your safety work. This week-iong educational program--planned and pre sented by the National Safety Council--can bo your most inspiring, most thought-provoking safety experience of 1962. See the Latest in Safety E^aipectt At the Greatly Expanded Caagress Exhibit Hall See nearly 300 exhibits! This alone--the largest of all safety equip ment exhibitions--will make your trip to the Safety Congress worth while. The industry's leading suppliers will display their newest and best safety products for your inspection. See . . . compare . . . ask questions. There is no finer opportunity to reach well-informed buying decisions for your company. OFF/CERS OF THE GLASS AND CERAMICS SECTION NATIONAL SAFETY COUNCIL 1961-62 Gentrat Chairman--Clinton Ballinger. Owens-Illinois, Gas City, Ind. First i'ice-Chainnan--William H. Price. Oweus-Corning Fiberglas Corp, Toledo, Ohio Seeand Vice-Chairman--E, S. Knefper, Continental Can Co* Hazel-Atlas Div., Wheeling. \V. V*. Secretary--I. E. Morrison, Pittsburgh Plate Glass Co^ Pittsburgh, Pa. Xevtrietter Editor--Roiert W. Moui.rox, Batl Brothers Co., Inc., Muncie, Ind. Program Committee--Jolts Rheinheimer >'Chairman), Kaiser Aluminum & Chemical Corp., Mexico, Mo.; Robert Evans, Ford Motor Co., Nashville, Tenn.; William H. Pbicx, Ovscns-Corning Fiberglas Corp., National Bank Bldg., Toledo, Ohio: David T. Quigley, North American Refractories Co., Cleveland, Ohio Engineering Committee--John J. Foster (Chairman), Foster-Forbes Glass Co., Marion, Ind.; Howard J. Baker, Pittsburgh Corning Corp., Port Allegory, Pa,; J. W. Bloom, Owens-Illinois, Fairmont, W. Va.; Lee B. Hawthorne, Jr., A. P. Green Firebrick Co., Mexico, Mo. Health Committee--Gijcnn S. L'-hkr. M. D. tChairman), Owens-Illinois. Toledo, Ohio; Ru$ell \V. Fils.sk, Ferro Corp., Cleveland, Ohio; *W, G. Hazard, Owens-Illinois, Toledo, Ohio; `John V. SKendall, Harbisun-Walker Refractories Co^ Pittsburgh, Pa. M.'mbertkip Committee--John S. Hall (Cluinium), Kaiser Aluminum 2; Chemical Corp,, Columbiana Refractories Plant, Columbiana, Ohio; `John B. Fuu.lx, Kopp Glass lnc., Swsssvale, Pittsburgh, Pa.; Jones Hernandez Osuxa, Accion Social Rcgiomontana, Monterrey N. L.. Mexico; E. W. Miskinjs, Pittsburgh Plate GIas Co,, Glass Research, Harmer Township, Pa. Atioeiationx Committee--Fmxk ). Bentley (Chairman), Broekway Glass Ox, Inc, Brockway, Pa.; .A. H. Burkett, Owens-Illinois, Toledo, Ohio; Frank Davidson, Owens-Coming Fiberglas Corp, Newark, Ohio; Dokk Sire, Pittsburgh Plate Glass Co., Fiber Glass Div,, Shelbyvjlle, Ind. Sru-rietter Committee--Robert W. Moulton (Chairman), Ball Bros- Co., Inc-, Muncie. lnd.; `Edwin L. Wray, Ball Bros. Co., Inc.. Muncie, Ind.; John Rheikhkimck, Kaiser Alumimtra it Qiemical Corp., Mexico, Mo.; John J. Foster, Foster-Forbe* Glass Co., Marion. Ind.; Glxnn $. Usher, M. D., Owens-Illinois, Toledo, Ohio; John S. Hall. Kaiser Aluminum & Chemical Corp., Columbiana Refractories Plant, Columbiana, Ohio; Frank J. Bentley, Brockway Glass Co.. Inc., Brockway, Pa.; John J. Long. Pittsburgh Plate Glass Co., Cumberland, Md; *H. V, Gardner, Owens-Illinois Glass Co., Toledo, Ohio; Frank Manning. Ford Motor Co., Glass Div., Dearborn, Mich.; Doan .Voce, Pittsburgh Plate Glass Co., Crystal City, Mo.; ,1. E. Morrison, Pittsburgh Plate Glass Co., Pittsburgh, Pa, Safety Promotion Committee---John J. Long, (Chairman), Pittsburgh Plate Glass Co., Cumberland, Md.; *J. H. Gathixl, Blue Ridge Glass Co., Kingsport. Term-; Terry Castle. Castle-Hanson Corp., Rochester, V. Y.: Ralph W. Pettit, Sk., Corhart Re fractories, Louisville, Ky. Safety Context Committee--*H. V. Gardner (Chairman), Owens-Illinois Glass Co., Toledo, Ohio; `Harry A. Jackson, Frigidairc Div., General Motors Corp., Dayton, 35 Ohio; Dal* H. Kuhluam, Libby`Owens-Ford Glass Co, Rossford. Ohio; Amw Oresick. Pittsburgh Plate Class Co., Ford City, Pa. Off.the-Jab Safety Committee--Feanic Manning (Chairman), Ford Motor Co., Glass Div. Dearborn, Mich.; Charles Camv, Thatcher Glass Mfg. Ca, I no, LawTeifeburg. Ind.. *,(\Mt> 1. Mowus, The Federal Glass Co, Columbus, Ohio; F.rr.r,se S. Garr, Armstrong Cork Co, Dunkirk. Ind. Training Committee--Doas Soct t Chairman), Pittsburgh Plate Glass Co, Crystal City, Mo.; W. W. Boxcix, Foster-Forbes Glass Co., Marks, Ind.; Geoacs Milos, General Refractories Co.. Philadelphia, Pa.; `Clyt* C Rvtwk, Pittsburgh Plate Glass Co, One Gateway Center, Pittsburgh, Pa. Xaminations Committee--'`Edwin L. Wray (Chairman), Ball Bros. Co, Inc. Muncie, Ind.; Johx V. Skexpall, Harbison-Walker Refractories Co., Pittsburgh. Pa.; Clyt* C RUDOtCK, Pittsburgh Plate Glass Co, Pittsburgh, Pa. 'Blowers and Ruggers" Committee--(Past Genera) Chairmen)--Fred G. AndeisOX, Corning, N. Y.; H. V. Garunes. Owens-Illinois Glass Co., Toledo, Ohio; John P. SnceHKMSOS, Ball Bros. Co,- Inc., Muncie, Ind.; James L. Mowus, The Federal Glass Co, Columbus. Ohio; J. C. Dittue*. Cranford. N. J.: T. R. Doxochue (deceased). Pittsburgh Plate Glasa Co.; W, G. Hazaio. Owens-Illinois. Toledo. Ohio; Hariy A. Jacksok, Frigidaire Div., Genera! Motors Corp, Dayton, Ohio; J, H. Gatmu, Blue Ridge Glasa Co, Kingsport, Tenn.; Johx B. Fullex, Kopp Glass, Inc, Pittsburgh. Pa,; Russell W. Frank, Ferro Corp, Cleveland, Ohio; Clyde C. Rltodick, Pitts burgh Plate Glass Co, Pittsburgh, Pa.; John V. Skxxdall, Harbison-Walker Re fractories Co., Pittsburgh, Pa-; Edwix L. WaAV, Ball Bros. Co, Inc.. Muncie, Ind. Staff Representative--Charles S. Wocrr. National Safety Council. Chicago. 111. Past General Chairmen OFFICERS OF THE RUBBER SECTION NATIONAL SAFETY COUNCIL T961-62 General Chairman--Ray Hart, Corporate Safety Dir., Davco Corp, Dayton, Ohio Pint Vice Chairman--Crezszx S. Kxccex. Personnel Mgr., Carlisle Tire & Rubber, Div. oi Carlisle Corp., Carlisle, Pa. Second Vice Chairman--Frank C. Starsird, Safety Mgr., Firestone Synthetic Rubber & Latex Co., Akron, Ohio Secretary--J. J. Raytkwich. Supt.. Safety & Security, United States Rubber Co., lohet, III. Xescsietter Editor--S. T. Burrows, Safety Dir,, Mansfield Tire & Rubber Co-. Mansfield, Ohio Engineering Committee--C, R, Covert (Chairman), Mgr. Safety & Labor. Goodyear Tire A: Rubber Co., Industrial Products Div., Akron, Ohio; K. \V, Faischilp, Safety Dir., Firestone Tire & Rubber Co,. Akron, Ohio: G. W. Nickel. Mgr. ot Safety, Armstrong Cork Co., Lancaster, Pa.; *G. H. Bi.-rkh.mujt Dir of Safety, General Tire & Rubber Co., Akron, Ohio Health Committee--VV. A. McCauslaxd, M. D. (Chairman), B. F. Goodrich Fc^itwenr 4 Flooring Co.. Dir, of The B. F, Goodrich Co., Watertown, Mas?.; W. . McCormick, Mgr.-Jnd. Hygiene 4 Toxicology, The B F. Goodrich Co,, Akron. Ohio; HU A. Manning, Mgr.-Safety k Hygiene, Goodyear Tire & Rubber Co., Akron, Ohio; L. H. Balloc, M.D., The Firestone Tire k Rubber Co., Akron, Ohio Membership Committee--West Dni'rion, F. J. Frame (Co-Chairman), Dir of Safety, Goodyear Tire & Rubber Co. of Michigan, Jackson, Mich.; East Division, N, R Hl-xto (Co-Chairman), Safety Engr, Dunlop Tire 4 Rubber Corp., Buffalo, N. Y.; W, J. Doolinc--East, Fire & Safety Engr., B, F, Goodrich Footwear & Flooring Co, Div, of The B, F, Goodrich Co., Watertown. Mass.; *F. \V, Sands--West, Ind Hygienist, United States Rubber Co., New York, X. Y. Visual Education 6r Training Committee--H. S. Schaeffer (Chairman), Dir. of Training & Safety, Firestone Tire & Rubber Co., Pottstown, Pa.; E. . Gqldsworth, Safety Dir, Gates Rubber Co, Denver, Colo,; V, G. Coax, Mishawaka Plant, United States Rubber Co, Mishawaka, Ind. Publicity, Trade Association, and Liaison Committee--R. G Forejt (Chairman), Mgr, Ind. Relations, General Tire & Rubber Co, Pennsylvania Div, Jeannette, Pa, Rules and Regulations Committee--.*T. J. Cain, J*. (Chairman), Dir. of Safety, The B. F. Goodrich Ca. Akron, Ohio Statistics Committee--K. K. Kitchel (Chairman), Safety Engr, United Rubber S: Chemi cals, Baytown. Texas Mechanical Goods Committee--F. E. Stevenson (Chairman), Safety Dir, Firestone Tire k Rubber Ca, Xoblesville, Ind.; C. E. Baku, Safety Dir, Flooring and Adhesive Div, The Flintkote Co, Chicago Heights, III.; X. C Longee, Safety Supv, United Stales Rubber Ca, Passaic, N. J. Reclaim Manufacturing Committee--R. P. Aye* (Chairman), Safety Supv, Naugatuck Chemical, Div. of United States Rubber Ca, Naugatuck, Conn.; *R- M. Boyles, Dir. .17 i Ind. Relations. Midwest Rubber Reclaiming Co.. East St Louts. HL; *M. R. Batch*. Ugr. of Safety. Firestone Tire & Rubber Co.. Akron. Ohio Rubber Laboratories Committee--L. W. Boui.tox (Chairman}, Safety lit Plant Protection Supv, Polymer Corp, Sarnia, Ont.. Canada; F. U. Williams, Carlisle Tire ft Rubber, Div. of Carlisle Corp.. Carlisle, Pa.; J. R. Wcthehholt, Safety Supv, United States Rubber Co, Baton Rouge, La.: . t. Francois. Safety Supv. United States Rubber Co., Research Center, Wayne, .V ,L Fire b'afelr Committee--T. F. D*,vts (Chairman), Safety Dir , H F. Goodnch Sponge Products. Div. ot The 11. F. Goodrich Co., Shelton, Conn.; .1. H, Hager. Safety Dir, *'ihio Rubber Co., Willoughby, Ohio; "R. W. Fictczs. Goodyear Tire & Rubber Co, ^kron, Ohio On-the-Job Safety Committee--D, M. Caxsox (Chairman), Safety Dir, United States Rubber Co, Detroit. Mich.; A. C. Howard. Safety Dir, Kelly-Springfield Tire Co, Cumberland, Md.; "S. A, Weight, Supvr.-Safety ft Hskpg, Inland Mtg. Div, Gen eral Motors Corp, Dayton, Ohio S\nthetie Manufacturing ContmMte--E. F. Mm (Chairman), Safety Mgr, Copolymer Rubber ft Chemical Corp, Baton Rouge, La.; K. K_ KrrcHxs, Safety Engr, United Rubber ft Chemicals, Baytown, Tex.: L, W. Boulton', Safety ft Plant Protection Supvr, Polymer Corp, Sarnia. Ont, Canada Advisory Committee--*C. E. Beck, St Clair Rubber Co, MaryviHe, Mich.; *T, H. Boro, Safety Engr, Manhattan Rubber Div. of Raybestos Manhattan. Inc, Passaic, N. J.: R. A- Butlock. Personnel Mgr, Corduroy Rubber Co, Grand Rapids. Mich.; *G. D. Caoss, Firestone Tire ft Rubber Co, Akron, Ohio; /, L. Dean, Supvr. of Safety, The Firestone Tire ft Rubber Co, Memphis Tire Plant Memphis, Term.; *W. M. CiArr, Mgr. of Safety, Health ft Fire Protection, United States Rubber Co, New York, N. Y.; R. H. Wilsoh, 1LD, Medical Dir, The B. F. Goodnch Co, Akron. Ohio Staf Representative--R. G, Bujcmat, National Safety Council, Chicago, ill. 'Past General Chairman CONTENTS INDUSTRIAL SUBJECTS SESSIONS Integrating Accident Prevention with Production................. Thormn A. Sullivan 5 Modem Role of the Safety Specialist .... ...............Chat!cs A. Ciaft 7 The Psychology of Accidents ................................ John Moclrer, M.D, 11 Communications for Safety--How Can We Make our Safety Messages More Effective? ...... Lee W. Baker 13 Safety Engineering--A Modem Concept. ,.. John J. Ahern 16 Dynamic Safety Criteria--an Engineering Approach William A. McAdams 19 Mechanical Accidents . . Robert P. Barrows 23 Review of Significant Accident Case Histories, Electrical Accidents . Herbert J. Metiger 27 Safety in Multi-Plant Operations . . Panel 30 Are There Too Many Safety Rules? . J. E. Nichols 33 Achieving and Maintaining Respect for Company Rules................................................. , ...............Hornes F. Van Namee 35 The Constructive Use of Discipline in Safety Violations . Standish C, Riddle 39 Safe Application of Electric Controls on Machine Tools. . . .F. C. feregoy 43 The ASA Disabling Injury Frequency Rate Is a Good Measure of Safety Performance........................... . E. R. Wallace 45 A More Dynamic Approach to the Prevention of Back Injuries in an Industrial Environment............................. C. F. Martin, MM. 4 Safety's Role m Preventing Back Injury . . .Charles W. Boggs 51 Human Engineering and Material Handling Safety Willem S. Frederik, M.D., Ph.D. 54 CONTENTS -- Continued Safe Handling oI Low Level Redioisotopes . R. Hartis 59 Safety Rule Enforcement--A Key to Accident Prevention Richard R. Wiley 52 Damage Control--A New Horizon in Accident Prevention Frank . Bird, Jr. 65 Training tfe Plant Defense Corps John 5. Twornty 70 What Do W* Expect of the Safety Engineers? G. W. Harper 72 Design Specifications for a Safety Engineer 7, H, Rockwell, P t.D. 7$ Preparing the Safety Engineer and Upgrading Performance 0, A, leaver 79 The Kintz and Browne Fire and Static Electricity Demonstration G. M. Kinti and H. F. Browne 95 Better Driving for the Whole Family William F, Sabota 87 Getting People to Understand Law Enforcement Franklin M. Kttml 93 Officeri of the Industrial Conference 1961*62 95 Other Volumes in the 1961 National Safety Congress Transactions Back Page Induslnai Subicrtt Sessions INTEGRATING ACCIDENT PREVENTION WITH PRODUCTION By THOMAS A. SULLIVAN A. O. Smith Corporation, Milwaukee, Wis. We would like to offer the experience of our Granite City plant as a case study in the inttfmioo of accident prevention with production. We hast tried to present facts to you and not draw coneiu.-ion*. If these facts can five sou clues as to steps you ran take in your own plants to tie accident prevention into ;our production processes this is (he most that vre believe can come from such a study. We would b* the last to claim we have discovered any panacea for the complex subject of plant safety . This esse **udy is interesting because it uu i new plant m a new area for .V O Smith Corp- The exposure volume is sig nificant, about 3,000.000 manhours per year. From the beginning we had a safety direc tor. who t* sull there. Me is a staff man and mujt get all anion through the operat ing people. \t the ^tart-up of the plant two problems developed which complicated our problem irrmcdtatelv : Certain automatic assembly equipment win nut readv when product deliveries had to be made. Our Cftnjxtitur* were not ready to pro duce at ali * we had to carry the entire requirement* of our customer for the first few* months of cur operation. As >lhi might suspect, this required the hiring of green workers and green super visors and made the training problem nlmmt insurmountable at the beginning. We have tried to put our wltole story ott this chart. It looks complicated but if you will follow along with me we will take it one step at a rime. The chart U divided into four areas : The acadent frequency data. Production demands and union relation ships. Management action. Safety and housekeeping. Accident and frequency' data show the number of lost time accidents per month since the plant began production in Sept J954. You will note that ive have identified intunev to maintenance men separately from production people as the nature of their ex. poure is different and may be of some sig nificance. For example, in 5959 and I960 every other aecident w-as in maintenance, although the hours of exposure of the pro duction people is 10 times that of the main tenance men. The frequency rate is a 12 month running average. Production demands and union relation ship* are grouped together as things ovt which the management of the p1.ni! did not have complete control The start-up of new models it* the summer of each year should have an adver-e effect on safety because new equipment is present and men are back from a layoff of 4 to 6 weeks and presumably 'out of practice." An examination of the chart doe* not dis close such a trend. Rather the accidents veem to bunch up in the later months when the heat is on to produce at peak efficiency. However, the data is not conclusive here either. The effect uf union activity on safety, while at first appearing adver?e--after the union certification in 1955--doe* not show any discernible pattern. The accidents oc curring after the major work stoppages in 1956 and 1957 do not seem to be related to the stoppage any more than to the model change* which occurred shortly thereafter. In fact, it took* as though the formation of the Lmion-Man-vgenscnt Saietv Commit tee in 1959 had a major favorable effect on accident frequency. Th* frequency rate for the two year penod since April 1959 is 0 78 per million manhours of exposure. Management actions -- There v "re four manufacturing superintendents during the i*riod on the chart--identified ,t A, B, C .ind D. The frequency rate for each was; 3.47; B--1.20; k--3.15 and D--1.53. S 196! \'alionai Safety (,vngre* Making allowance (or the startup problem .Huoli seriously affected .Vs record, it looks like U had the best record and C the poor* est. 1 would like to venture my opinion here that the attitude of the manufacturing nperimendents toward housekeeping and 'atetv lwd a major effect on the record *( this plant. There were three managers during the t*riod on the chart- The frequency rale fur t.irh was: i-4.08; 2-1.88. and J--0,00. The Monthly Management Plan of Action Meetings starting in February 1958 have lind important results. The safety director presented safety projects to the manager and Ins entire staff and got their backing. A time table and plan of action was set up lor each project anil progress compared from meeting to meeting. Tiie need and approval for two engineer ing studies developed as a result of these start wettings were safety of welding fix tures and a lighting survey--especially on the second shift. The welding fixture study not only corrected some serious safety liasards. but also resulted in a corporate-wide manual on "Engineering and Designing for Safety." Safety and housekeeping--In 1956 the safety director began issuing safety proce dures. These are tabulated in Exhibit 1 at tached. They also are shown as P on the chart. It i to be noted tliat there was a flurry of them right after the Management Plan of Action Meetings started and again after the Union-Management Safety Com mittee started. The two most significant procedures were: Eye protection, issued June, 1952, and In vestigation t.| near injuries, issued April 1958. The eye protection procedure eliminated policy contusion on border areas such as hkcr rooms, aisles, yards, ctc^ and sig naled the beginning of a strict eye protection enforcement campaign. The investigation procedure was an out* cropping of the Management Flan of Ac tion Meetings and became an effective com munication device on hazardous conditions. U is the belief of our safety director that g.4 housekeeping is an important factor in developing a -ate plant. 'Hus belief he demmi'tratcs in a practical way by continually developing programs to improve housekeep ing practices. On the chart you will note that they started back in October 1954 and continue on a regular basis up into I960. It will be interesting to look at Exhibit II which lists these programs. Vou will note how the operating supervision art tied into the program. These, then, arc the facts that seem to have ?r>me relation to the safety record of ihi* plant which ha* twice earned the Na tional Safety Council's Award of Merit and lias twice earned the A O Smith Corp. President's Safety Award in competition with twentv other divisions of the company. Perhaps li studying this data you can form your own ronehiMons and find some application to your own problems. EXHIBIT I GRANITE C1TT PLANT __ HEALTH AND SAFETY PROCEDURES _ Description Dt at Original t*u Plant and Hre Brigade................................... t9Sf Sickness and on the Job Injuries-.Jan. 1957 Reeelring Plant Visitors................. Mar 195? Cutting and Welding Permits....... April 1957 Fire Safety and Prevention........... April 1957 Safety Eye Protection.......................June 1M* Cote and Bundle Passes........ ......July 1957 Oxygen and Acetylene Cylinders...Nov. 19S7 Press Repast Control,...................Mar. i9W Flammable Liquids ........................... star. I95S Safety Locks and Tags.....................Mar. 195* Investigation of Near Injuries....... Apr. 195* Power Truck Maintenance............... Apr. 1959 Tornado Alert and Evacuation....... Sept. 7959 Portable Grinding Wheels............... Sept. 7959 Compressed Air .................................. Oct, 1959 In-Plant Railroad Safety..........Nov. 1359 L.F.G. Equipped Power Trucks... .Jan. 79*6 OTHER GENERAL BULLETINS Basic Winter Driving Rules. Reissued annually Heat Exhaustion ........ Reissued annually Accident Coats ......................Issued as needed Points of Safa Conduct... .Issued as revised Key Programs EXHIBIT JCK GRANITE CITT PLANT HOUSEKEEPING October 1959-- The first step toward orderly housekeeping was the establishment of safety lines to Iden tify alaleways In Hie production areas of the plant. November 1)5-- Housekeeping conditions were reported by plant patrolmen on their Patrolman Watch Reports. These items were occasionally or ganised Into a housekeeping action report by the safety supervisor and eent out to all su pervisor*. October 1955-- A Housekeeping Committee was formed to make housekeeping inspection*, and report their findings to the supervisors involved. This committee consisted of the safety super visor. plant superintendent plant engineer, and production control supervisor. industrial Subjects Sessions February 1954-- Tbt activities of tbe housekeeping commit tee were stepped up Regular meetings were scheduled and other start members wer* a*, signed to s-rre on the committee. January 1957-- Housekeeping responsibilities were clearly defined by the Granite City staff and the safety supervisor. April 1*5*-- . The Manufacturing Superintendent assigned housekeeping inspection to area rorvmen. May 1951-- Our housekeeping program wa# intensified. Color slides of housekeeping conditions in the plant were reviewed by the Granite City staff after each inspection and then by ail manufacturing and maintenance supervisors. January 1959-- Management concentrated on improving the switch board area, compressor rooms, tbe propane farm system, pumphouse, and other tsolated areas. January 13*0-- Elimination of ail homemade ctnptoyev * conveniences such as benches, shelters, sail,rnanders, ate. July 1*0Repalnting all work areas and machinery, aisle lines and storage areas. MODERN ROLE OF THE SAFETY SPECIALIST By CHARLES A. CRAFT Georg* Fry and Associates, Management Consultants, Chicago the subject oi aiut> is not lorcign to me or to virtually any layman. In tact, it has been pounded into us at every turu troro the time we were able to walk and to understand. With all the exposure we have had, we should know all about safety. But, we certaiuly don't act like it! We're the one* (calling ourselves grown men and women), who are so "unsatety conscious" that vve --find ourselves in the middle oi a busv mtersectin, after the light has turned to green wi . jut having looked either way. --neglect to connect the ground wire on a power tool. --drive at "0 miles an hour on a tollroad, two lengths behind the car in iront of us. Suddenly it all became clear! 1 realised what this five-day meeting and the 10Jpage program was about. It's a dire plot! Half spend their time plugging up the structural and mechanical weaknesses to make us complacent so that the other half cm spend their time bombarding u< with posters and slogans to overcome our complacency. It may not he modern, but it's a good "racket.'* Seriously, I suspect this is one oi your biggest problems. The better you do your job, the more eomplacent we become, and the mote we take you tor granted. When we talk about something being "modern," we implv a change has taken place. 1 am ure w will all agree that, in general, our lives and our environment have changed--so much, sometimes, that a is almost frightening. To determine his modern role, a satety specialist is pri marily concerned with changes titat have taken place within his own environment, with respect to the specific company for which he works and the people with v> liwm be deals. htnee as an individual you arc, or should be, most iamihar with the changes that have taken place within your own specinc environment, it may be presumptuous ior me to talk to you on this subject. But, lit case some oi you have not recognized the changes, or have interpreted changes io be more iar-reaching tltau they really arc, l will proceed with my analysis. Each company, ot course, is different and because oi time limitations, vve can consider business and industry only in general. It has hcen my experience that major changes have and arc taking place in in dustry- For purposes oi my presentation today. I have divided the changes into two categories. As the first category, n general, busi ness lias become more sophisticated, larger in size, more diversified, more market oriented, moTt tost ctwisevon*. The net results of these change* is that business is becoming more involved and 196! Saffix Congresi more complicated, More time and atten tion ire required for areas directly related to the major objects e oi maintaining a pro&t for the stockholder. Consequently, there may be a tendency to spend less time in areas not a*, directly related to the end objective. 1 am including -aivty a* mc oi these areas. 1 am sure that there are many who are ready to challenge the assumption that safety is not an important iactor in the ultimate profit goal and probably rightly so. But. remember, I said not as direetty related as other areas. 1 am not necessarily defending this condition, but am merely stating it as a situation that at least is understandable -- a situation to which you have contributed personally by the excellent progress in reducing the accident rate. There has been a second category of change in business which is just as natural today as it was when the very smalt bust* ness first grew into long pants--when the owner was unable to maintain a close day-to-day contact with the individual worker because of the company's size. To counteract the tendency to neglect those areas that may appear to be less directly related to the ultimate profit ob jectives and to better fulfill their objec tives. management is doing more planning and organizing, developing or taking on more staff specialists, and establishing more controls. Yes, we do find major changes have taken place, and are taking place in busi ness In general. It is logical to presume that there have been and will be major changes in the role of the safety specialist --changes to make him more modem and more up-to-date with the modern business wo-ld. 1 can cue several changes in the tech nical role ..i the safely specialist. For cample: 1. In a company that has grown to a multtplant operation, the safety specialist may find himself in a different role, be cause he no longer has close contact with the production floor. 2. In some eases, the apparent large increase in the amount of claims has re sulted in more time required of the safety specialist. g .1 Uso, tn some cases, t-pporiuimu for reduction in insurance rates have In come more apparent and the safety spe cialist is being usrd more hi this respect 4. Because of these changes, the loca tion of the safety specialist in the organi zational structure may have changed. 1 am not going to dwell on changes of this type for several reasons: First, they are not universally appli cable. Seeond, I don't know enough about your business to discuss them intelli gently. And, third, they are, to ine, iij them selves, relatively unimportant. What 1 believe is substantially more important is that, regardless of the spe cific change in his role, the safety special ist must fully understand the ramifica tions of the change. White remembering his basic purpose, objectives, and goals, he must take intelligent and responsible action. For example, he must understand that because of growth, diversification, and more complication in general, it is not surprising that top management is pay ing less attention to hi area of activity. If this is taking place, he must under stand that the good job he and others have dene to improve the safety record makes it even less surprising. He mull further understand the part he plays in the second category of over all change: better planning, better organ izing, and more and better staff special ists. Top management is doing more of this because it is the logical way to make up for the lessening of specific attention caused by growth, diversification, and in creased complications. The safety special ist. in this situation, must realize that a* a staff specialist, he it expected to seithat his function is properly and com pletely fulfilled: this is the reason for lieing a staff specialist. Furthermore, if he does not feel that his function it receiving the proper rela tive attention in the over-all plan and r-'ganization he is expected to say so. To become effective, as in the ease of any important function, the function of safety must have a proper definition in the or ganisational plan, and the related respon Industrial Subjects Sessions sibilities. and authorities must be clearly defined. If this is uot the cast, and the situa tion is to the detriment of results, the safety specialist, as a specialist, is ex pected to "speak his piece" and not to assume that top management has thor oughly analyzed the situation and that this is their last word, t dwell on this because 1 have sees some weak organiza tion plans from the viewpoint of safety, and, believe it or not, a surprisingly high I'rrcentage with virtually no mention cf the subject. I am sure, in most cases, this was not the intent of top management. One danger connected with a major change in his role is that a safety special ist. like anyone else, may be so impressed with the growth, diversification, and so phistication surrounding him that he tends to forget the baste purpose and objective of his function. Many things have changed, but 1 am sure that the basic purpose and objective of safety is not one of them. Regardless of the size, di versification, sophistication, or complica tions in a business, the man and the machine in the shop remain basically the same. Certainty the elements are shinier, taster, and sharper, but f wonder how much human nature has changed? Some of us, in considering our place in the organization, become more concerned with its effects on our place in the run, than with its fulfillment of our primary objectives. I cannot generalize about spe cifically to whom in the organization a safety specialist should report. Whether it be to engineering, to personnel or to the treasurer is. in itself relatively irrele vant. The basie consideration is to be sufficiently close to the employee and to the operations affecting him, whether by contact or by influence, to be effective and to fulfill the basic purpose. However, 1 Ttvuid like to talk about your general po sition in the company organization. I am reasonably sure that in the case of most of you here today, two conditions are common: You, as a safety specialist, are in a staff position rather than a line position. Those in the line position have been given either in written form, verbally or inferred, "the responsibility for the safety of the employees reporting to them." To a beginner in business, these two conditions appear to be at cross purposes and, unfortunately, many who have been in business for many years still fait to understand them. If you as an individual arc having problems getting your mes sages across, this may be your trouble: possibly you have not given the subtect enough thought or study. To understand this condition, we must review some of the basic principles of organization. If you remember, I men tioned earlier that one of the changes that companies arc making today to counter act the lessening of top management'* attention to specific functions is to im prove on and increase the number of staff specialists. This is one of the reasons for staff specialists, but there is a more basic reason. There is, or should be. is your com pany, a direct line from the top produc tion man down to the employee on the bench; a line of specialists in the field of producing a product The man at the bench is the real production speciah'* and as we go up the line, the seope n* r. vision broadens as does the requ~ -= .-m to co-ordinate the actual production op. eratfon with other areas essential to safe, economical performance. *?o. basically. we have a production line manned by individuals who are, in vary ing degrees, specialists in producing and in co-ordinating. These men are dealing directly, day in and day out, with equip ment. materials, facilities and people for the fundamental purpose of producing products according to schedule. Tbi* is their forte, their specialty. And. in order to do their job cffectlvelv, thev must ha*-e hoth responsibility and authority. Many would go even further and specify the need for full responsibility and authority. Although most production line person nel have a working knowledge of support ing areas such as quality control, engi neering, personnel, accounting, safety, etc., and some are at least semi-specialists In one or more of these areas, it would be impractical to expect them to be special ists' in all of these areas, particularly with respect to the details. Mor could we ex pect them to have the time to perform tlie details involved. The more basic reason for staff special* 9 1961 Xahcnol Safety Congress isis is to supply pecialtxcd experience and time. How must they supply it r As i service to the tine supervision! The line kupervisors must retain the responsibility and authority, and too often, herein, lies Inc ml* Here communications and under'landing often fail. Notice that I said "service" to the line supervision and not "*ervitude-" The taf? specialist must function as a -ervice to the over-alt company as well. He must have an outlet through which he can recommend those changes impor tant 10 the company as a whole without undermining the tine organization--a targe order, but a necessary and reasonable one if understanding, judgment, initiative, and ingenuity exist. In my opinion, at least half of the staff specialist's job is the <ame regardless of the specialty: namely "i.tfrlrina effectively rvith people in a sen* . capacity." I hare been discussing a fundamental ami basic phase of business, f apologize to you who have found it repetitive, who already have a clear definition of linestaff relationships, and who have no major problems in this respect. To those of you who do have major problems concerning your dealings with the line organization, l suggest that you question your under standing of the relationship as it has been established and your related attitudes and actions. I am not putting the entire onus on the safety specialist. The line supervisor ha a definite share in the responsibility for making the relationship work, and the arrangement may be relatively ineffective if top management has not supplied the necessary education, clarification, and co operation. But, I think it is significant that I have encountered a greater number of sub-standard performances among staff specialists winch were caused by a failure to adjust to this relationship than those vub-standard performances which were . result of lack of education, experience, or ability. It was suggested that 1 also discuss "how the safety specialist can be of great est value to management." I believe 1 have touched upon this subject through out my talk so I am going to close with a summary of major points. To be of the greatest value to manage ment, 1 believe the safety specialist should: t. Be a specialist! Study the field, team the technical aspects, be creative, develop approaches, and trade ideas. 3. Analyze the current place of safetyin his organization, determine the exist ence or lack of clearly defined responsi bilities and authorities, and suggest neces sary changes to management. 3. Re-define the basic purpose and ob jectives of his function. Consider his po sition in the organization only as to how the purpose and objectives of his function can best be fulfilled, 4. Keep management informed of the status of the accident records, of the re lated cost to the company, of the planned programs for cost reduction, and of the progress being made. 5. Study and thoroughly comprehend line-staff organizational relationship and the reasons for this relationship. Realize that to fulfill the basic purpose and ob jectives of his function, this relationship must be effective, and that a targe portion of his job is to make it effective. To do so he must: --be a student of human nature- --be understanding of the responsibili ties and problems of those with whom he deals. --be humble but responsible, and dedi cated. --sell himself as well as his programs. 10 /m/lf St'jSi 'IIC THE PSYCHOLOGY OF ACCIDENTS By JOHN MacXVER, M.D. Asst. Medical Director. U, S. Steel Corp., Pittsburgh, Pa. I should like to Ugm b> lucaung what 1 love vutlun a birder frame nt reference. M> i.terull |.tub*nphy ot *cci- >ient prevention is that it involves die whole person living within a total com munity within what has been called his "life-space." I would add the codicil that "no man is an island," that for die most part we do not live as individuals, but as groups, large and small, family groups, industrial groups, and all the rest. This total community--this Uic-space--may be quite safe, only relatively safe, or quite unsafe. No one would disagree with the assertion iltai we cumot be satisfied, despite our cca-ional triumphs, with the overall acci dent picture in our communities. I am not concerned in this presentation with accidents in this total context. Rather, I want to "focus down" on one segment, the psychology and psychopathology of ac cident occurrence. Psychology I would roughly define as the study of behavior which is more or less normal or healthy or which "make* sense,** as opposed to psychopathology, or the study of behavior w hich is more or less abnormal or unhealthy or which docs not appear to "make sense." It is in practice oftentimes difficult to separate behavior of the one sort from the other. In thus restricting myself I am elimi nating vast areas of investigation and ac tivity which have played a premier part in reducing the accident toll. This is the part played by engineers, chemists, hygienists, and public health workers in making our environments so much safer than they were in yean past Let us imagine a community--and there are tens of thousands of them in this coun try--where great efforts and equally great sums of money have been directed towards the ultimate goal of a safe life for all-- for child, and adult, and oldster; for house wife and workman alike. And still the ac cidents occur. Kven though they occur less frequently than before, the toll stands out in dearer and more terrible relief within the framework of our healthier communities ".mimtiiitic-, where lor example comimuncablc Uimsijc mortality is virtually a thing of the past We might conclude that it our resultdo not quite measure up to our effortv, perhaps we have been neglecting one or mure aspects of the problems we face. 1 to indeed think tve have been neglecting the human animal--the fellow who gets into accidents despite all our work, energy, teaching, and admonition. I might add that just about all of the safety >peeialists 1 iiavc talked with in recent years seem to agree on this point: we must in the future, and beginning now. endeavor to get a dearer understanding of the psychology and psydio- pathology of accidents, especially all those accidents that from an engineering and rules and regulation viewpoint have no business happening. 1 am not in the position to set down the answers to this great problem. The an swers lie first in the recognition ot the psychological aspects ot accidents and their prevention, and second in the recognition that a great deal of sophisticated and ex pensive individual and team research will be required. Alt that I should like to do is to suggest a few leads or possible di rections for thought and discussion. A fa vorite word among researchers these days is "heuristic," which means, that a stated point of view is not given with finality, but in the hopes tliat it will lead to state ments which are more precise and which liave higher truth-values.* The heuristic ap proach is, of course, as old as Socrates, and it is this approach which 1 am taking. As a student of human behavior who U a psychiatrist, t might say a few .ords about mental illness and its relationship to accidents. I am not impressed by any over whelming relationship between mental ill ness and accidents with the dual exception of alcoholism and mental illness among the elderly*. By- no means do 1 wish to deny some correlation between accidents and psy chological disease of every type. However, and I want to underline the following a 1961 Notional Safely Congress n most important point, when ,1 task Is Hazardous tn small measure or large, people with psychological handicaps tend to be se lected out of these tasks by either formal or informal procedures; and turther. it is my impression that such psychologically handicapped individuals show some tendency to select themselves cm ot hazardous posi tions. Where superordirutc >>r peer group or self-selection is tor one reason or another only weakly operative, then, ot course, the correlation between psychological handicap and accident occurrence becomes stronger in proportion to the complexity of the task and the hazards which the task presents. U this has validity, another important point follows. If in fact there is a complex and in part hidden selection process which works in favor of minimizing the probability of accidents, why do accidents occur m this selected population t I would suggest that accident* tend to take place when for any number of reasons, an individual who is usually a safe operator temporarily fails into the psychologically handicapped group, but continues at the same task. It behooves us, then, to bring to light temporary states of stress, to recogmze them in ourselves and others, and to take appropriate steps to withdraw from (he task until the stress is dissipated. This, I suggest, is what ! believe more or leas permanently psychologically handicapped in dividuals tend to do on their own. And now, a few words on "accident-proneness,'' so called. Many people tn the safety held who have investigated this concept-- I think that 1 can include myself in this number--have recommended that the term be dropped, at least tor research purposes or where terminological precision is re quired. There is little objection on the other hand to using the phrase casually in a descriptive sense. ! can assure you that "ac* ddent-prooeness" as a specific psychological entity becomes pretty elusive when one trie* to pm down what it really means. Some have suggested that the term "ac cident susceptibility" be substituted "Acci dent susceptibility" takes into aicount all the factor*, not just the psychological, which tend to predispose an individual to accidents or to protect him from them. Let me proceed to what I think of as a special difficulty we face in acadcnt pre vention in the light of normal human psy chology. Human beings learn many things from repetition. There is a conditioning process; habits are formed; and we are thereby enabled to acquire multitudinous patterns of automatic behavior. This is be havior which we carry through, as we say, ''without thinking." These habits are posi tively conditioned by actual repetition 01 the unit of behavior. There also exists a negative conditioning process. This is well illustrated in Mark Twain's witty saying tliat a cat that sits on a hot stove will never sit on a cold one. Let me make it clear that 1 do not want to minimize unduly the impor tance of revelance oi negative conditioning by pain or minor accidents or admonition from any of a number of sanctioning sources. Rarely an individual is born without pain receptors--that is, there is a ncurologicallybased inability to feel pain--and opportu nities for negative conditioning from the environment arc severely reduced. Such in dividuals are severely handicapped and ac cidental injuries become a serious problem. There are, however, two great difficulties with negative conditioning in accidents. These are 1) Significant accidents--while in the aggregate they occur in great.num bers--are quite infrequent in the life of the individual. And since there are so many things not to be done and to be avoided, even though the deleterious consequence, the accident, may be months or years away, the human psyche does not $uy impressed by the negative sanction. 2) Negative condi tioning is not nearly so conducive to psy chological automation as is positive condi tioning and the resultant active habit formation. { can illustrate the dilemma by a ficti tious colloquy between a harried mother and her probably male child. Mother: "jun ior, don't do that.'* Junior; "Then wliat hall I do?" And Mother, her patience ex hausted, counters with: "I don't care what you do, but don't do that" The mother in tius dialogue, with whom we can all sympathize, has not provided a positive program for her young hopeful's self-as sertive and exploratory drive*. Positive conditioning--not what not to do but what to do--allows for repetition and the development of patterns of healthy auto J2 Industrial Subjects Sejstou* matic behavior, for the realization oi inHard gratification, and at times ror reward and approval from one's fellows. This is ,i most important point for safety educa tion As between the precept "Never put knife into a toaster ' and "Always lock out an energy-producing device before you work on it." the second statement is not only far more powerful and susceptible to generalization, it t positive and make* far more sense psychologically. This leads me to another point on human motivation and mastery-. humans we .earn to mastery, and at 'imes we do not hrink from facing hazar , injury, or evj* death in challenging an at-tunes unforgiv ing foe--our envtroomem, the world we live n. Perhaps thu is seen most clearly in our recreational pursuits, but t believe the ten dency' goes iar beyond recreation and sports. Man has had some ot his very grrat*t moments while wilfully facing danger. By the rule ot opposites, safety is often thought of as dull, and safety procedures as unworthy. To invoke the little boy again, mother says, "Junior, be careful, don't do that," and the boy, with a touch of disdain liom of healthy self-confidence. says. "I ran do it," and docs it This is mastery. So with the mountain climber who challenges the mountain because "it is there," or the experimental pilot and the spacemen. The drive for master)', again. What many lose sight ot is Unit there is no one more safety conscious or con servative than the men who are rngased in what might be considered perilous enter prises. ,\* Shakespeare has Hotspur say, "Out of this nettle, danger, we pluck this llower, safety." The result oi the popular confusion between mastery and foolhardi ness is the tremendous paradox that it may well be more hazardous to rnwt Times Square against the lights than to shoot oil into space. Our challenge in safety educa tion is to give free rein to the bent for mastery* while at the same time to clearly distinguish between being the master ami being the fool. 1 have touched only -.ujwrncially on a few points m this complex field of safety psychology, i would not ask you to agree with anything 1 have said: by the same token 1 would be immensely gratified ii anything 1 have said perchance leads to further thought and discussion. Let us give more and deeper thought to safety psychology. Our reward for giv ing this subject the attention it deserves, and applying wiiat we learn, will be com munities truly healthier to live m than any the world has yet seen. COMMUNICATIONS FOR SAFETY--HOW CAN WE MAKE OUR SAFETY MESSAGES MORE EFFECTIVE? Bjr LEE W. BAKER Mgr., Information and Community Services, Allis-Chalmers Mfg. Co. Milwaukee, Wis. Eesscniially, it seems to me, die National Safety* Council and its auxiliary groups arc among the most "communicatingest" organizations that I know of. They consti tute a regular communicating machine, you could almost say, on the subject of safety. On the general subject of communication, t want to moiticn some information ! gleaned recently from the Social Science Reporter. An article in that publication dis cussed it L'niversity of Minnesota stud, of 100 companies regarding the pattern of "dropoff'' in cvmmunciutlou from the top ilovvn, This pattern was shown: vice presi dents understand 67 per cent of what they hear from the board of directors and top management; at the general supervisor level, 36 per cent of die same information sur vives; by the time it reaches the plant manager, the level is down to -10 per cent: I'J'jI Wttii'iuii ia/,'fv t fitgres-t .uihJtMt ii'rvmui, it dip* lu 30 per cent, and among individual workers, the level of understanding Mitk> ii> 2D per cent. In other words, one out ui live message* from the top gets thruugh to the men 4111 tins tine. Wlut i the rcuxxi tor this heavy loss in uxmmmtcauon* And wlut can be done about it? According to the Minnesota iieople, top management does not have a good under* .unding ot the attitudes, opinions, ideas and suggestions of the people at the bottom of the whole business structure. Downward communication is only going to be raised significantly in its efficiency when top management acquires a better understanding ot these factors. One way to reduce the loss, it is sug gested. is to cultivate good listening habits in everyone is the business--top manage ment, general supervisors, plant managers, foremen and individual workers. The article also pointed out that in verbal communication the TM1M moves faster than the voice. Most adults think four umes as fast as they talk. The average American speaks at a rate of 125 words a minute among his family and friends, 100 words a minute in front of an audience. Vet most of us think at a "cruising speed" ot 400 to 500 words a minute. As a result, most speakers have trouble holding their audiences' attention. Most audiences "ihink circles'* around speakers, ;md many get lost on tangents. Thus teaming from listening operates at an average efficiency of only 25 per cent. Two days utter a talk, you've forgotten threefourths of wh3t you heard. Well, there are some interesting facts for you to think about while you're cruising along at 400 to 500 words per minute ahead of my talking .peed. From those observations on general communication, let us move to the more specific subject--and my real topic--com munication for safety. Briefly, to start off, I'd like to say a word about our objective in this kind of communciation. What are we trying to ac complish when we communicate for safety? Primarily 1 think you'll agree, this is the point of the subtitle; "How can we make our safety message* more effective?" Our real objective is to communicate effectively with people--to cunummicale in a way that has an effect--that leads to a desired action ur result This mean, that cltcCttve *um> coin- mnnicuiiou i> iliat which ha. a result in people thinking more safely, in people acting more safely, in people living more safely. From the standpoint ot industrial safety, and that i. the concern of most of you, 1 think, your objective is to communicate so effectively that you see a really obvious and practical result through a reduction in sever ity and frequency rates. If we accept this objective: let's think about how we are going to carry on effee* five safety communication to gam the objective. There are a lot of ways to communicate. Media--we u.uallv say, when talking of the various mans of communication--are the way to get safety messages, and oilier mes sages, across to people. These media can be subdivided by the method 01 Cunimumcation we use. The first category 1 call environmental media. This is an unusual name--perhap-. Here 1 include such things as. 1. The absence of mechanical guards on machines--the lack of adequate warning signs--when needed 2. Also--in the employee environment --careless, unsafe, behavior on the part of the supervisor, i. These, of course, are negative as pects of environment communica tions They can be turned around for the positive effect. Thus, the in stallation of all necessary mechanical safeguards and warning signs indi cate the employee is working in an environment managed by people who believe in safety. Thus, also, the supervisor who acts in a careful and sate manner--avoiding for example, the temptation to temporarily forget safety in the interests of expediency when faced with a rush job--com municates the attitude of safely minded management. The other media are less unusual and more commonplace- There are the visuals-- the banners over plant gates or across large shop areas; films, both slide and movie; special exhibits and displays, preferably easily portable, so they may be moved from u fnduitnol Subjects Scstoms one location to another; then there are the items to be worn--buttons, pins and pocket protectors. The next media category is * very large one--and certainly widely used in com munications on safety--it 1$ the written media, the use of printed materials. In this category are employee publications -- the magazines and newspapers issued bv most companies these days -- pamphlets and folders, u*ed as employee handout material --letters to employees .ind mailed to their homes--special safety reports, such as an annual record of fiqurc- telling the story of the past year's accident trends and ac complishments--tetters and reports to super visory management Finally, there are the media of oral communications. These are the most com mon, occur more frequently than any other. \nd--if there can be a rating from the standpoint of importance -- then I suggest tiiat the oral media are the most important --can be the most effective. There is more than one way 1 could substantiate this statement. One good refer ence source is a leading opinion research organization. When information is the prime objective in employee communications, according to this report, printed media are best suited for the job . , , these are the employee publications, letters, bulletins and others referred 10 a moment ago. These media lend themselves to repetition. they can be easily distributed, contents can be controlled and adjusted to meet a specific situation. But . , . when motivation is the objec tive, and certainly this is important in con sideration of safety messages, the word of mouth communications better fills the bill. Person-to-person channels are adaptable to the individual employee's interests -- and they meet his desire for participation . . . provide a direct feedback channel for the employee to express himself. In the oral or person-to-person category are safety messages conveyed to employees tn croup meetings. These mav be conducted by the supervisor or by a staff safety representative. The oral communications betwet.t the staff safety representative and the supervisor are important in conducting a total safety program. Uppermost in im portance, however, is the supervisor 1 cm- pio>ee relationship From the standpoint of safety messages this is the prime oral com munication--it follows that the supervisoremployee communication is the No I ot any media AU other communications are really a support program, to reinforce tins personal safety communication with the supervisor. Now two quick observations--one tavurable to those of you who are interested tn more effective safety communication*, the other posing an obstacle. On the favorable side, most managers tank safety a must in emplojee communica tions. This has been reported in a national opinion survey. In my own company, we conducted a communications seminar earlier this year. In advance of this, we sent questionnaires to plant managers on subjects pertinent to the seminar. One portion of the questionnaire asked the plant managers to took over a list of 23 topics for communica tions and rank them as very important, important, not very important. VS'e found the entire group i managers ranked only three topics as very important tor employee communications. One of these topics was safety. Management does want to talk safety. Now--about the obstacle. Survey reports show that when employees are asked to state their information needs, the majority sav, in effect, that they are well enough informed on safety. Vet there has to be constant communications with employees on safety--to keep the subject alive in em ployee mind*- A recommended way to over come this obstacle Is to find ways to link .afetv with other subjects, instead of `traight safety reminders -- such a*, for v \ample. "Work Safely" or "Drive Safely" --safety information can be linked with useful suggestions on handling materials, 'penning machine guards, good house keeping--or with suggestions on how to improve driving skills, such as how to dnve on icy road*, or who has the right of way m traffic circles. tn connection with the use of media t rant refrain from mentioning--and giving a high recommendation to--the extremely comprehensive "Everywhere ... all the time!" program of the National Safety Council. This program--originally developed by AlHs-Chalmers people following the 1961 Xalionat Safely Congress inspiration and urging oi Mike Biancardi --demonstrates how to use a variety of ` media to make safety messages effective. We would all like more dependable ways to weigh the effectiveness of the media we use. The eareh for testing effectiveness s;oes on constantly by people who work in every field of communication We're some what in the position that John Wanamaker of department store fame was in . . . you know, he rcioiulionizcd merchandising through advertising, but he frequently said. " knotc' 50 per ccm of my advertising budget is waned, but I ran never be sure u7ifc/i ?0 per cent of it is." Even though wr can't be sure ... we must always keep trying to find out. Com ments and reaction* of supervisors, em ployee feedbacks, studies and surveys--all can be helpful in determining the effective ness of safety messages. I have for \*ur consideration what I've called--and not very originally. I'll admit-- ten tips for effective safety communications. The first of these ten tips is-- t. Know your safely e>`mmunications ob- icctives. Your safety rumunication* ought to be aimed at the main causes of accidents. These cause*. 1 understand--stem from the human elements of the employee and super visor--and from the working conditions. Your objective *hould be to eliminate all lost-time accidents ... to reach that magic "zero frequency" figure and hold it. through information, education, motivation and in* spiration, The humanitarian aspects of tins objective are obvious. The economic aspects, while not sc obvious, are equally important . . . not enty in the reduction in compensa tion costs, but also in the corollary point that a sate operation is generally a more efficient operation. 2. Establish your safely communications channels all the way from top manage ment daunt to the individual employee. Your safety conmuinic;ition> must come from the top. This doesn't mean the presi dent or board chairman must sign each piece of literature, but it does require an opes endorsement by top management of ihe objectives espoused in your safety com munications, Once you have this executive endorsement. your superintendents and supervisors Slave some assurance that they can communicate with authority on safety matters, just as they can on other matters of management concern. Nothing under mines a foreman's safety efforts more than the uneasy feeling that his boss is going to "chew him out" for spending so much time un safety. Encourage your supervisors to be safety supervisors. A good portion of your safety communica tions should be directed at the line super visor, to assure his alignment on the "safety team." In a well-run operation, the super visor may be running a department which has a lost-time accident as infrequently as once a year or )e*. He may tend to take his employees' *afi y for granted in these circumstances. Actually, with this type of safety record, the supervisor knows a good deal about the principles of accident pre vention. But he needs constant reminders to keep these principles in application. A good point for him to remember is that safety is a management obligation and he, the -upervisor. i the first line of management. The Bell Telephone System u*es a slogan which ha* become a way of life for em ployees , . . "No job is so important that we can not take the time to do it safely." /. Remember, good safety communication* is a tuv-unty street. Just tiji other form* of vmplo>ec com munications require some provision for registering employee reaction and comment, SO do your safety communications. Nothing could hurt your accident prevention efforts more than a `V. what?" attitude toward employee suggestion* and comptamts. The man on the iob i* often in a better spot m *cc and analyze hazards, and to recomnrnd action before he or a fellow employee t* injured. He must be convinced that his uggestmn*. his opinion* are important afcty communications. J Keep your safety communications flex- ble. Naturally, any good communications pro gram requires advance planning. And safety communications arc usually timed to gfre vacation safety tips in June, winter driving suggestions in the fall, and so forth. But it would be a mistake to format an in Sndustnat . :s oessitms dexible program which would not be ad justable to fit the existing conditions. If a rash of back injuries occurs, the campaign should shift to lifting and material han dling, even though It may have been com mitted to electrical hazards in your original scheduling. A shift in the use of various communications media may also be called for, when it becomes apparent that certain efforts are less effective than it was hoped they would be. 6. L`se sound approaches to tell the same message again and again. Repetition of sound safety principles is the key to making accident prevention a way of life tor your employees. These mes sages may be carried in different ways, from time to time, tor variety's sake or to cover a poruon of your audience which does not seem to be "getting the message." Bn: it is rot necessary to "spin your wheels" looking for completely new and different treatment of accepted safety mes sages. It is not necessary to disguise a safety message as something else to make it palatable. Variety of approach should be used only to broaden the coverage of a message, or to remind the employee of what you have already been telling him. Incidentally, I think a word of caution might be in order on safety communica tions : We must guard against the clever ap proach which completely obscures the point we are trying to make. There have been examples of this in television commerdais . . . notably the Piel's Beer commercials which were very cleverly done. The "Bert and Harry" commercials won numerous awards from art directors and TV critics, but they did not make an appreciable con tribution to the sale of Piel's Beer. I think the same rule should apply to safety com munications--our objective is to prevent ac cidents, not to impress employees with our cleverness. One more point on this subject of clever ness: There probably isn't a safety director alive who doesn't dream of the day he'll coin a safety slogan with the impact and appeal of "The life you save may be your own." I'm sometimes inclined to think our safety efforts today are too wrapped up in slogans . . . that we're too dependent upon slogans as a substitute for a well-rounded, effective communications program. 7. Tell the bad with the good. This, like most of the other points, I've listed, is a basic tenet ox employee com munications. We don't like to talk about fatalities; we don't like to show that our frequency or severity rates are on the rise. But we must face these facts of life and communicate with our employees about them. When employees are given a twocolor four-page report of a decreasing fre quency rate, they're entitled to some form of communication when the rale takes a climb. Some people shy away from comparative listings of frequency and seventy rates. They feel that this makes one plant or one department "look bad" if its rates are higher than those of other departments or plants. It's true, it makes one department look bad in comparison with others. But failure to use these listings is failure to give credit to those departments or plants which are doing better than your company wide average In order to give credence to the good, you must also publish the bad. 3. Get employees into the act. Employees want to feel that they are a part of the company's safety promotion efforts. Poster contests, monthly quizzes, discussion meetings are all part of the employee participation program. At AllisChalmers we've distributed silver dollars to employees who could correctly identify the safety "theme of the month," with addi tional dollars for the employee's supervisor when a correct answer was given, and even dollars for the employees' wives if they correctly answered a telephone quiz on the same theme. 9. Locatice the message. An advantage of monthly safety themes in multi-plant safety' promotion campaigns is the volume printing and the resultant lower cost-per-unit of handout materials, posters, etc. This is offset, however, by a big disadvantage--if your monthly theme is electrical safety, the message may be pretty well lost on employees whose work is pri marily concerned with material handling, or machining or any number of non-electrical occupations. To compensate for this flaw, we have gone to a "library" of employee handouts on a variety of subjects. Some are of a I'Xtl A .imiiiat >a/Yfv : general nature. Some arc tii a very specific nature, of interest only to specialists in certain phases of our operations. But the result is that our supervisors can order the handout folders they think will be of greatest value to them in a given month. They are not saddled with printed materials on electrical safety while trying to combat accidents resulting from poor housekeeping practices. 10. Spend money on safety (ontntuntcations. hut keep your program under a mapni- ty>9 Like any other staff function, the safety department is under scrutiny by tine people where cost* are concerned. An old-line general superintendent ts not going to look too ktndly on an apparently flossy safety promotion campaign at a time when he t* being asked to cut his department's co*t- On the other hand, it takes tnoaej t- 4 in effective Job of communimtaag . . printed matter, motion pictures, basners to. other promotional materials cost racer?. Is addition, employees' time costs acee?. when it means taking people off the job k> van* a new movie nr to attend merwg* if' other pren*ations. The be.*t ad-ice t can give >cn- {ere .* i fwregu the finny materials and cuocc.rjlc on good, testel communications devices--the CTnplojee publications, the f-frer*, the bail outs, and the other tevhnkpjes, which yoar experience I.as shown to be effective com munication; Be prepared to spend money when \ou hat- r*. snd to imttfv the ex- penie t: i: b-*`~e` ''*e<i*v. SAFETY ENGINEERING--A MODERN CONCEPT By JOHN J. AHERN Dir. of Security, General Motors Carp.. Detroit, Mich. I, Veu can't steal second with one foot or. first A. All progre** involve- r-k- It. Engineering and scientific progress have raised our standard of living bexpnd fondest dreams of our fore* fathers C Each new conquest of nature's secrets ncoclerates industrial activity and adds o the burden of the safety profession 1> Few timid souls 1, Governors on cars 2, Restrictions on reactors E.Safety engineering must be ready to meet the challenge . Move forward--we can never stand still F This mean* a higher degree of techni cal competence II. Approach A, Mow doe* *atetv engineering meet this challenge; ' Education 1? Fese:.r:h Intelligent application of present knowledge li, Education 1. Great impetus b> AS5E Commit tee on Cooperation witli Engineer ing Colleges in early 1940's a. loc Stennett, chairman l) Suggested curriculum--grad uate primarily b. Conferences with engineering administrators C- Schools 1) Illinois Institute of Tech nology 2) Texas A&M 3) Georgia Tech 2. Phenomenal progress -- very few engineering schools today without some safety instruction 3. Our goat--every* graduating engi neer safety oriented G Research 1 Weakest part of our approach Industrial Subjects Sessions S Scene improvement but the surface haas't bees scratched fckps-wsent a. Safety shoes t Wire rope r. Safety goggles 4 Transportation a. Seat belts b. Highway construction c Aircraft crash 5. Industrial a. Very little on ordinary indus trial accidents b. Explosion features in ovens <r. Exotic fuels d. Automatic Sprinkler Co, -- fast acting sprinklers 0. Accident analysis--lengthy reports on statistics a. How many? -- But why? h Let's not be rernnl-keeper* but he anal>-sts c- Statistics are only good if they can prevent future accidents D. Intelligent application of present knowl edge 1, First--what is an accident? 2 Heinrich " \n accident is an event in which (a) the contact of a per<on with an object, substanee or x-xxher person, or (b) the expo sure of a person to objects, sub stance*. other persons or condiliens, or (c) the movement of a person causes personal injury or suggests the probability of such in jury." 3, Wtbster: "An event that lakes place without one's foresight or ex pectation, esp. one of an afflictive or unfortunate character; a cas ualty .. .** 4, Is this modern accident prevention? a. Trim press--new job--old guard --fingers severed ? b. Ts this an accident? Was it an unexpected event? c. Only unexpected feature--tim ing ! d Working on machine without locking-out, (same questions aboie) 1) "Accident" rru-k* our in ability or reluctance to think through all the possibilities w an operation 2) Better term: "predictable event" c. Example; high pre*ure, airless spray guns H Potential there from the be ginning--eood manufacturer -- good development -- mu safetv reearch 1. Basically we are not doing a* good an engineering job as we are ca pable of--nor are we communicat ing what we >io know io the people who need the information 1(1. This meeting is an opportunity to take stock and by improving our perform ance to enhance the stature of safety engineering. DYNAMIC SAFETY CRITERIA-- AN ENGINEERING APPROACH Bjr WILLIAM A. McADAMS Mgr.-Industry Standards, Industry Standards Service, General Electric Co., Schenectady, N. Y. With world tensions at the peak they are today it may be a little difficult to focus iur attention on the dream world of the future But that is what I would like to do. 1 would like to paint a picture--a picture which may seem more like a fantasy 1961 National Safety Congress than anything else--but a picture which I believe will be a reasonable facsimile of our world of the next generation. Most of us will be in this picture--prob ably in retirement--and we trill have some trouble recalling just how things were back m 1961, because our whole pattern of work and play will be completely changed Our homes will be masterpieces of con venience with replaceable walls, luminescent <eilings, wireless appliances and completely automatic temperature, humidity and ventila tion control. We will wear disposable lounge and work clothes and use ultrasonics to wash our fancy clothes and dishes. We will have specially processed foods in con centrated forms which will be cooked in minutes by electronic ovens. Our morning mail will contain letters written only moments before and trans mitted electronically to a neighborhood mes sage center. Guided missiles wilt provide us with almost instantaneous transport of packages and freight Guided missiles will also replace cur jets for long distance passenger travel. We wilt solve our local transportation problems by personal land-sea-air vehicle* that can be keyed to automatic routing system* by dial ing the point of destination. We will be well on the way to con trolled climate. This will be accomplished through the development of methods for retaining or dispersing the heat of the sun. Wf will harness the winds, the waves, and the tides. Atomic energy will become our chief source of energy and we wilt use if for all forms of transportation. We will have compact atomic power plants in our homes and factories. We will also develop new sources of energy and methods for direct conversion of one form of energy into another. Advance* in medical science will all but eliminate the major diseases such as cancer and heart disease. Better and more complete medical records plus data processing equip ment will make it possible to diagnose and prescribe treatment for illnesses with greater accuracy and more effectiveness. New tech niques for handling injuries trill reduce fatality and permanent disability rates. Our progress in plant chemistry and bi ology will be equally spectacular. New fer- tiluers and growing techniques will permit us to harvest huge crops from small areas in shorter growing cycles, and with a variety of substitutes for soil. We may even find a practical biological or biochemical gener ator to produce energy, food, and raw ma terials simultaneously. As we continue to use up our natural resources we will be faced with ail bands of shortages in materials. We will solve these problems by new synthetics and, even tually, by modem alchemy in which we change basic elements to others of our choice by transmutation. Maybe these predictions of things to come seem like delusions, but almost ail of them are known to be technically feasible right now, and many have already been demon strated at least on a small scale. Maybe we won't accomplish it all in the next gen eration, but the chances are good that we will do this and more besides. It would be nice to say this wonderful world of the future rill be devoid of safety hazards. Much as we would like this to be true, it is not a very likely prospect. .Nevertheless, if we make our safety criteria as dynamic as our technology, every year ahead will be safer than the previous one. Sow, what do we need to do to develop the kind of safety cnteria that will enable us to keep abreast of these rapid changes in technology? Few men in the past have had the sagac ity to see the scientific and industrial growth that was immediately ahead of them. As a result, advance planning has rarely been adequate even tor relatively short periods, and we have grown accustomed to a con stant race to keep up with the times. In this respect the performance in safety has been no better than in any other field. Therefore, we must be future-minded. We must know where science is leading us and we must understand the fundamental principles involved. It Is obvious that none of us can become expert in all of the many scientific disciplines, but we Can learn enough about the new developments to visualize their future applications. Once we have a basic understanding of the new scientific developments we can then begin to recognize the potential hazards of the future. The world I have described will be full of new materials, strange phe 20 Industrial Sub/eits Sessions nomena, and unnatural forces of all kinds. ods. We have only to picture the U. S. There will be new poisons, new irritants, astronauts, .Vlan Shepard and Virgil Gris new noises, new vibrations, new radiations som, to recognize that the best of built-in and new traumatie hazards which we will safety will not always be enough. Shepard have to identify and deal with. We will and Grissom were provided with quite a have to know how the human body will collection of personal protective equipment react to each of this* changes in environ and were given thorough training for every ment before we can prescribe the proper conceivable hazard they might encounter. criteria for safety. The earlier we com There is no question that personal protective prehend the hazards of the future; the equipment and training will continue to be socncr we can prepare for them. important parts of our safely programs, Safety U no longer an "after the fact" but they will become, more and more, a proposition. We used to pay little atten- second tine of defense. `i-n to hazards until someone got hurt. As far a* protective equipment is con Later on it became common practice to cerned, most of that in use today will have *ek out the hazards and to find the best wide application for many years ahead How wav* to keep people from being injured ever, some items will have to be redesigned by these hazards. Under this kind of a and made more efficient. For example, ! safety program the emphasis was on per can see quite a need for respiratory masks sonal protective equipment, safety training in the next generation, but they will un programs, and special devices added to fa- doubtedly have to be equipped with can- diities and equipment after they were in nisters for different kinds of dusts and stalled. There was little real safety en poisons than we have now. gineering. Also if we can believe our space re Now this situation is beginning to change. We have started to ''blueprint" our safety. Consider the atomic energy industry as an searchers, face masks may have to be de signed for beards, because spacemen may not be able to shave. According to the example. From the very beginning, the scientists and engineers recognized the haz ard of ionizing radiations and took them into account in all of their plans. Not only experts, shaving soaps will harm the bac terial digestion system of the space ship and whisker fragments from .in electric razor will create a major dust problem. did they design the reactors to be safe Of course, there is a good chance that during operation, but they provided built-in our expanding technology will solve this maintenance equipment and emergency de problem with a way to keep whiskers from vice* as well. They also planned for safe growing. disposal of wastes and for safe handling and processing of the radioactive products and by-products removed from the reactors. This philosophy of engineered safety has continued throughout the expansion of the atomic energy industry' and it is the pri mary reason why there have been so few radiation injuries in Use industry. Our rapid growth in technology will give There is one great pitfall in all of this talk about the novel and unusual hazards of the future. If we are not very careful, we wilt become so involved with the glam orous new problems, that we will overlook the familiar hazards that liave plaqued us for generations. For example, every year 19,000-20.000 per sons in the United States are killed by us tremendous opportunities to have "blue falls. The frequency rale has declined slightly print" safety. The technology itself will over the years but the total deaths from furnish us with unlimited new safety tech this cause is about the same as it was niques which we can exploit to the maxi half a century ago. It is also interesting mum as present facilities and equipment to note that, in the atomic energy industry become obsolete. Furthermore, the automatic which I discussed a moment ago, more peo systems of the future will be ideally suited ple are injured by fails ol? ladders than for built-in safety devices, by the radiation which has been given so . This trend toward blueprint, built-in, much publicity. j safety does not mean that we should dis- Thousands of other people are kilted each l continue alt of our traditional safety meth year as a result of burns, sulTocation. drown- 1961 ,\ atiotial Safety Congress ing, tailing objects and other accidents com* mon in everyday living and largely the responsibility of the individual. Life in the future may be more comfortable, but many of these same hazards will continue to exist. So in the technological growth ahead, let us be sure to give attention to the common place. One ot the most difficult problems in es tablishing safety criteria is the determination or acceptable risk. Some persons will in sist that we are never justified in tak ing any risk which may result in loss of a single life, but it is obvious that a world predicated on this philosophy would not only be stagnant, but it would be less safe at the same tune. On the other hand, we are not justified in taking a risk if there is a practical way of avoiding it. It requires considerable good Judgment to decide what is practical, and time and cost are probably the most important factors involved. Let us consider the hazards of electricity as an example. Every year about 1000 per sons in the United States die as a result of electric shock--a death rate ot about 05 per 100.000 population as compared to about 21 for automobiles, HXa lor falls, 5.6 for drowning*. 1.3 for firearm?, and 0.6 for poison gases. This is truly a remark able safety record when we consider the extent to which electricity is used in the United States. But are we wilting to accept this death rate ns an acceptable risk for the use of electricity? The answer is not a simple yes or no. We are constantly eliminating electrical hazards but we are also constantly expanding the use of electricity with more applications, higher power levels, and greater distribution of electrical equipment The death rate has been going down, but we may soon reach a point where a further reduction can be achieved only by a signifi cant increase in cost oi electrical products and services, or by a delay in promising new electrical advances. In this case, the public will consider the alternative*, and decide if the risk is worth taking. In our pursuit of the invisible and the unknown, the determination of acceptable risk will become extremely complex. We will not always be able to perceive the hazards, and we may not even be sure that there are tangible benefits ahead. There are bound to be disagreements as to whether risks in a particular situation are justifiable, but I think we must accept the fact that we will have to take some risks--evea soeoe blind risk*--to make any substantial amount of progress. After all, our aspirations tor the future tie in our investigations of the things we do not understand now. t am not suggesting that we plunge ahead carelessly without any regard for hazards. I think it is rarely necessary to do that The first nuclear reactors were built fer military purposes at a time when the coun try was at war and at a time when there was a good chance the enany might pro duce an atomic bomb before we could. This was a case where we bad to be first--and we were. But we were first--and safe st the same time. I believe that we can achieve most of the wonders of the future with no more risk than we have taken in the atomic energy field, but there will be situations where it will not be possible to do thU without intolerable delays. The promising world of the future will surely be a safer world and we can afford to take a few short cuts to get there. Jvow 1 have described a fantastic world for the next generation j .id I am convinced that we have an excellent chance to make this amount of progress. Several years ago David Samoflt, the well-known chairman of RCA, made the statement that our tech nological achievement during the last 100 years was greater than in all the thouands of years that preceded. Certainly we should expect an equivalent achievement in the next 20 or 30 years, for know-ledge breeds more knowledge and growth in knowledge is a geometric progression or more. In the face of this progress we must reappraise our whole safety effort. In the course of doing this we muse be future* minded and comprehend the hazards of the future. We must blueprint our safety*, but in do ing so, we must not abandon our old-style safety. and w* must give attention to the commonplace. Finally, throughout all ot this we must develop a proper risk philosophy. If we do these things, our safety criteria will beevne as dynamic as our technology :-nd we will be able to survive our progress. 22 { j Industrial Subjects Sessions MECHANICAL ACCIDENTS By ROBERT P. BARROWS Safety Dir., Underwood Cnrp., Hartford, Conn. We do make progress in the ever-present war against industrial accident?, but slowly! Take for example the case of germ war fare. it was right after World War i when we first started hearing reports *'rom the scientists about germ bombs which could annihilate an entire city's population through pestilence. With each passing year, (he science prospered and the threat grew worse. Yet. despite all this progress, even today we are faced with germ warfare in only one area; on the screens of our tele vision sets. I have been able to develop some in formation concerning mechanical hazards at Underwood Carp, in Hartford which 1 believe you will find helpful. The accidents we are going to talk about --.ill ali contain an unsafe meeitanical rendi tion, but wtii often be augmented, or even triggered by a thoughtless action, an unsafe act, of an individual. It is well to keep in mind that substantially 83 per cent of alt industrial aeddents arise ifcm unsafe acts and about 11 per cent from unsafe mechan ical conditions ... By eliminating the medianical hazard, we not only prevent the U per cent but make important inroads into the 8$ per cent caused by improper acts. For the purpose oi our talk this morning, I would like to break down mechanical ac cident situations into five categories. First we will discuss the "point of operation" accident, then, those associated with machine set up and repair; next "power transmis sion" accidents, those arising from material* handling and storage operations, and finally "process control" injuries. Mow, as we talk about these five areas of mechanical aeddents, we will be talking about guarding a great deal. Guarding U in many respects like the industrial engineer's "one best method." Those with an I.E. background know that there is really no such thing as the one best method. Any method is the best one only until a better one can be found. Omnisoent perfection is unobtainable in methods work. The same is true for mechanical guarding. There is no such thing as a perfect guard, nor i? there any guard that cannot be improved upon. In developing any guard, we first look over the work place, watch the operation. Study the machine tool, look for the hazards and then determine mechanical mean* of minimizing.them. But this is only the very first step Improving that guard means calling on ail of the talent available for improvement. The next man that comes along to look at your idea may have just enough of a different outlook to come up with a substantial improvement. 'nwrr become oversold on die ultimate superiority of your own guards. Mow let's took at some examples the five types ot accidents and see if we can develop some- general rules from the .`fconc solutions offered. Specific .t'cm/i/i7 As I mentioned, the iir>t example, ml! be concerned with "joitit of operation' ;.<cidents. Our nr?t cac deals with a drill press injury, more specifically, burr removal using free hand methods. In all metal working operations, it is generally necessary to re move the accumulation of dash or excess metal which builds up on the far side of a punched or drilled hole. Such de-burring jobs are usually very fast light operation* where only a minumun ot effort is required to break the burr. Often it becomes desir able to hand-hold the part a* it is brushed against the working surface, rather than going to the cost of locating it in a fixture each time. In this ,articular injury, how ever, a common twist drill was being used as a burring tool. The part caught on the drill, tore out of the operator's hand, spun one revolution and struck the back of her hand. Injury m tins c;te resulted in Lacerations and contusion* to the middle and ring fingers ot the left hand. Various solutions are available to prevent reoccurrence. Dial or automatic feeding of the parts or >pccial fixturing of the part might be :<aable 1961 Xational Safety Congress depending on production costs- The cheapest and easiest way would be to use a safer tool. Use of a sleeved drill, a burr, or a Weldon tool would maintain high produc tion rates and yet protect the operator. The next accident involves milling cutter guarding and two-hand controls. Actually there was no accident here but a "dose call" incident was reported by a time-study observer. Here the operator was running a two-sided milter. The first piece was loaded on Side A, the fixture jaws were closed mechanically and the milling cut started, thus automatically opening side B where t* & operation was repented. Because of the single switch used to activate the machine it was lelt that greater safety was needed. As a result of the investigation, full enclo sure guards were developed, and two-button control was substituted, requiring that both hands be out of the machine before it could be activated. As a result of this change it was ao longer felt necessary to stop the machine alter each cut, and as a bonus ior this im provement, an 1100-dolIar per year savings in production cost was realised. The com pany fared Well here m terms of a reduction tn the cost of operations. The operator fared even better, inasmuch as this task was made less fatiguing and also consider ably safer, thus reducing the level of ten sion. The next example concerns non-standard operations of a power brake. This improve ment came as a result, not of an acadent, but of a potential accident turned up by an inspection committee. Here the operator was cutting steel strip stock to various pre determined lengths, using the single start button furnished by the manufacturer to activate the shear. Because of the varying nature of the stock in terms of width, thick ness and length of cut, tamer guarding became very difficult. The guarding require ment was for relatively universal applica tion, easy set-up and low* cost. Such guard ing requirements are not nmmai Many safety directors find themselves faced with the proposition that 85 per cent of company profits are derived from about 15 per cent of the tooling. These tools are usually high performance mulu-stage tools which can absorb relatively high costs for proper safeguarding without budgeting diffi culty. The problem arises with the much larger number of low production tools. Some of these tools may make a cootrib*tion to gross earnings of only five to fifty dollars per year. Yet they must be retained in the line because of customer demand, need within the product, or other reasons Here guarding becomes a more difficult problem from the financial standpoint. It is unprofitable to spend 250 dollars to guard a tool which possibly contributes only 25 cost to net profit. This is where the universal guard comes into play. Such a device would be permanently attached to a machine, not a tool. It can be rapidly re adjusted as various tools are placed in the machine. A type of universal guard proved :o be the answer to this power brake problem. Attaching a pull-out device to the lever arm oi the brake, which was con nected by wristlets to the operator's hands, it was possible to maintain an adequate degree of safety without a profit-curung in vestment in hardware. ifaehine Set-Up and Repair Our next area of discussion is machine set-up and repair operations. Here w* are getting away from the very repetitive easily guarded operations, but rather a collection of very unrelated tasks. However, by study. ing accident trends, we see that injuries here result from rather similar portions of activities. Take for example the screw driver that slips and causes a laceration of the hand. We sec this injury cropping up time and time again. Generally, there is no injury or at least no serious injury. But each time, it happens because of the same rwo causes. First, the screw driver did act properly fit the slot. Secondly, the operator was not sufficiently aware of application of pressure and safe placement of hi* othtf fond or body part. Prcveitiotu here can be obtained t\ : 1) Regular inspection oi screw drivers for condition and training of screw driver users in proper fit. and 2) Development of risk awareness in the use of a screw driver. The first goal could be much more easily attained if there were specific standards to work to. but unfortunately, although the screw driver is probably the most common hand tool in daily use by millions of our 2* (ndustrioi Subnets Session* dtixenj, there is not an accepted standard at the present time governing the width of screw slots or the dimension of screw driver blades. The next accident concerns the use of an a steel shield was quick and inexpensive. It did not interfere with operation in any way. Yet it meant the elimination oi a potentially serious accident which could have occurred at any time- adjustable wrench. Here the wrench slipped while the operator was tightening a bolt, Sfotenal Handling and Storage causing his finger to strike a sharp edge. In this esse the result was a serious abra sion and contusion to the right little finger Our first example in the area of material handling involves the loading oi a trailer truck. Here gravity ted sections of a necessitating Severn! days' lost time. The portable conveyor were set up inside the solutions to the problem are several. trailer to facilitate the loading of finished First, special purpose tools, such as end wrenches, rather than adjustables would eliminate the mis-adjustment problem. However multi-purpose tools certainly have their place. The requirement if to properly indoctrinate the need for accurate adjust machines. The operation was safe in all but one instance. The regular dock board used to bridge the small space between the plat form and the truck had been temporarily removed. A make-shift piece of boiler plate was obtained and used in its place. ment and maintenance of condition. The After completing the loading, the opera second requirement is training m the proper tor forgot the makeshift condition. He use of tools, so that pressure is exerted in backed out dragging the tast section of the direction of the shank rather than out conveyor with him. Since there was no curb wards from the jaws. on the boiler plate, he missed his footing Power Transmission ;ind stepped off into air between the truck and the platform. The space was only about N'ext we come into the area of guarding shafts, spindles and other power-trans mitting hardware. The first example con cerns the guarding of powered '"indies oo drill presses. Currently most of these eight inches wide. His leg slid down its lull length and the conveyor landed in his lap. He suffered from very painful strain to the groin and abrasions to the thigh and stomach. A more proper awareness of the machines are being built so that most re danger of make-shifts would have made this volving and reciprocating parts are pretty trip unnecessary. well guarded at the factory. But many machine tools in use today are far from bong new. Also adaptations to special use require rwnoval of she furnished guards. Consequently, a potential for hair and scalp involvement injury is developed. Storage of grinding wheels can become a delicate problem. At Underwood, many of our tool grinders like to maintain their ows inventory oi grits and shapes of wheels dressed to their own particular "feel" or taste. This is socially desirable, since it I am happy to be able to say that a contributes to pride of workmanship. How search of our records showed no recent ever, storage of these wheels at the work injuries that the guard tvas designed to place can constitute a problem. If they are protea against Hair nets, of course are not carefully protected against shock, cracks another possible answer to this type of can develop which can cause a wheel to ex injury, but we have found that they are plode when it is started up. quite unpopular and therefore it is difficult to maintain 100 per cent enforcement We find it is easier to remove the apple from the Garden at Eden, rather than to hang up x sign saying "Do Hot Eat." The infeeding end of power roll con Consequently, special storage racks were developed for each tool grinder so that safe storage could be maintained. These racks, of course, do not reduce in any way the need for the other grindins sale practices, such as the use of front guards, vision veyors always poses potential hazard if shields, safety goggles, and the need for unguarded. On a floor conveyor used for "ringing out" a wheel with a wood mallet removing cartons of finished machines, we prior to each installation. discovered, following installation, a point where a toot could be inadvertantly placed and drawn in under the conveyor. Installing The third item under material handling concerns an operator who was checking out an overhead conveyor on a trial run, prior itol Solional Safely Congress to installation of the guarding. He moved under a descending section of conveyor to A'Ktre closely inspect the action of one of he mo\ ig carriers. V\ hiJe thus preoc.14pted, the next corner came along and -truck this maintenance man lightly on top t the head, causin',' him u, lose hit balance, rail against the wall and onto the door This was not a serious injury- in itself. In fact it was hardly more than an incident. But it served to put everyone concerned oc notice of the potential hazard of eves temporarily unguarded conveyor. tTi/rol-o/-Profw Type Operations We next come to the area of process type operations, such as electro-plating and heat* treating. The first case concerns the handling of highly corrosive acid* in carboys. For many years, we have been purchasing our sul phuric and nitric aad in wooden cased glass carboys. No unusual incidents had been re* ported until one day we heard that a trucker, while setting a carboy down from his hand truck, heard the glass begin to crack. He stepped back away trom the add so that the only loss was from parts and equipment damaged by the acid and time ipent in clean-up. However, a cursory in vestigation of alternate methods turned up a new piece of equipment which could pre vent a repetition with more serious results: a polyethylene liner contained in a steel drum. This new type of carboy makes possible better handling methods and more efficient storage with no added cost and, most important, no potential breakage. Conclusions We have now seen the specific examples. What can we develop from these in the way of general rules ? I would tike to suggest the following, starting with the simplest pos sible rule, and proceeding to the more complex: A. Change the Operation Eliminate the job Alter the part design Change the method of performance Improve the fob layout B. Improve the Tooling Automatic parts feeding i, vibration, air, etc.) improved loading devices Better handles on fixtures Easier nesting Reduced catting surface C. Keep the Operator's Hands Out Remote feeding devices (dual, sSdc. chute, automatic) Barrier guards (covers, duckbcard*, etc.) Two hand controls D, When Guards are N'ecessary 1. Make them simple and .--heap. The fewer the parts, the fewer the tsiturcs. Obvious purpose dis courages misuse. i Let them help the operator. They bouid not make the job aore difficult or awkward. i. Don't build in booby trap*! Avoid additional pinch points such as machine part that closes on guard when cycled, or hole bemed truck and platform. 4, Design them to be fail-sale. Plan for one in ten thousand or one in a million failures. Design guards so the operator U stilt safe when the failure occurs. ' Plan two independent mechanical or other devices. Require simul taneous failure of both to result in incident. <t, Keep up the good work. Use the three "e't" of safety, engineering, education and enforcement. Once the guards are developed, (en gineering) and the operators are taught their use (education), be sure to take advantage of the third "e" (enforcement). oiMitMidry Safety only starts in the safety office. Desirable follow-through requires effort on the part of everyone. Make sure that you are taking full advantage of ail of your allies in the accomplishment of the safety effort. Some of your allies will be found in the line, for example the plant manager, the foreman, the set*up man or mechanic and most important, the operator himself. Utilize fully the available staff organiza tion. Such specialists as the time study cr methods engineer, the tooling engineer, the 26 Industrial Subjects Sessvmt tool maker, and the machine repairman, even the janitor, can make invaluable sug gestions to improve the safety effort in terms at better guarding. Jujt as the twelve Disciples were fishers of men, a good safety coordinator is a fisher ot ideas to make operations safer. V'u can never afford to have the superior attitude which jay, "Joe, with his routine job and low I.Q, sure can't tell me anyth .ng about doing this job." Maybe Joe, from hi* vantage point has made the one observation necessary lo turn a good guard into an excellent one. Take the time to listen to the people that want to tell you something. It never hurts to give people recognition, and their advice will help you in avoiding he la'*! - iK.Mi.l'-ggt*. REVIEW OF SIGNIFICANT ACCIDENT CASE HISTORIES. ELECTRICAL ACCIDENTS By HERBERT ]. METZGER Safety Dir., Orange & Rockland Utilities. Inc.. Nyaek, N. Y. Electrical accidents occur in many va rieties, some of which are spectacular, most are not. This talk could have been made very interesting by describing and picturing spectacular high voltage acci dents and tiieir resuits. This type of acci dent and exposure is confined principally to a comparatively small part of our pop ulation, utility men and others who deal with these voltages. We are here not to be shocked or en tertained but to learn more about the business of preventing injury and death. We must therefore deal with the type of accidents most likely to occur to the greatest number of people. These are not spectacular but the results can be deadly. The daily use of millions of appliances by practically every man, woman and yhild in the country produces a field of exposure greater than that of the auto mobile. It is a compliment to the built-in safety of the*e appliances that the death rate from all electrical accidents, includ ing high voltage, is only about one forti eth of that caused by automobiles. In spite of this inherent safety, misuse of appliances and ignorance of the char acteristics of electricity can be the cause of accidents. As I do not know the extent of your familiarity with electrical behavior, 1 must assume that in an audience of this size, it will range from complete understanding lo none at all. I hope therefore that I may be the liberty of departing from technical accuracy in order to try to make certain points clear. Electricity is a form of energy am] a> such it will perform work, useful or de structive. A hammer will drive a nail or smash a finger, electricity will drive a motor or cause destructive effects in the human body. It is all a matter of control. Unlike most other forms of energy, it is riot perceptible to human senses at a safe distance so we must assume that certain equipment and wires possess an electrical charge or potential. The earth is considered to be at ground potential and we can think of it as a re ceptacle ior electricity, with unlinvted capability to accept electrical current from any source of higher potential. We should consider any conductor of electrical en ergy to be at higher potential than the earth. Electricity is kept within sate and ful bounds by insulation or isolation. When insulation fails or contact is made with another conductive body, that body becomes charged or raised to the potential oi the conductor. If it is also connected to some body of a different potential, the earth for instance, a current will flow. This it what happens when a fault occurs in an electrical appliance. The irame of the appliance becomes charged and a person holding it, and at the same 1961 Rational Sajety Congress time in some manner electrically con nected with the earth, as for example through plumbing will form a conductive path and receive a shock. Let us look at a few such accidents. First, a case history taken from an in surance company file. The victim was en gaged in installing sheet metal covering over the lagging on a pipe at a power station. He had been working from a wooden scaffold but had shuted to a sit ting position on an eight-inch steel pipe. It was a hot day and it is probable that his clothing was damp from perspiration. An electric drill, one-quarter-inch capacity, was handed to him by another workman. He put it in place to drill and pulled the switch trigger. Sparks flew from the drill and the victim stiffened. A co-worker pulled out the extension cord and lifted the victim back to the scaffold. Artificial respiration was started at once but was ineffective. Upon examination after the accident, evidence was found that the bushing which normally took the strain of the cord was broken and had been ineffectively repaired. The strain thus transferred to the binding screw's probably pulled one of the power wires loose, causing it to make contact with the drill housing. This drill was fitted with a three-wire cord with the green grounding wire prop erly attached to the case. After the acci dent, this wire was found to hare broken off at its connection with the case. This probably occurred when the drill fell after the accident The three-wire cord was properly con nected to a three-wire grounding type male plug. The three-wire fifty-five foot extension cord was equipped with a threewire female receptacle at one end and a three-wire male plug at the other. It waa plugged into a three-wire grounding re ceptacle. Why then did this accident occur? Closer examination of the extension cord revealed that it had been lengthened by splicing twenty-nine feet of two-wire cord into its middle, leaving the green ground ing wire open ior that distance. Had this grounding wire been continuous the po tential on the faulted drill case would have been reduced to a safe level and the circuit fuse would have blown, cutting off the current. It was a clear ease of safe and proper equipment being made deadly by poor maintenance and makeshift alterations. Case number two, from a newspaper clipping. A young man was electrocuted while operating an electric drill in a church under construction. He was stand ing on the top rung of a ladder, support ing himself by hooking his arm over a small metal I-beam and brought the drill close to his arm. His employer, standing on the floor, said he saw a blue flash and heard the youth scream. He pulled the plug of the drill and the victim fell off the ladder into his arms. The eoroner said that the self ground ing device on the drill may ha%'e been circumvented by the way the victim was holding it. He also said the tool worked perfectly on later examination. I mention the coroner's remarks as typical oi uninformed investigation. This tool must have been faulted, and could not have been properly grounded, which is frequently the case on construction jobs. Further, a faulted drill, isolated from the ground, may still operate per fectly. Iwonder if this drill is still in use, waiting for another victim. Here is a somewhat similar case. A man was doing some alteration work on his house, to the course of which he was in stalling a four inch sheet metal duct in an attic room. His wife on the lower floor heard his electric drill running and became curious after several minutes as to why the drill should be running so long without any sound of other movement. She investigated and found her husband stretched across the attic beams, the run ning drill still in his hand. She pulled the plug and called for help but her husband was dead. This accident may be reconstructed from the evidence found. On test, the drill was found to have a very high resistance fault from the wind ings in the case. There was no third, or ground wire, attached to the frame. It is not known how long this fault had existed a* the tool could have been used indefinitely in this condition so long as the case and the user remained isolated 26 Industrial Subjects Sessions from ground. Working in the attic on a wooden floor, he might have been con sidered reasonably safe even with the faulted condition of the toot. There waa a slight bum on the tip of the dnll and another on the duct, which was grounded. This would indicate that he had attempted to drill a hole in the duct and a small flash occurred causing him to pull the drill back quickly. Being in a kneeling position, he was thrown off balance and grasped the duct for support, forming an electrical path from the dnl! case to the grounded duct It was hot to the attic and his perspiration lowered his skin resistance to a minimum. He had a small second degree burn on the palm of his right hand. The exact nature of the fault in the drill was not determined but could have been from a loose strand of wire, insulation breakdown or even a drop of perspiration in the right place. Another clipping relates that a woman using an electric massager in a bathroom was found dead on the floor near the sink. Another faulted appliance and a grounded victim. Illustrative of a fairly common type of accident is this description. The victim was found in the bathtub. The coroner said that she had probably plugged in an electric razor and was holding it in her hand when she leaned over to feel the temperature of the bathwater. The force of the resultant shock caused her to fall into the bathtub. She apparently then dropped the razor into the tub and was electrocuted. We hear once in a white of a person being electrocuted when an electric apliance such as a heater or a small radio falls into the bathwater. You may per haps wonder how this can happen when the water is already grounded. The truth is that a bathtub is a glass-lined vessel and therefore is insulated. The only grounds arc the drain and plumbing fix tures. An appliance dropped into one end of the tub charges the water, causing a flow of current to the drain fitting at the other end. If there is a person in that water, part of the current will Sow through his body, perhaps enough to be deadly. I have one more clipping, this one asso ciated with higher voltage. Two accidents, resulting in three fatalities were reported in this article. Both were crane contacts, in the one case "authorities reported that both men were tossed from the cab by 2400 volts of electricity.'' I find this hard to believe as it is rarely that the man on the crane is injured unless he tries to get off. The resistance of the machine, upon which the man is riding, is usually so low as to form a protective bridge around him. If he tries to get off, he will prob ably become a conductor between the charged machine and the earth. Even if he jumps off. which is the safest way to leave, there is the possibility, in some cases, of receiving a shock from two points of contact on the earth itself. In the other case, police said DeBouno tumped into a length of sewer pipe being lowered into an excavation and grabbed a steel cable attached to the crane. "The crane came in contact with an overhead power line and the electric cur rent passed through DeBouno." The information given here IS very sketchy and an accurate analysts is not possible. We can only know that all three men in some manner became con ductors between the charged cranes and the earth. Important lessons can be learned from a study of these accidents. A very small current, as low as fifty milliamperes, may kill. Practically the entire electrical resist ance of the body ia in the outer layer of skin. This resistance is very high when the skin is dry and cold and very low when St U warm and moist. Under conditions of low skin resistance, and good contact, a potential as low as fifty volts could cause death. Low voltage contacts resulting in a small current through the heart muscles may result in ventricular fibrillation and almost certain death. The belief that electricity takes only the path of least resistance can be deadly. Electricity will follow all conductive paths from one potential to another in direct relation to the conductivity of each. A properly connected protective ground- 29 :\'ahonat Safety i-uup'iM i.ig conductor can reduce the potential of a uulted appliance to a sate level and may cut off the current by blowing a fuse. What protective measures can we take? AH electrical equipment should be kept in top condition by frequent inspection and skilled maintenance. Extension cords and makeshift portable lights should receive particular attention. Makeshift wiring and repairs should be avoided not only be* cause of the danger of shock, but also because of the fire hazard involved. AH non-current carrying parts of fixed elec trical equipment should be grounded through a low resistance grounding con* ductor. All portable toots and appliances, par ticularly if used in damp locations, should he equipped with three-wire cords and a "ounding-tvpe plug. Extension cords for use wuh such ap pliances should be three-wire, with ground-type plugs and receptacles. All rew installations or replacements of re ceptacle outlets should be the grounding type, in locations where portable tools ire likely to be ued, such replacements should be made at once. If necessary to use as an adapter to a two-wire receptacle, the grounding pigtail of the adapter should be firmly attached to a good ground. Generally speaking, the bathroom Is no place for electrical appliances. When used, bodily contact with plumbing fix tures should be avoided and no electrical appliances should be touched while in the tub. Some appliances such as electric razors cannot readily be grounded. These are usually encased with non conductive materials. This protection may be lost if the appliance becomes wet. Isolating transformers with six or twelve volt output arc available for port able lights in wet or otherwise hazardous locations and should be used where much work of this sort is done. Never permit your body to make con tact with two etcctrical conductors or with an electrical conductor and any conduc tive object connected with the earth. Modern electrical appliances and tools are sate vltcn property used and maintarn*.!. SAFETY IN MULTI-PLANT OPERATIONS Presiding: LEWIS R. MORRISON, Corporate Mgr.-Safety. ACP Industries, IncNew York City MULTI-PLANT SAFETY ADMINISTRATION WORKSHOP ROBERT H. ALBISSER, Sitet? Mir. Merck ChemicJ Dir.. Merck * Co. Inc. Rahway, N. J. FRANK R. BARNAKO, Mgr., Compensation & Safety Dept., Bethlehem Steel Co., Bethlehem, Pa. JOHN A. O'DONNELL, Mgr.-Ground Safety, American Airlines, Inc- Flushing, N. Y. DMITRO A. PATRICIAN, Administrator, Accident Prevention ft Safety, Radio Corporation of America, Camden, N. J. Morrison: The Multi-plant Program at the National Safety Congress started about 1934. This Is either the seventh or eighth session. Don't be surprised at the infor- ;<o rnaiity--pane! members sometimes ask their questions of the audience. Mr. Aibisser will begin with a discussion of the problems of measurement. Industrial SitbretO Sesnans Aibisser; We must measure our safety performance to lower how much to budget and how we are performing. (At this point Mr. Aibisser turned to the blackboard and presented figures showing a hypothetical company's compensation and medical ex penses, including the insurance company loading, fire damage (again showing the in surance company loading), and off-the-job injury expense. This he compared to the industry average He pointed out that the cents ot safety administration should be added to one's own company expenses before comparing to the all-industry average. Birneko: A program that is effective across the board is what is wanted--one bad department or one good one can^ change the total result and distort the picture. We have a plan of evaluation which we use to size up the effectiveness of distant op erations Here are the main point* of the :*'sn; 1. Safety meetings. 2. Indoctrination of new employee.* 5, Personal contact. 4. Job safety* analyses. 5. Personal protective equipment, 6. Tools and equipment. 7 Accident investigation. 3. Reports and statistics. 9. Signs, 10. Inspection. 11. First aid training. 12. Gas training. 13. Safety codes, 14. Safety literature & posters. 15. Equipment St process developments. 16. Outside contractors. 17. Off-the-job. IS. Forms. 19. Office saiety. Sone of our mes who travel and rate plant*, use a chart which gives an arbitrary rating showing four grade levels from ` good" to ``poor.1* Others use a more subjective type of re port They submit a verbal statement of nhat needs attention. These reports enable me to understand what is going on and get l-fhind the frequaicy and severity figures. O'Donnell: We have more than 23,000 em ployees from coast to coast who work in a variety of types and sizes of operations. They all claim to be unique. However, we believe there is one thing they have in com mon--safety is a management function. I once heard a manager tell the supervisors under him that he had been refused a raise because his safety record was bad, so no raises were in prospect for the supervisors themselves until their record improved. We use safety contests in the different operations in which the units cither com pete ag.imst Iheir own previous record or on a point system. We believe our main job is to supply tech nical assistance and a "needle." This is the best wav to get local management to do its safety job. Patrician: We sometimes hate noticed a breakdown in communications. We hate had this situation: a safety man complains that he ha* no support from management. The same management of which he complains A$k* "what more can we do?" To bridge this gap we require a progress report prepared quarterly. This report shows: !. Accident trends--a dear and accurate picture. 2. Outstanding accident causes --it pro vide* target areas and focuses attention where the attention will do the most_ good. Some reporters have a tendency to list too many causes as "outstanding." 3, Include accident costs--let management know what accidents are costing. 4, What is being done to control ex posure. 5. Obstacles preventing progres; We give these instructions to reporters on how their reports should be prepared: 1. Make it brief. 2. Submit it periodically.' 3. Exclude irrelevant matter. 4. Ioclude exhibits. 5. Summarize the contents. Qi'ESTlOXS Q. to O'Donnell: How ts the pay raise withheld from a supervisor who has a bad record ? Anstver: The manager considers the safety record as part of operating efficiency*. This U not a company-wide policy. It is nrt 31 1961 Xatioaat Safety Congi This questioner then directed the same question to Mr. Aibisser. Aibisser: Our company has incentive*. Safety is a factor in the appraisal of performince, and this is a well known fact in the company. Q. to Aibisser: Are your costs allocated to the branch plant ? Answer: Yes. Q. to Aibisser: Is equipment (such as sprinklers, etc) part cf your safety ad ministration expense? Answer: No. Q. to Aibisser: Do you pay the entire cost of off-the-job accidents? Answer Some of our off-the-job accident victims get full pay and others get % pay. Q, to Entire Panel: What is being done to develop a senous injury index? Samttko; We are using iL Alotsser: We are using it. Patrician: Severity and frequency are meaningless to us. We have thrown out seventy--it is a matter of luck. We con centrate on accident prevention, not lessen ing of injury. We use an "all-injury rate." We base it on injuries per 100 employees. An employee, for this purpose, is 40 hours of work a week. An employee, if he should work 60 hours in one week, would count as an employee-and-one-half. Bamako: You can get into trouble with an all-injury rate. It can be overdone. There are infections that are reported late, and unreported accidents. Morrison: Every injury that requires more than two calls to the dispmsary is counted in our company. O'Donnell: You need a firm measure in a scattered operation--it is bard to control otherwise. Q. to Entire Panel: We had an accident that apparently had no cause and there was nothing to correct. A woman fell cm a clear, unobstructed door w th good traction. How do we charge it ? Th: woman was out for five weeks. Aibisser: As a disabling injury. Q. to Bamako: Do your traveling central office men evaluate the safety men in the field? Answer: Wc don't hire and fire them, but we cant help making personal judgments about their efficiency. We judge what a man is trying to do. Sometimes local plant management can hold back the effectiveness of a potentially good program. Q. to Entire Panel: I look upon ex tremely tow frequencies with suspicion. Some of these plants can't possibly have such records if they experience rain and snow, use parking lots, and their people have to walk on doors. Do you believe the 2-16 has gone too far? Is the frequency rate reliable? Patrician: One of our plants that had 17 million man-hours without disabling injury, after it went on an all-injury rate, went down near the bottom of the list. Aibisser: ]*m happy about the present method, but we do need some emphasis oo severity. Q. to Entire Panel: How do you relate safety to production? Volunteers from the audience answered: "Wc relate it to feet of oil well drilled.** "The brewing industry relates it to barrels of beer." "One company shows it in cents per share of stock. Q. to Bamako: How long does it take your man from the central office to evaluate a plant of, say, 20,000 people? Mr. Bamako called upon Hr. Nolan, who was in the audience, to answer the question since he had recently evaluated such a plant Mr, Nolan replied that it took approximately 3 days the first time, and he now thinks he can do the job in one day. Q. to Mr. Bamako: If the evaluation Is unfavorable, what action does the plant man ager take ? Answer: Evaluation is for the safety of fice,1 we talk to the plant manager, but don't show him the report. Q. to Entire Panel: How is the best way to make use of the services of insurance company engineers? Answer: (By member of the audience) Our insurance company engineer discusses problems with the plant managers, and gives us a copy cf his report Q. to Patrician: If there ts more than one major cause, how do you direct attention to the cure? Answer: We attack the high-cost areas 32 lndustrial Subjects Sessions fir*:. There is an unfortunate tendency to go overboard on isolated serious injuries. We had a broken leg caused by a fall on some pebbles in the parking tot. The large sum that was spent resurfacing the parking tot could belter have been spent isolating electrical harards- Q. to Bamako: How close is safety to re search and development ? Answer; Very close. We see reports, and sit on committees that give us information on hazardous projects about to be attempted. Morrison: We ask for reports on capital expenditures to detect where research and development is beginning. Bamako: The purchasing department can tip you off on this. Aibisser: In our company the safety de partment meets with the director of the de velopment laboratory one* a month. Patrician: Plans are approved by the safety administrator and the plant engineer. Q. to Both Panel and Members of the Audience: Should the safety man be an engineer? Answer: 1. We will be here all week answering that one. 2. We must take a human approach--I am alwavs pleased to see an author in the NATIONAL SAFETY NEWS advocate a human approach. Aibisser: 3. If you phrase the question with the word should, the answer is "no.* If you phrase it with the word eon, the answer is "yes." ARE THERE TOO MANY SAFETY RULES? By J. E. NICHOLS Dir. of Safety, Reynolds Metals Co., Richmond, Va. What an unsafe condition gets into proper position with respect to an unsafe act, most of us ta safety work know that an accident will result. In the course of our daily work all of us ire confronted with many differ ent kinds of safer)' conditions and many different kinds of unsafe acts. All of them need to be controlled or eliminated in what ever ways we ean devise. The unsafe conditions are usually the physical conditions of plant and equipment They are countless in number and may exist because they were created when the plant was designed and built or later re modeled, or they may have been created by the natural wear and tear on facilities which are in production. We usually find that it is easy to become aware of these unsafe physical conditions, through inspections, through information from others and from the occurrence of accidents which they have caused. They are usually not too difficult to correct and control by repair or maintenance, or by engineering revision. There is rarely any thought of using a "rule" to control unsafe physical condi tions, The proper control of dangerous fumes contaminating the atmosphere in which our employees may have to work is not usually a "rule," It is engineering reiaion. Similarly, we do not think of a "nile" as being the best answer to a stairway with slippery treads. Most of us team early in our careers as safety, engineers that people do not always do the expected thing under a giver, set of circumstances. How to control the umr fe acts of human beings is the question that keeps safety engineers on the payroll. There are many ways of accomplishing the neces sary results in control of unsafe acts of people. One of these ways Is by the use of rules. The degree of success which a safety engineer achieves is largely measured by the degree to which he can control the un safe acts of people under conditions which cannot always be predicted. There are safety programs which have been effective using a Urge number of "rules" and there are others which have been effective with very few rules. There must be some point in between at which the optimum of effective ness it reached with just the right number of rules. Just what is a safety rule and what does it do that cannot be done better by other means? Haven't we all been tempted at 33 196! ,:;t -nal Scety Congress limes to devise rule* for action which we thought would accomplish something for safety that couldn't be done by other means? .Vnd then we called this a "safety rule." Haven't we all sometimes wanted to tire or lay off an employee tor a tew days when he is caught violating some common sense safety practice? Haven't you felt sometimes that if only you could mate a few more safety rules in your plant and be sure of their complete enforcement, it would be easy to produce a zero frequency rate every month ? Evidently some safety engineers have be* licied that rules were the answer to accident prevention. In one rule book, of several ears ago, which 1 have in my office, and which came from one of our great corpo rations, here are two examples of safety "rules'* *. "Short cuts mast not be taken over dangerous place* where other ways are available." \ud another example from the <ame course this being their rule No. 4007: "Employees must look in each di rection before stepping upon, cross ing or standing too close to tracks." Thi one, from one of our safety rule books originating m one of our plants several jear* ago, reads' "Do not work with tacks in your shoes." It is evident that the thinking about what a safety rule should do has varied quite a bit m the past. The need ior rules is gov erned by different conditions under which accidents could occur. One of these condi tion- is the intelligence level of the em ployees with whom you are dealing. For cs.'.mple, a different approach is necessary tor the staff of a laboratory doing research than for employees doing underground minmg- The degree and kind of hazard encountered will also affect the number and kind ol gaiety rules that are used. For example, the manufacture of very fine metallic powders can usually be done with safety only when a complete and rigidly enforced set of specific rules of procedure is in effect No such set of rules is necessary for general office employees, however. We would ad probably be happy to get along with safety instructions rather than safety rules, but sometimes just plain in structions, no matter how carefully given, do not seem to be quite enough to insure getting the idea across. So we make our instructions more forceful and perhaps call them "rules'' and in addition, there is usually a penalty attached for their violation. It vs the penalty, apparently, which makes a "rule" out of the instruction by making it painful or costly for the employee to forge; or neglect it, all this of course, assuming that he can be caught if he does not obey the rule, and assuming that the penalty will actually be assessed. It is these two "ifs" that really cause this entire subject to be discussed here at this safety congress. If we could always catch those who violate our safety rules and if they were always punished in accordance with the penalties prescribed in the rules, the problem would be greatly different, and ;o would the entire profession of safetv engineering. Since this matter of enforce ment is to be discussed in a later part of this program, I shall not touch on it now. I would like to discuss further, however, the matter of safety rules and how they apply to human behavior. Have you ever violated a speed law or parked in a no parking zone? Have you ever smoked under a sign reading "So Smoking"f I shall not ask for a showing of hands--I merely ask that each of you examine your own con science in this matter. Our daily lives are circumscribed by such a mass of rules, laws and regulations, both written and unwritten, that it is doubtful if any of us can pursue our ways of ordinary daily existence without breaking some law everyday, either knowingly or unknowingly. It is said of one of our fifty states that there is a law* on the books which was designed to prevent train wrecks where ate t of tracks crosses another. When two trains meet at such a crossroad, the law prohibits either train from moving until the oilier shall have moved on! We almost seem to be at such a cross roads and facing such a deadlock in some of the safety programs which are in effect today. With a large number of rules, trying to control human behavior, the inevitable result ha* occurred; We buitd up more and 34 Industrial Subjects Sessions nore resentment against rules as they are put into effect, and finally we try the natu ral escape of disregarding those which we can without getting caught. In accident prevention, the use of too many safety rules is the use of a crutch and a substitute for something that takes more ability and ingciuity--instruction and training. Teaching, convincing, demonstrating ind selling of safety to employees is as yet the best known way of securing from them ;Se kinds of reactions wanted when the emergency arises, or when a non-routine situation develops. It is my belief that there ii no good substitute for teaching employees that their own safety is largely their own responsibility. There are some situations, of course, in `ihtch the needed instructions must be so c-nphatic and positive that they should prob ably be called rules and have penalties a:tached These are few in number, probably less than ten altogether and they apply mostly to special situations. On the sturdy and reliable DC-3 airplane there are 15 items on the "cheek-list" which the pilot and co-pilot must check together before takeoff. On the new all-jet DC-? there are 76 of these items! You may call them rules if you wish or just safety pre cautions, but few of us wouid want to see the list decreased in either airplane. The real trick then comes in knowing how to make your p' ,n secure the re sults you want fron. oy the use of the fewest possible "rules" rather than by the opposite course of trying to formulate a new rule for each new hazard as it causes an accident or each newly found unsafe act fA an employee. The safety engineer who is unable to make safety effective in his plant may be the same safety engineer who is relying too heavily on a long list of "don't*"--with penalties. ACHIEVING AND MAINTAINING RESPECT FOR COMPANY RULES B, JAMES F, VAN NAMEE Administrator, Accident Prevention Services Westinghouse Electric Corp^ Pittsburgh, Pa. There are many things whieh require serious consideration if a business is to oe operated successfully. The manage ment of safety is one of the most impor tant of these items, along with cost and quality. We in Wesunghouse recognize that the safety and well-being of our employees is dependent upon the degree to which the prevention at acr ,,nts is aggressively pursued. Success ,n accomplishing this ::as an important effect upon the ability os our workers to perform efficiently while on the job. Among the many features essential to optimum safety performance la (he estab lishment and application of practical and enforceable safety rules. The rules and regulations that govern orderly conduct in a factory do not differ materially from these imposed by society in general. They are merely adapted to the needs of a particular situation. The word "rule"--as we use it in the term safety rule--is defined by Webster as "the usual method or way of doing something; as, it is the rule to rise at seven." As stated previously, rules--safety and otherwise--are essential to the orderly conduct of business. Without them we would operate in a state of utter confu sion. With them we have a roadmap that can be used to guide us down the high way of orderly and safe operating prac tices. In order to generate respect for safety rules--it is essential to recognize that most Americans possess a basic resent ment against rules and regulations. They feet that any regulatory mandate infringes too much upon their freedom to satisfy J5 1961 Satienal Safety Congress follow rules, it is impractical to expect that workers will comply. Generally speaking--any rule that can withstand an honest appraisal of its worth is enforceable and is worthy of respect. The comments made concerning some of the shortcomings of safety rules are intended to point up some oi the general areas of fault that contribute to workers having a lack of respect for them. Consequently, ti you are finding a general disregard for vour plant's rules--may I suggest that you take a hard look at them to see if you find similar symptom* of weakness. Another important thing is to acquaint employees with the nature of the rules they are required to observe, in short, these guides to action must be sufficiently publicized to make them part of the "working knowledge" of every employee. While the educational approach will lead to the observance by a large segment of the work force, unfortunately, there is always a small minority that will Insist upon violating rules. Thus, where edu cation fails, supervision must be prepared to take proper disciplinary action. I believe that the iollowing statement --made by Emile 1*. du Pont of the Du Font Company--sums up the whole story' concerning enforcement of safety rules. "We believe strongly In the philoso phy ot preventive safety rather than after-the-fact correction. We place great stress upon safety violations rather than upon injuries as such. We are tough toward wilful violatore, as are more interested in eliminating the chance for injury by working wifely without violations of good practice than in setting records, where we are reasonable but firm on viola tions. a safety consciousness is grad ually developed among the entire work force." Tin's brings us to the alt important prob lem of enforcement and discipline. If rules are to be enforced they must--as has been said before--be clear and known by the em ployees. They must be fair and undiscriminatory--and they must be uniformly appliedotherwise you nuiy find them contested by union representatives. The need for acceptance of safety rules by union representatives is mentioned be cause under the terms of some labor-man agement contracts a company may find that improper rules can become a hais for the filing of a grievance--or e\<n arbitration. Two examples will illustrate this point. A union local in Trenton, New Jersey, filed a grievance against management's aev.ly inaugurated rule which required 100 per cert compliance with an eye protection program. The following siatement is taken direct!.' /rum a report that the union local made its membcfdiip concerning the vuteorr.e * i action taken on the grievance: "The JOuS* eye protection prugr^in -- ri union aruued that many areas in the plar.i did not require safety glasses Management has agreed and have modified their program accordingly. The areas and Jobs not required to wear glasses are--purchased parts cnbf. receiving docks, salvage building, main stock '-ribs, overhead crane operators, steel bar area, yard area, parts checker, tool room aisle*, waste material disposal operations, car washing activity and drivers not working in production areas." "Uanagtm<ut't unilateral promulgation of a safety rule presents an arbitrable prsaraiK*." On a question brought against a company by the Oil, Chemical and Atomic workers Union an arbitrator said "The company had Issued a regulation which the union chal lenged, requiring ail employees to wear hard hats and toe guards. The company argued that it had the unquestioned unilateral right to establi-h r*.-a.-nabie safety regulation*-- such as those being challenged. The union contended that safety regulations involving spcetal protective devices, which employees were required to wear, constituted conditions of employment (or which the union had been recognized as the sole and exclusive bargain ing agent The union held that these were matters (or joint consultation between the parties in the first instance and subject to review in the grievance procedure in the event that a job was described and classified in a manner with which the union did not agree, The arbitrator held that although the employer ordinarily has the right te deter mine for itself rule* for protection of em ployees. there are circumstances in which the union may challenge the imposition of cer tain types ot rules as well as the reasonablenest of particular rules and that the union's protest in these eases presented an arbitrable grievance under a contract which defined a grievance as any disagreement between the company and union Involving interpretation or alleged violation of contract" While I do not wish lo invade the subject of discipline, there are a few precepts con cerning discipline that also may have a bear ing on the respect tendered to safety rules. Briefly they are: First: Disciplinary action under some la bor-management contracts may be subject to arbitration. When such is the case--remem ber that an arbstratormay determine whether there was just cause for the discipline, and also whether it was overly severe. Second: The burden is usually yours to prove that your rulings are proper--and that the penally given wasn't too severe. Industrial Subjects Sessions Third: Discipline and discharge are seri ous matters. Consequently, be sure to have the answers to such questions as: "Did the employee know he was violating a rule?"-- "Was his violation intentional?" and "Were previous violations condoned?" Fourth: Discipline must be the same for bargaining and non-bargaining employees. From the foregoing discussion, three basic principles emerge as being the basis for creating and maintaining respect for safety rules. They are: 1. The rules themselves mist not be at fault. 2. Employees must be educated concerning the needs for the rules--and the benefits to be derived from compliance with then. 3. When all else faiis, enforcement and discipline must be resorted to, but on an equitable basis. In summarizing this discussion, I would like to stress that: First--Safety rules are essential :o the attainment oi both production and safety objectives. Second--\Va>* must be found to make employees want to abide by safety rules. Third--The rules must not be unreason able or improper--for if they are they won't be respected or accepted by the workers-- and ttithou: arceptance they are donn-ed to failure. THE CONSTRUCTIVE USE OF DISCIPLINE IN SAFETY VIOLATIONS By E'-ANDISH C. RIDDLE Senior Safety Eng., Cleveland Foundry A Engine Plants Ford Motor Co., Cleveland, Ohio On of the loo many things aggravating the world situation today is the different interpretations applied to identical words by various persons or cultures. I want lo consider the term, "eon*truc:ive discipline," with a common and single m:erx<retauon of its meaning and implication. First, let's look to Webster, who says, "Construct (verb) 1. To put together the parts of something. To build. 2. To set in order mentally, to arrange. "Discipline--1. Training (to train). 2. Punishment--(to punish). X Orderly Con duct. Synonyms are--'educate, teach, chas tise and correct." " Second, let's toss out these words and concepts: Punishment, to )umi/i and chastise. They have no place in our philosophy. We are not running penal institutions! We are operating business organizations where we are attempting to instruct our employees to perform their assigned duties to the best of their ability and with the lea-t possible hazard to themselves and their co-workers. Third, now, let's look at what we have left from Webster's definitions: l. To (.u To build. ;hc parts of sor.-ching. X To set n order mentally. X To arrange. 4. To train. 5. Orderly ecnduct. 6. Educate, teach and correct. Fourth, from these concepts, let's con struct our definition of "Constructive disci pline"--to arrange by educating and cor recting to motivate our employees to conduct themselves in cn orderly fashion, both men tally and fkysicaily. What this means is that we must strive to reach the minds of our employees and move them to conform to the standards of conduct as represented in the Ford Motor Co. sate practices rule books. This u not always an easy matter, for a man is not a simple organism, like some of the lower animals. A man can be very complex. He is what hr has lived. He is what his ancestors hose been. Keeping this in mind, we must consider that, just a* no two individuals have identi- 1961 National Safety Congress cal fingerprints, so too, no two individuals Iiave identical thinking processes. Because this is true, we must remain very flexible m handling this matter or discipline. between "selling" an idea and using "disci pline l" We think not. Remember what Webster says? Discipline is education. Sell ing, too, is education. Therefore, Selling We must keep in mind that the old days is a form of discipline. when a "straw boss" kept order in his crew by developing the hardest knuckles, the biggest biceps and the loudest mouth, are long gone. Possibly a few cases of straw bosses also devetoping the widest toothless grins might have had something to do with this. Seriously, though, we do not believe that physical or severe mental or emotional force has any real place in today's application of corrective discipline to industrial employees. The concept of discipline at the Ford Motor Co. is that it must be corrective, Regardless of what we call it, or how we define it, it means nothing unless it is applied. 1 am reminded of a story I read some time ago in a magazine. The story told of a rather large company that had been experiencing numerous serious accidents and injuries to employees with an ever-increas ing frequency. According to the story, this went on for several years. (Hard to be lieve, but that is the story.) Numerous meetings to find causes and remedies were held but always wound up with someone Tliis concept also dictates that only as much saying that they hoped the "bad luck" would corrective action be applied as is necessary make a turn for the good, soon. to result in the desired correction. In other words, it is the expressed philosophy that mil personal feelings be divorced from the case and only the fads are to be considered. This is what we mean by the term, "constructive discipline." Discipline that is con structive through reasonable and fair cor rection. Finally it got to the point that someone at the top decided to bnng the thing to a head. He called the managers of the various departments together and told them that it was up to them to find ways of controlling the situation or he would find someone who could. Rather drastic but a very effective form of discipline. We do not mean to imply by what we have said up to this point that we do not want our supervisors to maintain con* trof over their employees. To the con trary, it is insisted that they do. It is in sisted that they be firm Point No. 6 of the 14-point Ford Motor Co. Safety Pro gram states, "Maintain firm plant discipline." Please distinguish between firm and harsh. These two words are poles apart in our philosophy. It turned out to be very constructive, as well. The top man's ultimatum finally made them realize that, far from their running the organization, the organisation had actually been running them! Finally jolted out of their false sense of job se curity, each manager passed the jolt on to his subordinate supervisors. Each man was told to tender his resignation right then if he didn't think he could stop his em ployees from injuring themselves. As a matter of fact, if you think of it in the right light, being firm and in sisting on strict adherence to the require ments of safety rules is actually being kind to an employee. Being kind to him to the extent that you force him to avoid having an accident He may not appreciate your kindness In applying corrective disci pline when it is merited. It is, neverthe less, kindness of the first water. Speaking of the 14-potnt Ford Safety Program, points No. 4 and 5 are also worthy of note here. "Sell safety to the new em ployee," and "Re-sell safety repeatedly." It might appear that there is a discrepancy of terms here. Is there really a conflict "Wow 1 The bosses are really mad now," they all thought, as they started scratching heads in search of ideas. I: didn't take much scratching to come up with the idea of opening the saicty rule books that for so many years Had laid unopened in the desk drawers. One after another got the bright idea of starting to insist that the rules must be adhered to. There were no changes m normal work procedures, no supervisors lost their jobs. The supervisors just started to supervise within the framework which already ex isted in the organization. The foreman sauted to be the "boss" and exercised his almost forgotten responsibility to discipline 40 Industrial Sub/e. `t Sessions employees who violated the rules. Accidents fell off sharply and other benefits were also realized. Morale was strikingly improved, absenteeism decreased and not too surpris ingly, there was also a significant increase in productivity. Let's go back again to Webster, Remem ber--he says that discipline also means "to teach." Ford Motor Cc, accepts this mean ing wholeheartedly and considers the teach ing and training of its employees to be one of its most important functions. Sure, we realize that our prime function and reason for existence is to serve our customers with a top quality product at a price they are willing to pay. But, to do this we must have a trained, disciplined work force, at all levels of the organization. For the purpose of this dis cussion, however, we are considering only how this policy affects our program to prevent accidents, with particular emphasis on the enforcement of safety rules. In order for established safety rules to have any meaning, it is a prerequisite that the persons to whom they are to apply, have a thorough knowledge of their con text and meaning. This :s accomplished through a very' thorough system of train ing for both supervisors and hourly em ployees. These training techniques take many forms, and include; 1. A six months training period for new supervisors. *2. One-hour weekly training meetings with required attendance by all supervisors. 3, Frequent contacts between supervisors and plant safety engineers. 4. Wide distribution of safety rule book lets, to both supervisors and hourly em ployees. 5, Requirement tliat all supervisors of hourly employees hold weekly safety talks with their employees. 6. Indoctrination program for new em ployees which requires that the supervisor go over pertinent safety rules with the new man to insure he understands them. A check sheet and card which the em ployee signs must be returned to the safety office for each new employee. But that is enough of detail. I think sou have the idea that the Ford Motor Co. has an excellent training program and docs a good job of educating its employees on how to do a good job safely. We have given our employees the knowledge, now vre must see to it that they use that knowl edge to the best advantage--to the advantage that employees will not suffer accidents and injury from someone's disregard of safe practices established and spelled out in the rule books. Let us take a quick took at how "con structive discipline" of a progressive nature works in cases which demonstrate the prin ciples we have been discussing. First, consider a simple theoretical case. Suppose that one of the plant safety en gineers observed an employee working at a machine while he was not wearing his safety glasses, as is required of all Ford Motor Co. employees. The saiety engineer contacted the employee's foreman and ver bally informed him that the employee was exposing himself to the hazard of a po tential eye injury. Thereupon the foreman, knowing the em ployee has just returned from lunch and merely has forgotten to put safety glasses back on, approached the man and reminded him to do so. The man, being a cooperative individual, did so, with thanks to the fore man for roninding him. (This man knows which side of his bread has the butter). This man required very little correction since he realized that thi; eye protection rule was for his benefit. Just a word of caution was all the discipline (motivating education and correction) that was needed in this case and that was all that was ap plied. Mission accomplished! Let us now consider a little more com plicated and still theoretical case. Again, the plant safety engineer reported a worker, not wearing U;e prescribed e>e protection, to his foreman. This individual was resent- iul and expressed himself fluently, indicat ing he did not want to comply with the rule requiring him to wear safety glasses. In this case the foreman realized that positive action was needed to change this individual's thinking. The foreman, there fore, called the man into the department office and, explained to the employee that the Ford Motor Co. safety rule requiring all employees to wear approved types of 41 1961 .Vnllonci Safely Congress e>e protection was established to prevent enous eye injuries, himself included. The man was then informed that because his record did not show any previous cita tion for rule violations the disciplinary ac tion report resulting from this case would show that he had merely been given a reprimand and naming without the loss of any time. The warning indicated that he had been informed that any subsequent violations of the rules might result in in creased corrective action on a progressive *cale. Here again, the case was dUpositioned with only enough "constructive discipline" to arrive at the desired correction of the employee's attitude and performance. This program erf scaled action to fit the case is carried out through the whole range of cases which might occur. Each succeed ing time that it is necessary to apply dis ciplinary action to an individual employee, his previous record is taken into considera tion. In those cases where it is dearly evident that the previous actions have not resulted in the expected improvement in the employee's attitude and behavior, ad ditional motivation is applied, each step be ing progressively more severe. In a tew very serious case*, the end result may hnally be a discharge. I am glad to be able to say that very tew cases go to this extreme. The lack of extreme cases indicates that the system ot progressive actions takes hold and does the job some where along the line before the final stage is readied. Sinee a disciplinary penalty i* imposed solely to obtain improvement of future be havior, follow-up is important in determin ing whether it has been effective, or whether further action is necessary. Up to the present time we have dwelt extensively on the techniques utilized in the "constructive use of discipline in safety violations." Now, let's give a little considera tion to the end results of such actions. This is the meat on the menu. This is the pay off. While we do not, by any means, give our company program of "constructive dis cipline" the whole credit, we are sure that it played a very important part of the re cent accomplishment of the Cleveland foundry of the Ford Motor Co. in establish ing a new all-time National Gray Iron Foundry Best Record of 3,421.1.33 man-hours of exposure without a disabling injury. We also are sure that this technique of using discipline for corrective purpose* played an important part in the record o: our two Cleveland engine plants. These two plants have, within the span of less than ten years, posted periods of over 3,000.000 man-hours of exposure without disabling injury on seven separate occasions. The use of "constructive discipline" can never be the answer to all problems. It can, however, help in the efforts to create a softly awareness in our employees which we all xrc striving for. Safety awareness r Now there is a term I like! Tum that over on the longue of your mind lor a minute! Get the taste of it? Let me give you an example. Recently, white I was walking through ,m aisle in our foundry at Cleveland, an hourly man v 'Iking in the same direction but some di, i~ce ahead, noticed a small length of pipe tying in the aisle where it had apparently fallen from a passing scrap truck. The man, with scarcely a pause, stooped down, picked up the pipe and tossed it into another scrap truck and continued on his way. It was done in such a casual manner it appeared to be an act of habit. Thai is what we want! We want safety so ingrained in our employees that they exhibit simitar thoughtfulness in all their actions. Thoughtfulness that is a habit! And there is no contradiction of terms in this instance. Here was living proof of the "safety awareness" we are striving tor. Here was evidence of one of the factors which helped the foundry set a new record, helped the foundry exceed the old record, which had stood for five years, by a margin of well over 500,000 hours. Here was evidence that, properly motivated, employees c n be moved to consider the "other fellow's" welfare as well as their own. This man's action may well have pre vented the next man coming along from taking a bad spill Such patterns of thought can cause a man who, in the past, had been guilty of leaving a guard off a machine, to now pause to replace it upon completion of his job. Development of such safe work habits can truly make a man become, al most unconsciously, his "brother's keeper." j ` * j j i I j i industrial Subjects Sessitms We do not know whether this man had ever had occasion to have "constructive discipline" applied to him. We have no way if determining since the man was not idoitdied. We like to think, however, that this is the sort of attitude which can be developed bv the technique oz applying discipline in ;t corrective sense, rather than in a punitive sense. You all know wliai happens when yeu pudi a pendulum. You give it a push and it swings right back at you. If you give a man a push he also has the same reac tion: he has a tendency to take a swing at von in return, tn one way or another. It s- nor thinking at Ford that much more can be accomplished by leading a man onto the right road by correcting his errors in a constructive manner. This leading, never theless, must be firm to avoid being mis understood as weakness. Someone says, "Nuts! There are some guys you can't reach with anything but a big club and a size 14 boot." There may be some truth in this statement, but, (and that is a big but) these cases are few and far between and we should not fall into the trap of accepting this as a dump for all of our problem children. It costs money, a lot ni money, to train employees to perform todays complex job*. It costs money, a lot of money, to have our employees suffer in dustrial injuries. It it our job to save our employers from the unnecessary expense of discharging er rant employees. It is also our job to save our employers from the unncee3ry expense t Accidental injury. It is even more our u.b to discharge our moral responsibility of preventing the human misery to the env (Sojee and his tanuly which invariably re sults when the bread-winner is laid low 'eeaue he or his fellow-employee failed to ' eed the safety rules. In nearing the conclusion of this discus- on, let us remember that the old days of 'he woodshed as a symbol of discipline are cone and past. More enlightened thinking nd the teaching of experience has opened .i better door. A wider portal with broader vistas: "constructive discipline," bed -* correction, not punishment. It is a prime tenet of psjchologv that ti e human animal has a greater tendency to re member pleasure than pain. How many ni you can remember ihe occasion* on wlnrh your Ma or Pa beat ilie bejabber* out of your little hind-end? I'll bet not one of yr.-i can, or. at most very' faintly. On the other hand, HI also wager that many of you can still clearly remrmber the old swwnmmv hole, how much fun you used to have at the County Fair or many other pleasure* of vour childhood. Not that we mean to imply tint npplviny even "constructive discipline" to our em ployees will be a pleasure to (hem. Rather, we should attempt to remove as much of the pain as po$*ibte from our corrective ac tion to !esen the tendency to forget unpteasant experiences, fiducate, tearIt, enr'ret that's the ticket. Punishment for puntsli. mem's sake Selonc* to the Dark Ace* SAFE APPLICATION OF ELECTRIC CONTROLS ON MACHINE TOOLS By P. C. PEREGOY Supervisor of Safety, Weslinghousc Electric Carp.. Baltimore. Md. By definition, machine tool* include all power-driven equipment performing coldworking of metal by progressively removing metal in the form of chips. The National Association of Machine Toot Builders has classified some 200 types of machine tools under live basic functions--turning, boring, milling, planing and grinding. V.ithortttc* aerfe that injuries from i:-.a- iiinc operation are likely to be more severe han injuries from other causes; and more akcly-to result in permanent disability. For example. Accident Facts shows machinery to be the source of 10 per cent of all injuries, but the source of 19 per cent of permanent disabilities. 1961 National Safety Congress Material in reference books emphasizes that although many machine injuries result from lack of proper guards, the majority have their sources in unsafe practices; and that, therefore, is the area requiring concert* trated attention. Safe working procedures -- operation, ad justment and repair of machines only by trained personnel, and supervisory responsi bility for enforcement of established policies --are the weighted important factors in such reviews. Other literature, stressing the soundness of correcting unsafe conditions first, provides lists of safeguards, such as drill vises, springloaded'chuck wrenches, chip shields, tool guards, stock tubes, enclosed tanks for cut ting-compounds, pinch-point guards, enclo sures and ventilation. However, t is most difficult to find in formative material on the subject of provid ing protection against machine-tool injuries through use of adequate electrical controls. Although progress has been made through the years in the development of machine tool safety, the incidence of high severity in in juries dictates the need for closer examina tion of the problem Perhaps there is no better place to start than to eondder the feasibility of applying electrical controls for more efficiency and greater safety. To prepare this article, many technical publications were reviewed. Although they covered the techniques of manufacturing without mentioning safety, safety is inherent in their operation because the operator is removed from the danger point. While safety handbooks serve their purpose adequately, there is an ancillary field ready to be ex plored: the field of technical publications on programming for machine control. However, certain control methods devel oped in recent years mark beginnings in this direction. One of these is programming and control of machine tools by means of mag netic tapes. Manual control of a machine tool means that both the tool and the operator are subject to physical limitations and to human error--in interpretation of prints, in setup, in process of operation, ia tnisjudgmaat of distances, in adjustment to light changes; and to other variables. Such problems re peat themselves for each run. However, with the use of tape controls, decisions and checks are made at the time the tape is prepared. And so, errors and scrap go down; there is no fatigue problem; lead time is reduced; tooling is simplified; manufacturing time is cub Such control per mits infinitely repeatable precise machine op eration, besides providing the optimum ia personal safety. Manufacturing cost savings more than pay for the system: even one-shot parts are accurately and economically pro duced with such controls. Additional accomplishments include the in troduction of contactors to replace switches; the use of volt-meters and indicator lights for machine control; toad meters and over load devices. There is still a problem, that of a high incidence of permanent disabilities Much ef fort has been devoted to mechanical guarding and safe procedures. Striving to improve machine tool safety, we must realize the limits of the past approach and the room for human error. In an age when hospitals can wire patients to record pulse, respiration, blood pressure, temperature and heart action, cannot the in dividual safely engineer and organized safety groups probe more deeply into modern tech nology and demand a wider application to machine tool control? Material was developed for the foregoing article by reference to such volumes as me National Safety Ceaacit Accident Prevention itiensl and Accident Facts; Jolat Industry Conference Electrical Standards; Machinery (Monthly magazine of engineering and pro duction); the National Electrical Code and Its companion Handbook. Also, manufactur ers* descriptive literature Including: Westingbouse Frodae and Cypak Controls; Tricop Company catalog of safety switches: Security Controls, Inc. bulletin SCO. Acknowledged Is the cooperation of W. R, Blewctt and . Roberts. Safety and Manu facturing Engineering and Tooling Dopajrtmeate. Air Arm Oivtsloinr. tVestl--r.gh--o--u---s-e- Elec* trie Corporation. *4 Industrial Subjects Sessions THE ASA DISABLING INJURY FREQUENCY RATE IS A GOOD MEASURE OF SAFETY PERFORMANCE B, E. B. WALLACE Sr. Safety Engineer, Eastonan Kodak Company, Rochester, N. Y, Shortly after World War I, the U, S. Bureau of Labor Statistic* published Bul letin 276, "Standardization of Industrial Accident Statistics." A revision of this bulletin was requested by a resolution adopted at a Manorial Conference on Indus trial Accident Prevention is Washington in 1926. The resolutica requested that the American Engineering Standards Commit* tee, which is now the ASA. undertake this revision by means u: a sectional committee A sectional eomrrjitte was organized and on it were represesasves of the various national associations concerned with safety, a* well as representatives of many other international and nauma* organizations, in cluding inurarce companies, petroleum groups, steel gr-ups. mcul gruups, depart ments of labor, aceidet cs.vr.nusaioni asd various departments :: the L\ S. Govern ment, as well as many state agerciea Other industrial groups were reproofed as weJL As a result of the wvrk os' this com mittee. the ASA Standard Z-16 was de veloped and was ongutafiy approved in mi. Prior to this tine, there were many suggested r-ictho-ls o: compiling accident statistics for use by the safety engineer. The one common denominator that has held true through the years ji the method for calculating frequency of industrial accidents which, even though we all know it well, I am going to quote for you: uFrequency is the number of disabling injuries times a million divided by the employee hours of exposure." Thera is Hardly a safety engineer, inspec tor or even neophyte who cannot quote the formula for frequency. Since the establishment of the ASA Standard Z-16, many other methods of compiling accident statistic* have bed de veloped by one company or another. Most of us in safety have tried to evaluate these other methods in an attempt to determine values from them which might better serve our needs in accident procniicn work. However, we have : .tad that cur compari sons are nude to the ntabhxhcd standard with which w* *.! k> th*. roughly familiar. The main pvist .-.*! UMt* md the main point of dbcj'uun m any appraisal of accident statistic* j* rriatton *Se Z-16 code arc that <-t the Je?er*wifc*.vt ot what a disabling injury is. "A AisaMtfig injury a a work ajjury which results m death, permanent dis ability. permanent partial <irabtiiry. or temporary total disability.* tTh* denta tions of disability ire tound -n pectsca \2, Page 6. Z-16.1) If one is to use acodcst seautcs as a basis for winning contests, for creating a pseudo-safe atmosphere amcag the em ployees and nunagtnmz, or to prove oo paper that their organiramm has a better safety program than someone else, it might be possible to interpret the ASA Z-16 code definition of disabling injury m such a way as to give a frequency rate which can ac complish all the previously-mentioned points. However, if the Z-16 code is used as a good measure of safety performance by an industry and the safety organization, and if the evaluations of their injuries are made on a basis which, I am sure, the original ASA Committee felt was just and honest, the Z-16 code could become an elective tool in accident prevention work. There are many safety engineers who feel that, because they have been associated with their industry and the accidents therein for a number of years, they can make an instant appraisal of those places where die greatest effort in safety should be placed. This may be true; however, I recall sitting with a safety engineer oi a large chemical industry not too long ago who. with a certain degree 45 IP61 National Safety Congress o: amazement, asked, "How come in * chemical industry we have more finger in juries that we have chemical injuries?" If tlus question is an indication of what i going on in the minds of many safety engineers, it appears that some of us are r. n using our statistical analysis to its best advantage. The beauty of a standard such as 2-16 is that comparisons can be made by the tegments of an industry, even though those segments may vary ui employee population from four or five men to units of several thousand. This type of comparison can be shown on a chart Such a chart, for departments of a large industry which vary in sire irom approxi mately 30 men to approximately 2.500 might show department "O' as having a very high frequency rate m the year 1959 and an extremely tow frequency* rate in the year 1960-61, the oilier departments having >iight variations over a three-year period. As an example of the effectiveness of ;rte 2-16 code as a measure of safety per formance, I am going to tell you something about department "C." It is a chemical manufacturing area of , little over 200 employees. It make pro prietary mixes of both dry and liquid chemi cals; it 511s, package*, blends, mixes, re ceives, ships and does everything else a normal manufacturing plant does, including its own maintenance. In 1959, the frequency rate took a bounce upward; the severity rate traveled up ;.s well. As a result of the `tatisttcal analysis made in accordance with the ASA Code, it was readily determined that this area was one in which concentrated efforts should be put by the safety engineer responsible for ihc area. Such concentrated effort was put to use within the department, using the statistical information as a criteria tor discussion with top management. It was established that economically, as well as from a humanitarian standpoint, increased .\iety emphasis must be placed. In previous years when the frequency rate had risen, attempts had been made to tell management on the fact that increased emphasis should be placed on safety; how ever, because we did not have the statistical backing to be able to show economic justi fication, became we were unable to prove production loss, because wc were unable x> -how the potential of increased production with an adequate safety program, we had no more than token safety emphasis within the department. Today, however, the picture is completely reversed. The management is aware of their accident record; they are jealous of that record; they are not using the record in any other way than to increase the morale ot the employees within the department: they are concerned with the maintenance of the record on the basis on which it was established. They know that disabling in juries included in their frequency* rates are evaluated on the true and honest basis as established by the ASA Code; they know that lost time is calculated as established with the 2-16 code and so do the em ployees; and, this is an important point. In order to use effectively the statistical in formation of a code such as the Z-16, it is important that the personnel within the department or industry* he advised a$ to what the statistics mean. Department "D" is a department of ap proximately the same number of employees. This department, over a period of six years, has maintained a notonr>i>!v bad accident record. It follows without saying that, under conditions such as these, this is the next place whire greater emphasis shall be placed on safety performance, philosophy, safety engineering, and last but not least, accident prevention. To set an entire safety program on the compiling of statistical information alone and to feel that job is done is a rare, ineffective way of preventing aahdcnts; however, in order to utilize the Z-16 code as a measure of performance, one must evaluate the criteria for determining dis abling injuries -- must evaluate with the greatest degree of honesty and then, follow ing the analysis, must establish an accident firevendon program in keeping with the facts which can be found. In doing this, a safety engineer cannot only utilize his cur rent figures, but he can also pull from his records his accident reports, of years past, evaluate these on the same standard oasis, -vrid show by a chart, by graph, or by any other known statistical means, the trends over a period of years. If this U done, and 46 Industrial Subjects Sessions ;1 sundard becomes established as a useful ;ool, then performance can be measured and nea$urcd well. In two departments where the record* rave been maintained according to ASA Standards over a period of six years, it is easy to see those places where safety pro grams were instituted, where safety en gineering was effectively utilized; where changes in safety philosophy on the part of personnel are apparent. Such information in the hands of vour boss can be a second measure of safety pertormance--your safety performance. 1 am sure that every safety engineer m this room is responsible to management tor the reduction of accidents within his industry. Management measures safety performance on the basis of the tacts that we give them as well as on the basts of compensation costs with which they are already too familiar. In order to establish uur effectiveness as a member ot the man agement team doing our job in the preven tion of accidents, we must have established criteria for reporting to them our day-today, week-to-wcek, ud year-to-year prog ress in the prevention ox acadats. The ASA Codes, of which there are many, have loog since been established in the minds o: management as the basts for evaluation of their position with others in the manu facturing business cr the evaluation o: types oi material or. procedures and prac tices, the purchase of supplies, and other miscellaneous pans t: tne business world. It seems logical to have to present to management tn language that they underrtand and know, reports of performance on the basis of !ong-cscibU*h*d standards which have stood the test of tunc. There arc those who feci that in order to maintain active interests or, in order to show improvement to management or to their employees, that it Is necessary to change our methods of recording and compiling statistics. This may be necessary in some cases; however, change or modification of a standard statistical system can result in a false sense of security perhaps, in con tusion on the part c: the tsnployeei, and management as well and can result in no permanent gain Some years agr. as industry with which I am very familiar, eaabfahed a statistical procedure for rtperang jury experience which was somewhat different irom the \SA Standard. This method used weighting factors for average number of employees, for types of injuries, for practically every thing under the sun. The reports were some what unwieldy to prepare; the interpreta tion ot those reports was practically impossible for arnone less than a statisti cian. Because in each case, in order to obtain lull evaluation of the statistical evidence, one would constantly be required to refer ;o the weighting iactors. The employee* could not understand the new system; how ever, they* were favorably impressed in the first months or so because the chans pre pared from this statistical evidence with those weighting factors were able to show an improving line on the graph almost con stantly. The accident repons of this in dustry were analyzed according to the basis of the ASA Z-16 Code, and some startling Information resulted. It shewed that, by eliminating the factors, both frequency and severity fluctuated greatly over the period checked It showed that their record was not the constantly improving record, and it showed that there was need of more than a new* system chan to improve the safety of that industry. Arthur P. Johnson, Vice President in charge of Engineering. American Mutual Liability and Insurance Company, in the May. l`>61 issue of "Standards Magazine," published by ASA very appropriately sum marizes my comments: ' S'itiiucally, the total picture is much unproved; however, fatalities and serious injuries are continuing as a result of acci dents in which physical factors have not been brought up to a safe standard. This M oi serious concern to employers as well as to employees. More and more, thirdparty' suits for very high damages, alleging negligence by failure to make the opera tion safe, arc being fited following indus trial injuries. In these cases, evidence of failure to comply with codes and standard* can be very damaging. Accident prevention, it should be remembered, is a process of management aimed to prevent recurrence or accidents. It is urged that management use standards, especially American Safety Stand ards, as criteria for the safe control of work environment and operations.** The ASA Disabling Frequency Rate is 47 1961 National Safety Congrest a good measure of safety performance; the employees can understand it; management can understand it because it is the kind of information with which they are most fa miliar; the safety engineer can understand it because it establishes standards and limita tions which, if used properly, can be the greatest assistance to him in his accident prevention work. In order to play die game "according to Hoyle," we must have these standards. Devi ation from the standard makes a new game. Z-16.1 is no longer a research project. It is a regular code for day-to-day safety evaluation--for active safety engineers. nuranatfcma ASA asa zZ--3isS--J1----m195a4. Parts _Z . and _n Bulletin lit*--U, 3. Department of Leber Injury Rates--New Tork State Industries _ Industrial Accident Prerentioa--Heinrich, lWt Accident Prevention Manual. 4th EdlUom IS-- Standard* Magazine--Stay. iSA ,,__ ,, .... Accident Pact*--National Safety Council, ISA 1 r A MORE DYNAMIC APPROACH TO THE PREVENTION OF BACK INJURIES IN AN INDUSTRIAL ENVIRONMENT By C. F. MARTIN, M.D. Plant Physician, Electric Typewriter Div., International Business Machine* Corp. Lexington, Ky. Under this "wastebasket" term--the sore back--fall many common medical diagnoses and fancy National Safety Council classifica tions. Mark Twain's remark that, "Every body talks about the weather and nobody does anything about it," might seem to apply to rhi* sore back problem. However, as we know, this is not entirely true. In the held of medicine there is not a single large medical meeting presented anywhere without at least one discussion centering around the mechanisms and treatment of bade com plaints. It is safe to say that almost everyone in this room has had a sore back. For reasons of understanding, let us define some terms so that we will be better able to understand each other. First, the disabilities in the back--with concent to safety people --can most simply be divided into two classes: (1) Those due to injury. (2) Those not due to injury. Those conditions due to injury we speak of as sprains, strains, bruises of ligaments, muscles, and joints. Those not due to in jury can be wear and tear of age, or per haps inflammation of muscles or tendons, best known as rheumatism. From a safety man's standpoint, 1 think it would be important to classify back com plaint, emphasiring four points: 1. There should be some accident or some unforeseen event which suddenly occurs or produces a definite sprain, strain, or other recognisable injury. For example, a bruise. 2. Such an accident should lead to an immediate, or almost immediate interrup tion of :he ability of the back to perform its usual work. 3. A thorough examination of the back would reveal some sign, or demonstrate some functional disturbance. 4. This disturbance should bar a logical connection to the accident or event as re ported. The term strain indicates stress greater than that which the supporting elements of the back are normally able to withstand. The fleshy tissues of the bade arc endowed with strength, elasticity, and vigor accord ing to the development of each iadhridoaL When an abnormal stress is applied, whether suddenly or siowly, and the tissues are stretched beyond their normal resistance, this gives rise to pain, 9oreoess,*nd disa bility. * V* Again, from a safety man's standpoint^ occupational bade strain as a result of fa tigue is not usually classified hs an injury. i I Industrial Subjects Sessions However, as a medical entity, it is fre quently seen and recognized. When we refer to chronic strain we mean that an abnormal state has existed longer than the time estimated for the usual re pair of the damage to the back. The word sprain is a term applied when a joint has suddenly been twisted or wrenched and the ligaments around this joint have become tom or separated. Sprains are a more seri ous condition than strains, and the disa bility and time for improvement are much longer. One of the most popular diagnoses made today is the rupture or protrusion of the intervertebral disc This simply means that for some reason the padding between the bodies of the vertebra is pushed out of its normal position, causing some pressure upon the nerve roots. When this happens, there is pain, muscle spasm, and notable disability. Tratamt for this condition is long-termed and quite involved. Another perplexing term that we come upon in the medical discussion of the baric is the lumbosacral instability, which in most practical terms means that there is a weak ness in the comerstooe and/or the cement of the coruerstooe of the base of the bark This lads to chronic soreness, weakness, and subsequent disability. Most medical forms of treatment for baric conditions are directed toward cne end --that is, to allow the body to repair it self. This is done by restriction of the use of the back, medication, rest, and sup port. In our location, our experience can be divided into three phases: 1. First, we were offered an unprece dented opportunity, by the building and opening of a new plant, to observe, ex amine, and collect data on the physical work required for a perplexing variety of jobs. Not only the physiol work required for the job, but, more importantly, how the au on die job was actually performing this work. Observation such as this cut be made only one way, and that is to tee is first hand; not once for two minutes, but re peatedly at varying interval*. 2. Second phase: the Medical Deport ment collected patients, while the Satecy Department collected the case hmcrio oi back accidents. Our data asd observation were sorted and studied. Engineering meth ods were used to devise improvements in the mechanics of the job. Patients with back complaints were instructed individually nn proper baric care and advised to tell others of their painful experiences. These first two phases are completed, and we have learned much from working through them. In a third phase, prevention, strong em phasis must be placed on education and gToup participation; the effects of which will reach beyond the plant and work situ ation. In an attempt to bring all the medical information and experience into focus un der one study, the medical department did what was called "Ths Statistical Evalua tion of 235 Back Cases in the Medical De partment, Oct. 1957--April I960" TABLE I Total cumPer Industrial cam,.,................. 130 Total number noo-lndustnal cases......... luS 55 per cent Industrial back Injury 44 per cent non-industrial back injury SI cases died for Workmen Compensation We ie< of the 235 people followed, ap proximately half were industrial injuria; the remainder occuned outside work. Of the 130 people who reported that they injured their back while at work, 61 (or less than half) were filed oc through Workmen's Compensation. It is important to remember, we were able to take are of more than half of the industrial injuria in the first aid area, using simple treatment measures. We will say a great deal more about the fact that half of our number of cases were injured outside the flant. By listing the 10 departments having the largest number of cases, a finger is pointed to sore spots. L Dept tM ... X Dept. 3 .... X Dept. TW .... A Dept (S3 .... S. Dept ITS ... A Depc. US .... T Dept. OUt .... X Dept. 010 .... X Dept. 09S .... ISL Depc. S3 .... fotaft 10 (Machining) 9 (Machining) t (Machining) 7 (Assembly) (Assembly) S (Machining) 5 (Machining) S (Machining) 5 (Assembly) 71 49 7S*6f A ational Safety v impress In our pre-employment examination we ask the question in writing, and then again during the examination. "Have you ever experienced a sore back?" If the answer ts yes, we ask, "Has this been severe enough to restrict your work activities?" Regard less of the answer, these people have been hired. More recently, we have been asked these questions: Do people who have told you, at the time of pre-employment examina tion. that they have already experienced back trouble often liave recurrences* How severe will their recurrences be? Will they demand job* that are of a restrictive nature? TABLE III Comparison of employee* who gave history or back trouble prior to employment a* compared with those now harinc permanent pnyaical i Class II) restrictions. 235 eases = permanently restricted (Class Previous history.............................. 57 Permanently restricted ................ 10 When wc compare the employees w ho gave u< a history* of back trouble with the total number who have permanent phys ical restrictions, we see that out of the 235 caves, 26 people are permanently re stricted Class It. Of these 235 cases. 57 people said that they had had back trouble. Of this 57 people. 10 people are permanently restricted (Class II)--that is I in 5. TABLE IV Comparison between those harinr previous history of back trouble prior to employment a* compared with workmen s compensation Previous history .................... . Total number compensation case* due to back complaint Previous history and ------------latlon .......................... 57 13 <21 per cent) In this table, if we compare those hav ing a previous history of back trouble, prior to employment, with workmen's compensa tion cases, we note: Those giving previous history were 57. Total number of com pensation cases was 61. Those giving a pre vious history and becoming compensation cases later in employment were 13 (or 21 per cent). I think it is logical to say that people with past history did substantially contribute: (1) to permanait restrictions--1 in 5, (2) to compensation cases--l in 4. TABLE V Hots Long For Common Conditions Average length of treatment for muscle strain ................... Average iemrth of treatment for lumbosacral strain .......... Averages length of treatment tor disc (surgical) .................. Average length of treatment for disc [medical) .................... 1L* days n s days IOC < days 54.S daya In this table >ou will see the average length of treatment of muscle strain, oj lumbosacral strain, of disc disease that de manded surgery*, and of disc disease treated medically. A disc that will require surgery can re turn to some type of productive labor in three months, providing rehabilitation hap pen* to be popular m >our plant, tf the disc seem* to respond to conservative meas ures (that is. without surgery), you ----get him back in two months. TABLE VI Warning of a Ihtfatl Time for recovery or workmen's compensa tion cases cannot be compared with Industrial bsek Injuries not compensated, nor with nonIndustrial back Injuries, because of the factor of aeventy Those patients baring the most sever*, complicated, and protracted back In juries are filed on under Workmen's Com pensation. Tbe more simple, uncomplicated back Injuries receive routine supportive treat ment In the plant Brat aids and art not filed on. No comparison should be attempted. At first glance, I thought we could com pare workmen's compensation eases with home injuries, and draw some conclusions. Safety people, management people, and now medical people must be concerned with the amount of money spent on compensation cases, and the time required for recovery of compensation cases. The time for re covery for workmen's compensation cases cannot be compared with industrial back injuries not compensation, nor with non industrial back injuries, because of the fac tors of severity. Earlier, in the tables, we called your at tention to the fact tiiat we filed cn less than half of those people who had in dustrial bade injuries--that is, we filed on the severe ones. We took care of the ones that were not severe and would clear up in a logical time anyway. So, those pa tients having the most severe, complicated, and protracted back injuries were filed on under Workmen's Compensation. The more simple, uncomplicated back injuries received routine supportive treatment in the plant SO industrial Subjects Sessions first aids and were nut tiled un. So com parison should be attempted. TABLE VU Average Length of Treatment of Compensation Cases Muscle strain .............. 21,S days Disc .............. .............................. 75 3 daya Lumbosacral strain .............. 31.*days Average Length of Treatment of Industrial Back Injuries No*. Compensation Muarle strain .............. 7,1 day* Disc ........................................... VI days Lumbosacral strain ........ la* days This table w-e present a* a composite of facts (another warning of a pitfall) and not as a comparison: The length of treat ment of compensation cases varies for raus- de strain, disc, and lumbosacral strain, also for the average length of treatment for in dustrial back injuries rt if compensated. This may give us a picture or perhaps an index of severity. TABLE VIII Back Com* st+y Recurrent Industrial ..................... . Compensation filed.............. No eompenaatlnn filed .... 13 S 19 N'uw to be up-to-date, tet u. briefly re view* our experiences of I960. Recurrent refers to some of our old buddies who have been re-injured and need further treatment at our gentle hands. Please note that in- luilnal is now 19 and non-industrial 28. From experience and from analysis, I k.ve come lo believe very firmly in the TABLE IX ,via r Acute) Cases Industrial .................... Compensation filed .. No compensation .... Non-industrial ........ .. Tout casts 19C0 Industrial .... Non-industrial 132 It 35 &5 third phase. You can see from this presen tation that halt ot our back injuries hap pened in the ptarn and half away from work. So if we vet about and spent ail our time correcting all of the conditionin the plant that might cause any back trouble, and if perfection were reached, wc would be able to she v only 50 per cent improvement. Certainly wc should--and wc liave -- through individual training and through improved engineering techniques on the job, attempt to help this 50 per cent To achieve real success in the saving of manpower and in the lessening of pain and morbidity, we must have a group col lective action. We propose to do this through an educational program of lectures (both medical and safety! and through printed material sent out with the plant newspaper and through management conference, Wc must train these people in groups, teaching them the mechanism of their b*>-k and the care of this system, and doing this in such a way that they will carry ft from work and into their lives at home. This has been the problem, the analysis, and the proposed answer. SAFETY'S ROLF IN PREVENTING BACK INJURY oy CHARLES W. BOGGS Safety Dir., Electric Typwritcr Div^ International Business Machines Corp. Lexington, Ky. One of the fastest-growing clubs in America today i* the ''Aching Back Cub," an organization with miilicns of reluctant members. Thousand* ui industrial workers join this club every week by trying to lift objects too heavy for them or by failing io lift properly. There'* no waiting for membership. It takes no lenger to qualify than it does to bend over and tie your *hoe. Admission ts free. Many safety people arc of the opinion that back injuries will occur regardless of what they do, so little is done to eliminate the cause of these injuries. There are causes, though, that can be eliminated, in tackling this problem at our plant, the first thing I did was to make a survey of alt our compensable back injuries from Jan uary, 1957, through December, I960. From this survey wc found that our assembly 1961 Xatioiusl Softly Congress area accounted for the greatest number and that lifting typewriters from the work bench to the monorail conveyor or vice versa, was our leading cause. The next two leading causes, lifting pans of parts and. handling machine fixtures, etc. occurred in uur machining area. After reviewing all the tacts and figures we decided to concentrate our efforts in these areas. A typical work station on our assembly line has the work bench and roller conveyor the same height with a monorail con veyor directly above the roller conveyor. The carrier on the monorail is located 45' from the floor. When handling, the type writer has to be held away from your body with the heavy part (motor area) away from you. There is a reason for this and it was one of the had things about our original arrangement. To keep the typebars in proper alignment the operator has to keep the keys away from him wnen han dling. This type of assembly line has been basi cally the same since 1950 when our plant was located in Kingston, N. V. As a result of a study made there by the Liberty Mutual Insurance Co. we lowered the monorail con veyor 3 indies when we set up our new line at Lexington. We also became more conscious of the placement of people in re gard to the location ot female employees along the line. You will recall that our leading cause of injury was lifting the typewriter to or from the monorail conveyor. We found that the main reason for this was that employees were not ioltowuig good lifting practices, such as waiting for the typewriter to be directly in iront of them before removing it, and were not turning their feet, but only their bodies. Realizing that as long as employees had to lift the typewriter we would continue to have injuries, we took our problem to plant engineering. In the fall of 1960 a "push along line" was installed into one of our three assembly lines. This initial instal lation was put in an area where most of our back injuries were occurring. We haven't had a compensable back injury in this area since the installation of the new line. In January of I960 we came out with a new model typewriter called the model C We were soon Ilaving injuries at our cover operation where the typewriter had to be lifted twice; once to put the cover on and then again to be put back on the pallet after the cover was installed. Because of the design of the new covers it was hard to get a firm grip on the typewriter when lifting it back on the pallet. As a result of a suggestion submitted by an employee performing this operation the pallet used to transport the typewriter on the rolled conveyor was changed and locating stops were installed on the bench. This eliminated all the lifting, as the pallet is now pulled off the roller conve>or to the bench, cover installed, and pallet and typewriter are slid back in the conveyor. Following the typewriter on through the line we realized that we had one more area that required a lot of lifting, our packing area. Here four people were required to lift all the typewriters that came down the assembly line. A change was made in the layout or this area whereby cnly one per son was required to lift but this person had a lot more lifting to do as he had to lift each typewriter and place it in a carton. We realized this was a problem at the tune the layout change was made, so a tem porary lifting device was installed. Now the operator would not have to lift the typewriter. This operation has been changed so that the operator now lifts only the car ton (one pound) instead of lifting the type writer. which weighs approximately 50 pounds. This device was designed by our engineering department and built by our apprentice toolmaking school. The only other ares in our assembly op erations that had given us any trouble at all was a sub-assembly operation that re quired an employee to lift power frame baskets weighing approximately 40 pounds from a skid. Although these baskets aren't too heavy, they sometimes stick, and an employee lifting the top basket is lifting above hts elbow height One of the recom mendations made by Liberty Mutual In surance Co., in the survey mentioned earlier, was that a person should not have to lift repeatedly above their elbow height (The range of elbow height is given as between 34 inches and 45 inches, the average being 40 inches.) For this reason, the first tiling we did was restrict the height of these baskets to 52 industrial Subjects Sessions three feet high. Now the employee lifts below his elbow height After restricting the height of the baskets we went to our materials handling department and requested operation, investigation showed that he spent most of his tune in a bent position. This was solved by raising the saw and table so he could work more comfortably. that equipment be purchased to handle these Another source of help that may be over baskets. With the equipment oow in use looked is the purchasing department Many die operator moves the skid ot three baskets purchased parts remain in their original to his bench, performs one operation while container until the parts are used, so the the parts are in the bosket, (hen removes container has to be handled somewhere along the parts and places them on his bench the tine. By having the purchasing depart for the next operation. He then places the ment notify vendors to ship parts in smaller parts on smalt pallets to be moved up the containers, keeping the total weight around line on the roller conveyor. The only lift 75 pounds, it is possible to handle these ing involved now is removing the empty containers without too much difficulty. basket from the top of the pile. After re moving the empty top basket the equip ment can be raised bringing the next basket to bench height. Here's an example of what I'm talking about. We used to receive main springs in cardboard barrels that weighed 300 pounds each. We now receive them in cardboard Before we leave the assembly area, I cartons, weighing 74 pounds. Each carton would tike to mention the chairs used here. contains tour smaller boxes weighing 18 Our plant engineering, medical, and safety pounds each. Although the cost of the springs department investigated several styles of were increased slightly, we eliminated many chairs, so that we might select the safest handling problems in the plant that more and most comfortable chair for our opera titan overcame the increased cost. tions. In the machining area, we have the usual material-handling equipment used when lift ing, but we still have to lift many articles manually in the course of a day- We found from our survey that the biggest source of trouble here involved the lifting of pans. In trying to solve our back injury prob lems we followed three basic steps: 1. Recognized that we had a prob lem. 2. Analyzed the problem for the how, when and where. Although we have a rule that the total 1, Used one of the E's of safety-- weight (pan and parts) are not to exceed Engineering. 75 pounds, we found some instances where this was being overlooked, and some pans weighed as much as 150 to 200 pounds. In most cases the rule was being followed, but because of the size of the *'ntainer being used it could only be filled partly to stay within the 73-pcund limit. Now we come to another E or safety and one I believe to be the most important --Education. As I pointed out in the be ginning, people can become members of the "Aching Back Gub" without too much difficulty. We can find out aJt the statistics, . take care of all the engineering problems, We had to use more containers, which and people wilt still hurt their backs if they naturally took up more eor space. As a don't understand the problem. Therefore we result of an investigation carried out by have to educate them, and this is what Dr. machining, safety and material handling Martin and I have been working on. We personnel, a smaller container has been have taken small groups of employees from put into use. Now we can nil the smaller container full, and with most parts it will not exceed the 75-pound limit it also takes the high-injury areas and, by using slides, we have discussed the basic structure of the back, how it works, and the importance up less floor space. of good posture when sitting at a work Lifting problems in the machining area have been solved by the use of belt con veyors, and air lifts. In one instance an employee developed back pain because of the awkward position he had to assume while performing his bench. We feel that if the employee has a chance to see how his back is constructed, and- what it can and cannot do, they will be more conscious of good lifting habits. Education must not stop at the plant gate. We know from experience that if we elirai- 33 1061 Xaticnal Safety Congress natc all the problem} In the plant we would still be left with 50 per cent of our prob lem because of the back injuries that occur off the job. Therefore it i important that we extend our education program into the home. Even though many believe that the back problem is here to stay and there is nothing we can do about it, I hope I have been able to give you some idea of what can be done if you realty want to lick the problem. HUMAN ENGINEERING AND MATERIAL HANDLING SAFETY By WILLEM S. FREDERIK, M.D., PH.D., M.S.I.H. Director of Research and Development. Research Center, Liberty Mutual Insurance Company. Hopkinton, Mass. Lecturer. Harvard School of Public Health, Boston, Mass. "Human Engineering" in its broadest meaning, or to use the modem term "Ergonomics.*' aims at the optimum use of the human being to serve the community and the individual in the best possible way. Ergonomics is the science which studies the "taws of work." emphasizing the capabilities and limitations of mankind, pli>sicall>* as welt as mentally. Technical developments are often so far advanced that the capabilities of the user, rather than the potentialities of his equip ment. limit the performance of the two working together. Disregard for the human limitations results in an alarming number of fatalities and injuries caused by his own inventions. Because accident prevention is our goal, recognition of the pathological man--artificial environment relationship is paramount in order to undertake steps to cure the situation. The Industrial hygienist, safety engineer, physiologist, psychologist, industrial physi cian, traffic engineer, law maker, and gadgeteer, just to name a few, have in many instances devoted a lifetime to making the artificial environment a safe place in which to live. However, the magnitude of loss payments prove that much more ought to l>e tone. The problem it basically simple: we have obviously a mismatch between man and environment and we must do something about it to improve the situa tion. Ideally, we first must know man, machine, and environment before we can even try to match tKm The modern approach to this problem is basically to adjust the machine or the artificial environment to man and not mm to the machine or environment The latter approach may be acceptable to the armed forces where the human criteria, out of necessity, are different from peacetime standards. The artificial environment and the machine are secondary to man. Disregard for this basic human requirement will create a health hazard. Research, as 1 see it. must and can contribute in a significant way by gaining knowledge necessary for the appli cation of the principles of Ergonomics. Ac ceptance of the fact that better understand ing ol accident causation will result in better accident prevention, is of extreme impor tance to our society. The ultimate pool of Ergonomics is the determination of reort procedures, machine designs, and environ mental controls that unit result m tots pre vention. It seems to me practical to concentrate safety research activities to a certain degree to those areas which have proven time after time to be significant accident producer*. These areas can be selected simply by studying national accident figures, or our own statistics. A ecent study made by oar loss prevention department over a period of two years reveals e-g. that 23.8 per cent of all high cost workmen's compensation acci dents are related to manual materials handl ing and are responsible for about 20 per cent of the total cost These figures indicate 54 Industrial Subjects Sessions tfie need for better understanding of causa tion of accidents as a result of pushing, pulling, lifting, bending, twisting, carrying, etc. The plant physician, as well as the safety engineer, would be greatly helped if we could supply him with answers to numerous questions such - How much ean the average man lift* What is the maximum daily allowable energy expenditure of woman ? 1$ pushing more efficient than pulling? What is the proper relationship between the slope of a ramp and the total weight of the hand truck and the load? Many of these questions can be answered Today because the research procedures and ocls are available. It is my privilege to discuss and to demonstrate a method which has been pro\ en to be of great importance in the study of some of the human factors tn material handling and equipment design. One of the favorite tools of the physiolo gist interest in ergonomics is his equipment to measure metabolism. Because of the im portance of this equipment, I have spent a good deal of time and effort in developing An instrument which will measure work efficiency more satisfactorily than most commercially available equipment I would hke to discuss this new instrument, called he "Differential Flamoxymeter." It enable* as to obtain an accurate, continuous de`ereunsuon o: the oxygen concentration in gas mixtures, information basic to the exaltation of metabolism and human effirier.cy. Description of the Differential Flamoxy meter In considering the development of a method to determine oxygen quantitatively and qualitatively in gas mixtures, it seems logical to utilize chemical or physical characteristics of oxygen, which are in degree, or essentially, different from other gases. Therefore, the fast oxidation of combustible substances as it occurs in a ftam- seems especially appealing because this reaction does not take place without oxygen in lb* majority of circumstances. Furthermore, the physical phenomena which accompany combustion will provide us with a variety of choices for quantitative measfemmes. The instrument mutt he designed in such a way that the oxygen concentration of the gAS sample is correlated with the chemical or physical characteristics meas ured. A priori we did not expect satisfactory results from a method in which the heat production of a flame would be affected by minor changes in the oxygen concentration in the environment of the flame. One may expect that the limiting factor for the com bustion under these circumstances will be the rate of supply of combustible material rather than the concentration of oxygen in the sample. To make e-vygen the limiting factor in the combustion we `imply can "reverse** the flame. Because combustion is a physico chemical process tn which the combustible component it as essential to the reaction as the oxygen, it makes no difference whether a combustible gas bums in an environment of oxygen or whether oxygen bums in an environment of combustible gas. Therefore, it we were living in an atmos phere of hydrogen, we would call oxygen a combustible gas and the gas company would supply cur gas ranges with oxygen. By utilizing a reversed flame for the de termination of the oxygen content in gas samples, it will be possible tc produce heat in direct proportion to the oxygen content of this sample. In order to obtain this direct relationship, one must provide an excess of the combustible gas in the environ ment and at the same time one must keep the flow of the `ample gas toward the flame at a constant rate. Under these cir cumstances, the instrument is specifically sensitive to oxygen and not to other gases. Notwithstanding the simplicity of the prin- t ple of the reversed flame it was found to ' be extremely time consuming to develop an accurate, sensitive, and practical instrument for the determination of the oxygen content in gas samples. A differential method, using two flames, was chosen because it had some advantages over the utilization of a single flame, as will be explained later. As combustible gas, hydrogen was sound to be the best environmental gas of the group tested and has been used without experiencing any difficulty. FIGURE 1 pre sents a sketch of the essential parts of the Differential Flamoxymeter. Chamber A is kept under a constant low vacuum by means 1961 National Safely Congress M of vacuum pump B. The gas flow toward pump B is kept constant by utilizing a critical orifice C, Di and D are the burn ers for the reversed flames. The air flows toward the burners Dt and D. Is mainly a function of the atmospheric pressure P, the pressure within the combus tion chamber A. and the resistance of the capillary tubing E( and E*. A constant Sow of hydrogen enters chamber A through the capillary tubing F. Because the instrument is very sensitive to variations in flow, the pressure oi the incoming hydrogen and sample air at the entrance to the capillary* tubes must be constant. The hydrogen is taken from a tank of compressed gas. In order to supply this gas at a constant pressure to capillary tubing F, the gas is supplied to an open tubing G. The excess oi hydrogen is simply bunted at the end of this tubing. A small part of the hydrogen in tubing G is drawn through capillary F towards the combustion cham ber A. The same method is used for the air samples supplied through Ri and R toward capillaries Et and E*. The capillary rubes F, Et and . as well as the critical orifice C must be kept at a constant temperature to assure good flow control. Opposite the two flames are two quartz windows K, and K mounted in the wall of the combustion chamber A. The infrared energy radiated from the two flames is measured through the windows by means of two matched thermistors Li and L*. The thermistors form two arms of a Wheat stone bridge.* A variation in the oxygen concentrauon between samples supplied to flame D> and D< will cause an unbalance of the Wheatstone bridge. The signal coming from the bridge is amplified and fed into a chart recorder. Because the degree oi unbalance of the bridge is related to the difference in oxygen concentration oi the two samples, the mag nitude of the signal coming irom the bridge is an indication of the oxygen concentration of the gas fed into the "test" burner if the ''reference*' burner is supplied with a known gas mixture. For the "reference" gas mix. ture, we normally use outdoor air. The analysis apparatus described is the most important component of an instrument designed to measure metabolism continu ously. FIGURE 2 presents a schematic drawing of the various additional parts ej. cental to this kind of measurement. A motor driven constant output pump draws outdoor air through tube A, via valve K to mask J. The plastic expansion bag I pro vides temporary room for extreme expira tions. The valve K closes if the exhaled air exceeds the capacity of the pump. The dry and wet bulb thermometers E and F enable us to determine the partial water vapor pressure of the air passing through the mask- A calibrated flowmeter D meas ures this air flow. The valve X is used to make corrections in air flow during an experiment. An additional low capacity double piston pump Pi and Pt samples air dried by means of absorbers N'i and NT The absorbers are connected with the open tubes Oi and 0>. Thermistors V and Vt are ex posed to the radiation from the two flames passing through the quartz windows. The thermistors \% and V are branches The variations la Infrared radiation of the flames can be measured in many ways. At the present time, we are experimenting sue* cassrulty with two matched lead sulfate calls, on which we project, by means ot a single quarts lens, the Images ot the names, S6 Industrial Subjects Sessions figure 3--Schematic drawing ot the "Differen tial Flaaeoxymeter"* end additional equipment as used for the continuous determination of metabolism (zee also text), A. inlet for out door air; & vaive to prevent back flow of respiratory air; J, face mask for test person; I, expansion bag: E. dry thermometer; F, wet thermometer; C. oriflee: D, calibrated manometer-flow meter; X, flow adjusting valve: ft. ft. sample pumps: Wu N*. air sample dryer*: Oi, Oi. pressure release tubes for air samples; Si. St. burners for the reversed" flames; T, T, capillary tubes for hydrogen; V. V_thermistors: R. Ri. vari able resistors of Wheatstone bridge; w. bat tery; G, D.C. amplifier and recorder; M. zero line-sample" valve; U, outlet to critical orifice and vacuum pump. of the Wheatstone bridge schematically shown m Fig. Z. The indicating meter G is actually a D.C amplifier and recorder. Resistors Ri and Rj may b varied which enables us to adjust the "zero line'* of the recording meter. The amplifier is equipped with a four step-gain control in order to vary the sensitivity range of the analyzer. The valve M supplies the "test" burner S with outdoor air or with sample aif coming from mask }. The "reference" flame Si feceives dry outdoor air continuously from pump Pi. With the valve hi in the position shown in Fig. 2, the difference us heat production of flame Si and Si is r-` - */rd io the oxygen consumption of the tea: person. Therefore the current passing through meter G is proportional to the rate of metabolism of the subject breathing through mask J. The temperature, relative humidity, barometric pressure, and volume of the air passing through tube A are all factors playing a rote in the final calculation of the metabo lism. The latest model of the Differential Flamoxymeter (FIGURE 31 which I am demonstrating today is especially designed for use outside our laboratory- It records the energy expenditure of the worker im mediately and exactly, compensating semiautomatically for variations in the tempera- I I l FIGURE S--Equipment for t\* Measurement of IfvlsbalUm--The four basic components are aj follows: A. Analogue computer, air pump, flowmeter, barometer, wet and dry thermometer, and timer. B Oxy-combustlometer (air analyser). C. Amplifier and re corder. D. Vacuum pump. I--Aerometer: A--Bimetal wet thermometer; 5--Bimetal dry tbermometer; 4. 6. * Manual setting of barometric pressure, wet and dry thermometer for analog computor (computer Inputs); 7--Flow correction indicator (com putor output); *--Flowmeter: Uanufal flow adjustment: 10--Timer and timer indleetor; U--Ignition coll for reversed flaraee: 57 1961 Xatianal Softly Congress mre, pressure ami humidity of the patient's .<ir- This is accomplished by means of a simple analog-computer in which we feed manually three variables: (1) Barometric pfc>sure, (2) Or>* bulb temperature and (3) Wet hulb temperature. The meter reading oi this computer indicates the air flow cor rection necessary to compensate for the deviation# from "standard" conditions of ihe patient's air. (Dry air at a temperature of 0* C and "60 mm Hg). Under these circumstances the patient's air supply is the equivalent oi e.ff. 3000 liters of air per hour, at 0* C temperature and 760 mm Hg pressure. The tfamoxvmeter indicates the percentage changes in oxygen in this standardized air flow, which now becomes an absolute meas ure oi the volume of oxygen (under stand ard conditions) consumed by the test person per time-unit Accepting a fixed respiratory quotient, which U permissible in metabolism determinations, based upon r.sygcn uptake. He now can express the difference in oxygen concentration of air coing towards the patient and of air coming from the patient, in calories per ttnit ot time. This a priori correction oi air flow makes rime consuming calculations after the ex periments are terminated, unnecessary and this is especially advantageous for field trial#. that his "rest" metabolism is about 75 Calories per hour. This value is somewhat larger than his so-called `'basal metabolism." The basal metabolism is to compare with the energy expenditure of an idling engine. It is more realistic to calculate the efficiency of work after the basal metabolism has been deducted from the measured energy expenditure values. We are now ready to start with the actual lifting experiment. We will notice that our instrument shows an almost im mediate increase in energy expenditure, but we also will notice that it writ take r.c time before a steady state has been reached. The total energy expenditure reads now a constant value of about 120 caiories Per hour ot about 43 Cal/hr alter deduction* of the rest metabolism. We previously calculated that the actual output is ap proximately 2.9 Calories per hours: An efficiency ox only o X 100=6.4 per cent, We now`will repeat this experiment, vary ing only one factor and see what will hap pen to the efficiency of this test person under these circumstances. In the previous experiment, we placed the box on a table which Is about 30* high. The lifting took place, therefore, between 30* and 42', as measured from the Aoor. As t have mentioned earlier, 1 would like to demonstrate to you the importance of the -valuation of energy expenditure in the study of materials handling problems. 1 have chosen, as an illuMmtion, a very simple lifting experiment in which my as sociate will lift a box weighing 10 pounds every 4 seconds over a vertical distance of 1 toot. If he continues to do this work for t hour, his total work output will be ^ x IS x 10 x 1=9000 ft.'ibj. or about 2.9 Calorie* per hour, Wc will see that hi* energy expenditure (to compare with "input") far exceeds this output value, because the human engine has a relatively low efficiency. The human effi ciency, however, is not a fixed value and its magnitude depends upon a multitude ot factors, some of which we wilt discuss today. First we will "hook up" the test person with the Differential Flamoxyroeter while he is in silting position, and we will notice In the second demonstration, my assistant will lift the same box at the same frequency and over the same distance of I foot, but starting the lifting from the bright of IS" from the floor. The external work is still as in the first experiment, 9000 ft/lbs- or about 2.9 Calories per hour. The Differential Flamox-j-metef. however, indicates in the second test a higher energy expenditure and we read now a total metabolism of about 170 Cal. per hour. After subtracting the rest metabolism We find that the cost of this work is about 93 Cal. per hour. The efficiency is now reduced to -^2 x 100 =* about 3 per 9a cent. This simple demonstration reveals the importance of the area in which materials handling takes place. If time permitted also to vary the weight of ]he box, we could demonstrate that the efficiency of lifting could be made about 634 per cent by In creasing the weight ot the box to about 40 pounds and by starting the lift at approxi 5.6 Industrial Subjects Sessions mately 4 feet from the floor. (Variables such as sex, age, body weight, height, etc, .ire purposely excluded from this table.) This type of studies reveal that the human efficiency for many industrial activi ties has an optimal value if the circum stances are selected correctly. This means that independent of the work output, certain design-environmental-or other factors influence the energy expenditure of -m. One of our goals is to find situations m which rvtn works at thi* top physiological efficiency or. in other words, expends the feast amount of energy for his daily in dustrial physical work. This approach will reduce fatigue and stress, and consequently, injuries related to fatigue and stress. Much work has to be done in this field before we will notice the full effect oi Ergonomics on the reduction of losses. It is my firm belief that ergonomics will be of great help lo the army of safety experts in their battle against our mutual enemy--accidents. SAFE HANDLING OF LOW LEVEL RADIOISOTOPES By E. R. HARRIS Safety Eng., Missiles & Vehicles Dept., General Electric Co. Philadelphia, Pa. Radioactive materia'.* eurt-ntte to find increasing application and acceptance in modern industry. If you presently do not have radioisotopes m your plant, there is a strong possibility tr.at at sometime m the near future you wilL ht are going to talk about some c; tr.e jroblcns you, as safety engineers, ml! t-e confronted with when chat day arrive*. The probtems ot control oi radioiso topes may be reduced to essentially three factors: removal, or reduction oi* the haz ard to lowest practical levels, guarding the hazard, and protecting the worker. Any program to use radioisotopes should be reviewed with the intention oi applying controls in the above order. A recent news note in a nationally cir culated magazine (Life, 9-22-dl) best il lustrates the need for an adequate control system. Alarming amounts of radioactive contamination were discovered in a dozen laboratories at a Canadian university. The contamination was accidently discovered by a graduate student while attempting to calibrate geiger tules in the university's old physics building. Lab after lab proved to be contaminated. University officials and a decontamination unit of the Cana dian Army were rushed to the scene. Sub sequent investigation disclosed that the labs had been used by Ernest Lord Ruth erford and ms associate* between and 1907. Lord Kutlicriord conducted much cany research in radioactivity and is considered to be the lather ot atomic physics. In those early days little was known oi ie harmful effects ot' radiation, and a more relaxcd view of laboratory cleanliness and order was permuted than could possibly be tolerated todav. The legacy of Lord Rutherford's work habits has suddenly been handed down to us; and it points out a condition which wc --vdl not be per mitted to pass on to our grandchildren, evert accidentally. The law and common sense now dictate that you maintain strict control over the use oi radioactive ma terials. Radioactive materials, may appear t:i your plant virtually unannounced. Usually in micro-microcurie amounts incorporated in devices having little, if anything, to do with radiation work. Certain wave guide tubes used in radar installations are an example. Radium 226 is not covered by the Atomic Energy Act of 1954. and de vices containing this material often only require registration with the proper state authority after being received. What con trol measures do you have which notifv you when such materials are received! 1 am not implying that presence alone con- 59 t9<5i National Safely Congress stitutcs a hazard, but rather that a lack of knowledge or' intended uses of these devices; and more important, their ulti mate disposition may indeed constitute a hazard. Obviously the need tor concern is great est when you become involved in pro grams deliberately designed to utilize radioactive materials. These programs usually require licensing by the Atomic Energy Commission. Meeting the require ments of the A E.C at the time of appli cation does no: insure the elimination of problems after the actual work has started. The Commission, in Washington, can only act on what it reads, you must act on what 5*00 observe first hand. The forms in which radioactive materials will appear, and the uses to which they can be put are limited only by the imagina tion. The amount of control required may vary, but one thine is certain, a system must be established which will permit the required flexibility to do the Job without sacrificing sa/etv requirements. Reams of material have been published documenting the potential hazards asso ciated with the handling of radioactive materials. More reams of material--laws --have been published purporting to ef fectively control the use of radioisotopes and reduce hazards to acceptable levels. It is not my intention to discuss these laws, but rather to indicate how, within the framework of the law, an effective radiation control program can be adminis tered. An effective radiation control program requires the issuance of a poticy statement ot intention to control radiation. The statement should contain nothing which might later be subject to interpretation, and it should fix responsibility for con trol. Of uppermost consideration should be the health and welfare of emplovees and the public. All else is secondary/ Effective control of radiation begins in the design stages of the facility or equip ment. A knowledge of the type and amount of radioisotopes to be used, and the effects that this will have on location, environmental restrictions, shielding and handling requirements Ss necessary. Here is the place to provide as much built-in safety as possible. Selection of suitable personnel who wilt work directly with radioisotopes is of the utmost importance. Every effort must be made to provide for employment of indi viduals who are mentally and physically suited for this type ei work. The medical department should establish standards for physicals at employment and determine the need for periodic re-examination. A positive system for reporting and clini cally observing actual or suspected overexposures to radiation is indicated. Training programs and information courses are needed which will provide personnel with an understanding of the hazards associated with handling radio isotopes. All personnel should be trained in emergency procedures, including the use oi radiation detection instruments. Emergency procedures should be clearly written and posted. To reduce the possi bility of misunderstanding concerning the handling of radioisotopes a separate and distinct series of safety standards should be adopted and enforced, hfo one should be released for isotope work until he has demonstrated an understanding of the established safety requirements. Documentation of all occupational ra diation exposures is necessary. It is of utmost importance that these records be accurate and up to date. Individuals trans ferred from other companies should be required to supply documented previous radiation histories. Ao alternative to this is to assume that the individual has re ceived the maximum allowable amount according to his age. The importance of always wearing personal monitoring de vices cannot be over-emphasized. Fttm badge programs are usuallv best administered by outside concerns who specialize in this field. They are usually prepared to provide rapid, accurate ex posure records and, in addition, provide legal responsibility for their determina tions. Within the limits of whatever security restrictions you may have imposed upon you, it will be to your advantage to keep the appropriate civil authorities in your community posted. If the local fire com pany were to respond to an alarm una ware that it might have to deal with radioactive material, considerably more harm than good could be the result. 60 industrial Subjects Sessions Constant surveillance would finish the list of general requirements. If radiation protection is to be your responsibility, be especially alert in this area. Under pressure from all directions to get the job lone, you can't depend on the individual The work horse of a safety committee is the radiation safety specialist who should be someone technically qualified to give advice in this area. In addition, his duties will include most or all of the fol lowing: worker to always adhere to the best prin 1. Provide initial contact service for in ciples of radiation safety. Few accidents dividuals wishing to use isotopes. have as short a reaction time as an over- 2. Discuss the overall program, evalu 1 exposure to radiation. Even fewer have ate the potential hazards, and provide anywhere near the publicity value. The necessary information to insure selection true facts a the case can easily be lost or of proper isotopes by balancing radiation distorted before anything worthwhile is safety and health requirements against the learned, or corrective measures taken. job to be done. Research laboratories usually have more 3. Determine the background and train complex radioisotope programs than straight tad ustrial application users. I w;3 drseri< the program ol one such iabo-a:ory,, ing of the requester, with regard to pre vious isotope experience. 4. Provide for instruction as the case may indicate. 1 1 i The Atoe.e Energy Act of 1954, Title 20 -- Parr JO. paragraph 30.24 requires octet tsiags, that a committee be established "which will review and approve, ta advance of purchase of radio- 5. Examine the area in which the work is to be performed, and evaluate the po tential hazard with regard to area per sonnel, equipment and environment. 1 isotopes, proposals for such uses and has 6. Outline the personal protective equip appointed a radiological safety officer who ment which will be necessary for the job. will ad-rtsc or be available for advice and 7. Outline the work procedure* insofar assistance on radiological safety problems." as radiation protection and waste disposal The committee's purpose is to establish is concerned. and minttain accepted radiation safety and 3. Supply necessary guidance for radia , health standards. The committee roust tion requirements to be included in the 1 have absolute authority to pass on all tormal request. j matters concerning the safe use of radio- 9. Arrange for full isotope group meet t ' isotopes, and to reject or modify any request for their use if, in their opinion, such use would jeopardize these standards. The committee does not sit in judgment ing to consider the problem, supply copies of request in advance of meeting for ade quate consideration. ot the relative merits of the work itself. 10. Record minutes of meetings. The plant physician, safety engineer, 11. Order radioactive materials. This ' representatives of the various departments is the only person authorized to do so. and a specialist in radiation protection are 12. Receive materials: again, the only members of the committee. The medical person who can do so. doctor is responsible for establishing and maintaining a sound medical program and his presence on the committee insures adherence to strict medical consideration 13. Store materials in a tamper-proof area. Test for leaks. Maintain inventory records. of all problems. The presence of the 14. Distribute raJioactive materials as l Safety Engineer prevents the sacrificing needed; label containers, areas, equipment of sound safety principles as an expedient 15. Perform startup and regular sur short-cut to a fast solution to a problem. veys to insure proper procedures are being ` This trick is not unique to the field of followed. 1 radiation as you well know. The representa 16. Dispose oi radioactive waste through J tives of the various departments often supply special knowledge which eliminates government-authorized channels. ] problems which otherwise would not have 17. Maintain correspondence with AEC 1 come to light until too late. and state boards. 61 WQl Xationai Safety L'nijrw 18, Keep the lull committee informed ot ait happenings of interest ia this area. 19, Maintain radiation exposure records. 30. Conduct environmental surveys as indicated by the type of work performed. 31, Maintain professional contact with experts in the field. 22, Maintain contact with professional societies to insure knowledge of advance ments in the held. The committee's responsibilities cannot be overestimated, A decision to permit the use of isotopes is not lightly made, -ml cause for concern exists right up to 'he time that the material is finally dis) oseil of. In every field of endeavor the problem of dealing with people is important. This <i especially true where you start talking radiation. The individual requestor often feels that you are being unnecessarily re strictive; you're standing in the way of progress. His associates in adjacent areas feel that you're too liberal and aren't ex ercising sufficient control. The manager is concerned with increased costs. Everyone wonders why so strict medical require ments if everything is so darned safe. And finally, if the project gets big enough. the community starts to wonder about all that radiation floating around. The solution to the problem of radia tion lies in strict control of ait sources of radiation and their use, based on current laws, ami an understanding of the pres ently accepted theories of effects of radia tion. References A complete list of useful publications would fill a book: however, the ioliowiog should prove useful to anyone about to become in volved with tr.e use of radioisotopes: Federal Register freprintsj Title 10--Atomic energy. Chapter l, Parts SO. 30 h 31. USAXC. Washington ZS. D. C. Handbook 41- Control a F.-'iwoval of Radio* active Contamination in laboratories. Na tional Bureau of Standards. Handbook St, Radiological Monitoring M-thods and Instrument*. National Bureau of Standards Handbook SS' Permissible Dose trem Ex ternal Sources of Ionizing Radiation, National Bureau of Standards. Handbook 73: Protection Aeainrt Radiation From Sealed Cuma* Sources, National Bu reau of Standards. Safe Handling of Radioisotopes. Safety Sc* Safe Handling of Radioisotopes. Safety Se ries No. 2 (I960), International Atomic Energy Agency, United Nations. New Tork, ?f. Y. Radiation Hygiene Handbook. Hanson Blitz. MeCraw-mU. SAFETY RULE ENFORCEMENT--A KEY TO ACCIDENT PREVENTION By RICHARD R. WILEY Safety Eng,, Bethlehem Plant, Bethlehem Steel Corp., Bethlehem, Pa. In all of the many diversified activities of a large industrial organization like our Beth lehem Plant of the Bethlehem Steel Co., there are certain common basic principles. One of the most important is the principle that work should be done without injury to personnel. And one of the important ele- mints ia carrying out that principle is the development and enforcement of safety rules. The rules themselves are necessary, but un less they are followed--and followed con sistently by everyone--they are simply a nice expensive collection of words. Making sure the rules are followed is what is meant by "enforcement.'' By definition, '`enforcement1' is "that which gives force, energy or effect; a putting into execution." Our session is on "The Dynamics of Su pervision." Again, by definition, "dynamics** is "the motive and controlling forces of any kind, and their mode of action." My endeavor, therefore, will be to touch on some aspects ot our program relating to modes of action, and those measures which give control, force, energy and effect to our safety rules and aecident> prevention pro gram. With this preface our stage is set, and the program begins. It must begin--I'm sure iou will agree--with education, for education 62 Industrial Subject* Scstunr ii the impartaiioa of knowledge. <kitl and discipline of character. John Ruskin had (his to jay about people The plant attain* a force of 22,000 em ployees working 42 million hours a year. The average diabling injury frequency for the past ten yen has been 0.64. and education ... "Education does not mean teaching people to know what ihev do not know. It means teaching them to behave as they do not behave. It is a painful, con tinual and difficult work; to be done by kindness, by watching, by warning, by pre cept and by praise, but above ail by ex ample." At this point t would be urprised it cteryone was not thinking to himself--"old hat stuff." because we should all know this general concept. But is it equally true of our employees for whose safety we are respon se? Specifically, do we, in our respective "peratton*. employ every possible practical technique for promoting enforcement among ' ur personnel at all levels ? Or do we simply make a few standard selling approaches and go on the hopeful, but woefully mistaken, A successful program in any plant, retardies* of size or nature of work, can re sult only with the unlimited backing of top management and ihe acceptance of responsi bility by all level* of supervision. Our pro gram begins here. At a regufar time each month, a Bctur-d manager's safety meeting is held. The gen eral manager's staff meets with all superin tendents and their assistants. For one hour w? discuss and illustrate with pictures (he *>vcrU safety experience of the plant, and superintendents who have had serious acci dents in their departments give an explana tion of these to the group. Projected pic tures of the re-enacted incident add realism and intere*t. and pn-motr understanding n>r the responsibility nnd recv*ir> preventive idea that all employees have been adequately measures. schooled in safety? Then, with unjustifiable Within the next three JW departmen finality, we dust off our hands with the tal safety meeting? are held according to a proclamation. "Well, that's that.1" Make a fixed schedule. The upenntendems meet mark oa your calendar on the day that we with all of their foremen and cover all of agree that oar enforcement cannot be Im the material presented at the first meeting. proved. That is the day we start slipping. The foremen in turn pass the pertinent in You can have as much safety as you care to be responsible for. You can have little -,r none if the consequences do not bother you. AftCT an accident happens it is easy to say, "The man knew better." We ail formation on down the line to the men. Here again, to he at all effective, the nws-age must be presented with enthusiasm. It was Emerson who so rightly said that noth ing great was ever accomplished without it. realize. I'm sure, that it more realistic to swallow our pride and accept the fact that the man would have known better had he been better instructed. To dodge responsibility is easy; the diffi cult part is to dodge the consequences of 'lodging the responsibilities. The thought of simply talking to you about *atety--whether principles, modes of action, or whatever--reminded me of the college professor m English composition. He would refer to a certain bit of work as "an un finished Indian arrow"--long, polished, lots of feathers, but no point! To avoid being guilty of that very thing, it seemed to me that a maximum of specific action tech niques and a minimum of theoretical prin ciples is best. In order to better identify and better ac quaint you with our Bethlehem operation, let me lay a linlc groundwork. In order to develop in the foreman a keener perception of hi* operations and the importance of hi* function of supervisor in preventing accidents to the men. the job -afety analysis program teas adopted. This three-column worksheet is a detailed study 'f an operation by the supervisor in con sultation with the workers for the purpose rtf determining how it is now being done, what the associated hazards are and how the operation itself can be improved to eliminate, minimize or control the hazards. When an analysis has been completed and approved, it becomes a matter ot record and is (he only acceptable method ior performing that particular job. Rules and regulations are wwy necessorv for safe conduct. NVe have 60 different book lets called falety codes. The green one* rep resent department codes. In addition, many workers are given oilier codes relating to 1 1961 National Safely Congress ih(tf specific job* within the shop, such *t crane operators, welders, and so forth. Vio lators of the prot.sions of the codes sire subject to disciplinary measures up to and including discharge. Our supervisory safety code is designed intentionally on a broad basis as a guide tor departmental safety pro grams and codes, and it outlines those things which should be covered by them in detail. Certain other standards or guides are posted on bulletin boards. For example, an eye protection standard is designed to leave nothing to the imagination as regards the required eye protection. It specifies by pic ture the minimum type protection necessary when exposed to any conceivable job with eye hazard. It leaves no room for excuses for anyone. All of us recognize the fact that the most effective way to sell any program is to offer constant reminders in the form of proof of the need and value of an item. We have been highly successful in stimulating interest through the dissemination of information on a variety of incidents. A simple, letter-size "Safety Mews Bulletin" is promptly prepared on any incident of significance and interest, and run-off m quantities of about 1200 copies. I hese are sent out for complete plant coverage so that every foreman has a copy to use as ma teria! for his five-minute safety contact with his men. In order to insure that every man is aware of the incident, as well as being a follow-up reminder, copies are also posted on alt bulletin boards. The manual or mechanical handling of ma terials exacts a heavy toll in injuries to the fingers aad hands and presents an infinitely more difficult problem than that of protecting the eyes. We do, however, provide hand hooks in great quantity and rigidly enforce their use when taking up, guiding, or setting down crane hits of bars or similar materials subject to shifting, This program, although requiring constant education and enforce ment, has been extremely successful. An illustrated program on the subject of pinehpomts is presented at a safety meeting. We have developed a number of programs on a variety of subjects. The presentation consists of about 20 color slides and a pre pared lS-rmflute commentary. In order to create realism. actual case histories are used. Visual rids, properly presented, are well re- ceised and quite effective. It laves an em ployee well informed and with no excuse for an unsafe act. Supervision must recognize the fact that in order for a man to be safe around crane lifts there is considerably more to it than controlling his acts with respect to pinch- points. The old adage, "A chain is no stronger than its weakest link,'' is a literal fact. In respect for this, we have an extensive chain maintenance program. All chains are sent to a centralized shop for periodic annealing, inspection and repair. In an average year about 5,000 chains are serviced and each one machine proof-tested before being returned to service. Each chain bears its own identifi cation number and has a complete history file card. This chain servicing description is offered only as a typical example of a great number of ngidly enforced procedures em ployed to guarantee maximum safety. In a typical year about 82,000 respirators are disassembled, washed, disinfected, dried, repaired, reasrembled, packaged in cellophane bags, sorted and relumed to the departments. The pick-up and return is done daily. A total of 17,000 pairs of goggles were simi larly processed. The function of this central erv icing is to encourage the willing use of this vital protective equipment. Training of physically qualified men in symptom recognition, oxygen mask rescue and first aid lor men exposed to gas is maintained at a high state of preparedness. Two scheduled two-hour classes per day, five days a week are held at either our central training school or under actual field condi tions. Marly 4,000 men participate in this training annually. Each trainee undergoes a refresher course every six months. Any program, to be effective; must be policed. Therefore, every six months the school records arc carefully reviewed and an appropriate form letter--either "satisfactory" or "unsatisfactory'*--is prepared and submit ted to each department superintendent advis ing the status of training. The teaching of first aid is an essential part of our safety program. In addition to its general concept of providing emergency treatment and preparing the injured for transportation, it is also of intangible value by indirectly and subconsciously Imparting thoughts of safety to both participants and cafu.il observers as well 64 industrial Subjects Sessions Our general plant minimum requirement is that 10 per cent of the shift personnel be qualified first aid trained men. This means certification by the U. S. Bureau of Mines impose 357 formal written safety disciplines against employees' records. Of these, &J-- or about one-fourth of the total--include time-off penalty, which in the average case for the successful completion of the 15-hour .amounts to slightly less than 10 hours. course. All foremen are also required to Common sense reasoning will convince have this same training. most employees that a safety rule should Here again, as in gas training, we con be followed. There might always be the tinually check on the adequacy of the train* smalt minority who insist upon ignoring the ! ing. A supervisor from our centra) safety rules. Experience indicates that with such office conducts test drills at the rate of 23 people disciplinary action must be taken. If per mooth among the departments. This corrective action is not taken, the regulation ; mean* that every department is examined soon ceases to oust. It is the constant train | every other month. ing and correction which in the end become* 5 When an employee is injured, no matter how slightly, we insist that he report to self-discipline. U the man on the job fails for any rea > his foreman tor referral to a dispensary. Four copies of the form shown ate pre pared. two of which accompany the injured to the dispensary. Three times daily all pink copies are collected by the Safety Depart ment and immediately examined. This sys tem keeps u* currently informed of most son to follow known safe practices, he is taking a chance. If we m management con done hi unsafe practices, then we too are taking chances, the only difference being that our chnces are more serious since by con doning bad practices we are actually teaching disrespect for regulations. Consequently, we incidents, and puts the depanmental super- cannot excuse a poor accident record by ac ; visors in a position whereby they must in* cepting unsafe acts if we have failed in our * vesttgate the incident in order first, to pre- duty to cniorcc safe procedure. pare the report form, and second, to be able We believe that the many stanoards and to provide additional information which is procedures in effect at the Bethlehem Plant, often requested. a tew of which were presented here, all play A safety program is not any one thing or any one person. Rather, it is an aggre- a significant part in the difficult role of de veloping proper attitudes on the part of all ! gate of a great many things requiring the employees, including supervision. efforts of every person. This is to include The problem is to impress indelibly, a vast number of things, a few of which through enforcement, on the mind of the > were touched on here--protective equipment, individual that there is an approved safe way devices, controls, rules, regulations and pro- to carry on most activities. The various - cedures--and the enforcement of them to modes of action arc limited only by one's t maintain effectiveness. Were it not for these imagination and the unrelenting effort of techniques our personnel would, naturally, enforcement to maintain liveliness. '< care far less about safety in genera). In- The three essentials to safe practices-- ' fractions do occur, howr. r, and violators knowledge, skill and desire--can be devel must be dealt with accordingly. oped through these media. The thorough A typiol discipline report for a safety violation is on the subjert of hand hooks which were mentioned earlier, ft reads "Ifan preparation of the procedures can give us knowledge. The faithful application of them will develop skill. The rigid enforcement of placed hand on lift of two and one-half- their provisions will create desire. This last inch liners to guide same, while placing lift matter I associate with personat safely con on buggy. Explained to man that we insist tact--those little five-minute discussions be on safe practices being followed, as alt of tween the supervisor and the employee. these are for his protection. Pointed out to Personal safety contact in its conventional man that he was holding hand hook in his form is, to my mind, an artificial and un left hand while guilding lift with his right convincing way to discuss safety unless the hand. He had the proper tool but was sot material is related to the daily doings of the - using same." Discipline: "Warning." supervisor or the worker. A supplemental [ In an average year we have occasion to approach to the general personal contact can 65 1961 Xatiotuti Safety C ov.g>,ss readily b* based oa an on-the-spot correction of something that an individual or group is doing incorrectly. This is dynamic enforce ment Simultaneously, to find a theme for a -afety contact will be a challenge to the su pervisor to detect a fault--and correct it! To illustrate my point Til ask each of you to search your memory for an occasion when you listened to someone's remark or lecture on the subject of driving precautions on the highway. Can you recall such a session? If v>, do you remember what was said? If not, I can assume that you were not impressed. N'ow, another question. Have you ever 1-een personally apprehended by the law? If so. can you ever forget what you did and what was said to you? I on now assume that you were impressed' A personal contact of this type is really personal and is most convincing. To the vast majority of indi viduals it creates a healthy respect for the taw while creating a desire to abide by the rules and regulations. The creation of a desire i* commonly known as "habit." Horace Mann, an Ameri can educator of a century ago, wry aptly described it thus? "Habit is a cable. We weave a thread of it every day and soon it cannot be broken." This, m a nutshell, is what ran be achieved through continuous en forcement of required practices. We of Bethlehem wish to exchange ideas with our industrial compatriots. We hope to be helpful; we also hope that we can be helped. The problem of enforcement is a common one. Diversified action is the key. The task is simple, but not easy. There re mains nothing but hard work. In closing, I think it fitting to quote one of our superintendents who. in response to > genera! survey question on what more we could do to improve our plant safety pro gram, said this: `'Fundamentally, our pro gram is complete. Perhaps what we need now is more backbone and less wishbone!" This can be done tn the very best Ameri can tradition: enforce the rule, but never rule by farce. DAMAGE CONTROL--A NEW HORIZON IN ACCIDENT PREVENTION By PRANK E. BIRD, JR. Saprr., Safety A Plant Protection, Lukens Steel Co,, Coatesville, Pa. The anticipated of the Accident Damage Control program at Lukens Steel Company in its planning stages five years ago were: first, a reduced injury rate and secondly, cost improvement. While both of these goals have exceeded all expectations, it is primarily the cost improvement as pects of the program t! a: will be empha sized in this presentation. While safety men can bae the complete justification tor their safety programming on the injury prevention potential, it is naive to underestimate the influence and role that sound economics can play in the further extension of safety efforts. Cost improvement results were obtained last year at Lukens by the practical applica tion of a very simple concept we have all ascribed to for many years--the fact that injuries can be prevented by controlling ac- cicjents. The larger portion of this presenta tion will reveal the programming methods involved. Reference to our Company's Annual Report for 1960, that was sent to ail stock holders and employees, reveals the economic highlights of plant operation. After all other distribution of the Lukens sales dollar was made, $1,430,892.00 was made payable to stockholders m dividends and $3,517,383.00 was retained to be reinvested in our business. Keep these two figures of one and a half million and three and a half million in mind in considering another small paragraph involved with this financial pic ture: "The first year's organized experience with a relatively new* industrial safety ap proach to the area of accidental property damage was completed in I960. The pro gram's contribution to cost improvement Industrial Subjects Sessions was estimated tu be a lull a million dollars.'* To avoid contusion at tins point, let me emphasize that the program required to produce this one >ear achievement took five years of careful planning and development. method ot reporting is tnrough employee compliance with our revised general safety rules. In October 1936, a broad revision was made in our rules to include the report ing by all employees ot any accident result ing in personal injury or property damage. This planning and development began with General safety rule No. Z was rewritten the complete acceptance of the concept that to read: "Report immediately to your tore- engineering out all accidents, whether or man or supervisor any condition or practice not they* involve personal injury, could onlv you think might cause injury to employees jesult in an improved injury pcriormance or damage lo equipment." .it reduced operating costs. The key to our whole program, general The fact that a common denominator safety rule N'o. 5, wi rewritten to read: between personal injury and property "Whenever you or t!.e equipment you damage exists is borne out by the accident operate is involved in any accident that relationship known a* the Heindrick Theory. results in personal injury or property Statistics have indicated that tor each dis damage, regardless of how minor, you must abling injury. 29 minor injuries occur; immediately report it to your toreman or while 300 accidents (with no personal supervisor. Get first aid promptly in a s injury; that may or may not involve company dispensary." property damage have al*o resulted. In order to assure the success of the Suppose we consider a hypothetical acci program, known violators oi this rule have dent rase to show this relationship of been equitably disciplined. Approximately property damage to personal injury*-- six employees have been given time olt 1, A moment of decision (mule silting trom work for gross violations (since the <kavii while hitched to vegetable cart). adoption of this rule in 1936) while written 2, 'flic approach--an un-aie act (farmer and verbal warnings have been used more striking mule). widely. 3 Resulting in accident which may in Fully recognizing the natural reluctance volve property damage (mute kicking on the part ot employee* and supervisor-, wagon, vegetables and farmer into the air). to report the fact that they were involved 4. Personal injury or both (mule heehawing while farmer looks on wrapped in bandages). To more effectively achieve our main objective of reduction in injuries to our employees, it was logical that greater em phasis be given to the control of all acci dents. In addition to the humane aspects that had always been a vital concern, the economics involved with the anticipated allaccident approach indicated that any addi tional time and effort required would be m damaging company property, a simple report form maintained by the foreman of each repair shop serves as the same control to our accident damage program as dis pensary records serve our injury prevention efforts. A damaged equipment repair tag was next introduced and required to be used by all employees whenever equipment was sent for replacement or repair as a "reporting" control to further pinpoint ac cident location, time, date and apparent cause. more than justified. The four basic control One of the most effective methods of ; methods to be described are: control is the investigation of each accident \ 1) Reporting; in order to determine corrective action and prevent recurrence. Mass collection of fact* I 2) Investigation: obtained from good accident investigations, r J) Analysis; properly correlated, formed patterns oi 4j Remedy. common occurrence that were used effec : Let's first explore the development ol our tively Tor further control. A new standard reporting system in all accident control, practice tnctuding personal injury and } since any accident prevention program is property damage was adopted as a tool to j only as strong as its ability to discern the attain desired goals in proper accident in t true nature of its problems. The first vestigation. 1961 ,\'attonal Safely Congress Essentially, the supervisor or toremaiv la whoie area of responsibility the accident occurs is responsible for conducting a thorough investigation arid submission of this official supervisor's accident report form. One forts is used to cover personal injury, property damage of both. Since identical controls are used to prevent acci dents whether they be personal injury or property damage, no conflict presents itself in the application of this two-purpose form and its broadening effect on the total acci dent control outlook of supervisory per sonnel. Just as the disabling injury provides ammunition for drawing upon more ex tended management effort, so by standard practice any property damage accident of one thousand dollars or more is dealt with in the identical manner of a disabling injury. An immediate notice ot serious property damage is delivered to all super intendents and managers. The superintendent concerned is required to hold a formal hearing of all persons involved in order to determine adequate remedial action. The results of this hearing are promptly for warded to the manager, who then calls a final review meeting which includes the superintendent, key supervisors and myself. This opportunity for top management to actively demonstrate its concern icr accident prevention tends to keep everyone more aware of the accident problem and their individual responsibilities to maintain effec tive c'/mrola It might be useful to look at a tew typical accidents in order to realize the importance of the remedial action resulting from these investigations. Accident No. 1 involved an ingot being lowered into No. 44 pit. The crane operator struck the front top of this pit with his ingot dog causing a key section to break off. The direct costs for brick replacement and repair were $200. Howcvei in order to make the necessary* repairs this entire pit had to be shut down. Rehandling of the ingots that remained in the pit, reheating, rescheduling, and four hours of pit delay time added tremendous indirect costs. Accident No. 2 involved our 206-inch Mill ingot buggy. The mechanical depart ment personnel were changing rolls in our S t R Mill using a large "C" hook to grab the roll and pull it out. Electricians did not tag the pulpit control that operates tbe ingot buggy. The operator sent the buggy down to service the 206 Mill (this boggy service* both of our mills). Because of insufficient clearance between the boggy and the "C* hook assembly being used to re move the S fit R Mill roll, a collision occurred that bent the main frame of the ingot buggy. Three turns were required for temporary maintenance since permanent repairs would have required eight to 10 days of down time. The direct cost of temporary repair was $1,250. It is interesting, however, that permanent repairs have still not been made because of the extended down time neces sary. The maintenance bills for repair and replacement of wheels, axels, and collector shoes occurring as a result of the bent frame has continued for months, and is tremendous. On six occasions, two turns have been required to do this work. Accident No. 3 involved an ingot dropping on our 206-inch steel yard crane scale. Although the replacement scale part cost $175, it was necessary to ship the entire scale back to the factory for repair. During the week required for repair, all slabs formerly weighed on this scale had to be trucked to a scrap supplier's yard outside uur plant and then returned for preheating. Delay time was estimated to have cost at least 40 times the direct costs of the acci dent Accident No. 4 involved a load dropping and destruction of a travograph machine. The old machine was originally purchased for $6,000; however, a $25,000 premature capital expenditure for the purchase of a new machine has been proposed. Accident No. 5 involved a plate shears. The shear crew* was trimming plates and allowed scrap to accumulate in the scrap trough. This caused the upper knife block to jam cm the downward stroke and frac ture the shear housing. Direct costs for repair were 52,000.00. However, 15 turns of work were lost along with line slowdown and customer delays. The indirect costs were estimated at $14S0. These typical accidents that actually oc curred point out the tremendous cost in volved in accident damage as well as the importance of an organized preventative program. 69 Industrial Subjects Sessions | The more management is explicitly made rate of $45,060 per million hourly rated j aware that people will be hurt or property manhours worked. This was an improve { damaged through certain acts or conditions, ment of $17,000 per million manhours 3 the greater the possibility that action will worked over the 1659 performance. Recog i be taken to prevent It. The scc/dcnt analysis nizing these are direct costs we are using, 1 phase of our damage control program prn- let's translate this into total cost improve I points specific items damazed repetitively and ment for the calendar year. This improve 3 the agencies involved. Supervision con- ment per million manhours worked multi j cerned are thus equipped to place concerted plied by the millions of hourly rated } effort on single specific objectives, manhours worked revealed the direct cost s A detailed quarterly analysis is furnished improvement for the year. The value of our to ail key management personnel and in total effort becomes more evident when we cludes a comparison of all accident damage apply the four-to-one ratio to determine costs this year to date to that of last year. indirect costs. By adding both direct and It helps maintain a continued awareness indirect costs, the larger figure oi (me half of particular departments, agencies and million dollars becomes a total estimated items needing attention. A colorful barom cost improvement for I960, eter on the cover gives flash indication to Here are some new program examples busy management personnel on the degree of accident repetition highlighted by the of action necessary on the report contents. analysis phase of the program with action Just as compensation is considered a taken that helped to bring about this cost direct injury Cost, damaged equipment re improvement: pair or replacement is considered our direct 1. One door was damaged ten tunes in costs for property damage. In order to less than one year. (The door has been show the big potential of cost improvement, widened; piling in the loading area inside our total costs include indirect costs esti mated at a four-to-one ratio of direct suits. The estimated total costs of accident property damage for I960 exceeded one and one half million dollars. A breakdown by die agency or act in flicting damage revealed crane involvemen* with well over 50 per cent of our property damage accidents. Pour departments stood out as shareholders in the greater majority ot all damage costs. Further analysis re vealed the cost of accidents by items damaged. A severity rate in dollars per unit of hourly rated manhours of time is used in our plant to indicate trends in con trol performance. Accident damage severity it expressed as direct costs per million hourly rated manhourt worked. (All cost figures used m the remainder of this presentation are rounded of! to facilitate the door more effectively controlled.) 2. One railroad gate was broken 30 times in I960. (The gate has been relocated and has not been damaged since.) 3. Better than 75 per cent of all narrow gauge railroad rolling stock maintenance is due to accident damage. (Spuds and ingot dogs have been redesigned, numerous pro cedural change* made.) 4. The guard railing on the top of seven shears were struck and badly damaged by material handling devices 38 times in one jear. (Using solid plate guards instead of pipe ratting* and rounding of railing comers has greatly reduced catch points at these locations, reducing damage at least 50 per cent.) 5. At least SO per cent of all cable re placement in the melting department Is due understanding and retention.) to accident. (Methods have been clanged, 'The severity rate for 1959 was $62,000 guards placed on sheave wheels, practices per million hourly rated manhours worked. altered and inspection methods improved.) Pur all program purposes this was our base 6. The glass panel in this door was year. The i960 year end damage severity broken seven times in I960. (It is now rate of $45,000 was substantially below the standard practice to use plastic In place of , previous year's rate. glass in shop doors throughout the plant) I To realize more fully the cost tmprovc- 7. One thousand six hundred spindles on [ meat aspects of this comparison, let's hand grinders were replaced in I960. In i examine more closely the 1960 accident vestigation revealed that at least 25 per 69 I .\atnnai Safety Congress cent of this was due to the unsafe practice of striking the locking nut to loosen it in order to remove the wheel. (All grinders are now provided with a special band wrench; the knowledge gained through the accident investigations also brought about improvement in the spindle quality and design, which has also reduced breakage substantially.) S. Two thousand cne hundred and six incidents ox stators on hand grinders re quired repair and replacement m I960, Ac cident damage investigation revealed that a minimum of 20 per cent of these "bum outs'* was due to an unsafe practice of the operator. Whet the wall fuse would blow because of a "heat up," the common prac tice was to pul! out the hot plug and connect to a cold plug and continue to use the grinder until it burned out. (We are now supervising better, testing local heat warning devices and new grinders.) 9, Thirty two oil lines on various pieces of equipment were damaged severely in I960. (Standard practice is now to place all these lines in hideaway locations.) 10. One water pipe in ihe pickling de partment was damaged tour times in one year. (There has been no repetitive damage in six months since the relocation oi the pipe.) To motivate key management personnel even further, an accident damage control chart is posted in a most conspicuous posi tion in our superintendents' conference room where the general manager points to weekly trends each Friday. A weekly publi- cation called Safety Facts is distributed weekly to all supervisors in our plant The lower Icit side of this report gives personal injury facts, the tower right side gives property damage facts. A total safety per formance rating is given each department in the right hand margin. This rating in cludes an evaluation of housekeeping, pro tective equipment, communications, actual injury experience, personal injury and property damage investigation. It is the opinion at Lukens that the addi tion of damage control to our injury pre vention program more truly represents a positive program approach to total safety. A final reason for the justification of this approach is the fact that a company desir ing to earn 2 per cent net profit after taxes would have to sell six and a quarter millions in additional annual sales volume to compensate for accidents costing $6,000 in damage per week. In closing, I can say with a great deal of pride that this tremendous economic drain on our company's pocket book from accident property damage is fast coming into control Our safety personnel point with particular pride to the fact that ground will soon be broken for the construction of a new electric furnace. In addition to the normal rewarding feel ing that comes from any service to fellowman, they now realize how substantially their staff efforts contribute to the economic health and growth of their company through this new dimension in accident prevention-- total safety programming. TRAINING THE PLANT DEFENSE CORPS By JOHN E. TWOMEY Supt., Industrial Defense Planning Western Electric Co-, New York, N. Y. With the threat of a nuclear attack, it became evident to the management of our company that a program would have to be established to provide for the protection of personnel, continuity oi production and con tinuity of management. Although all three are essential to an ef fective industrial defense planning program, it was recognized that planning measures for the protection of personnel should receive primary consideration. This article will therefore focus on the personnel protection phase of our program with the main em phasis being given to emergency and dis aster training. In addition to stimulating a sense cf re "0 Industrial Subjects Sessions sponsibility on the part ox the individual for his self-protection, it became dear that sig nificant new dimensions in training employ ees in activities esiential for their survival would be necessary. In organizing the train ing effort a three-pronged approach was decided on--expand existing protective forces --create new type protective forces--train employees in special action required to min imize blast and radiation injuries. Before describing this threc-phaed per sonnel protection program in more detail, 1 would like to briefly describe our scope of business activities, as they greatly in fluenced the kind of training problems we were confronted with. Our primary function is the manufacturing and supply unit of the Bell System. We have manufacturing plants in fifteen metropolitan areas and thirty-three distributing houses located in or adjacent to major cities. I In addition our defense work on Mike, | Titan, Dew Line, eic, further complicated 1 our protection problems for employees based i over a wide geographic area. Excluding our i subsidiaries, we have approximately 140,000 | employees. Because of the wide dispersion of our business operation*, we realized that * we had a more difficult job to develop api predation for self-protection and to train i workers in appropriate protective measures. i The first area of our personnel protection * program on which ne concentrated was the . expansion of existing plant protective forces. 1 Our major effort was to stimulate increased i participation in first aid training and to form | these people into teams with designated areas of responsibility. These teams were then set up to supplement the existing ``cot'* (or "stretcher" crews that we u-c in normal emergencies. j Our objective was to train 10 per cent of J our people in first aid. This objective has 1 been generally obtained; as a matter of fact, | some of our locations have more than 40 | per cent of their people trained m this vital i area of personnel protection. This is parj ticularly gratifying to us because all of the j training is given out of hours. The first aid i teams devote several hours each year to j practice exercises. These exercises, which J are conducted during regular working hours, , serve to train the employees to act as a | team and also provide a more realistic test | of their kil!s In a simulated emergency en- I vtronmenr. The fire crew was another protection group that was expanded. Where needed, fire auxiliaries were trained to supplement existing fire crews. In establishing a pro gram of this nature it must be assumed that there will be no help from the local fire de partment, since the holocaust following a nuclear blast will be greater than anything ever before anticipated or experienced. The second major phase of our personnel protection program was the creation of new types of protective forces. In this area res cue squads were established to remove the injured from the debris. With the help of the Civil Detente people a group of our employees received expert training at Otney, Md., In the techniques of removing the in jured from buildings destroyed or damaged by natural or man-made disasters. These people returned to their locations and passed their training along to others who were then organized into rescue squads. Special equipment was assembled for training and other equipment normally used in mainte nance work was designated for training and emergency use. Under this second phase of our program, we also organized radiological monitoring and detection squads. In establishing our radiological training program, we brought together a small group of employees skilled in training techniques or with a technical backgiound. These people reviewed the problem and prepared an Instructor's fiuide and a Problem Book to facilitate training. A Radiological Monitoring and Detection Manual was also prepared for the squad members to be ued as a guide and refer ence to aid them in performing their re sponsibilities. Originally we purchased several sets of instruments and borrowed others from local Civil Defense units for training purposes. We recently completed the purchase of ra diological instruments for each of our work ing locations. Each set of instrument*, man ufactured in accordance with Civil Defense specifications, consists of one geiger counter, one medium range survey meter, one high range survey meter, four dosimeters and one dosimeter charger. These instruments will be used to retrain our present monitors and train others as the need arises. The third and final component of our per sonnel protection program ts training our employees in the special action necesary to 71 1961 National Safety Congress minimize blast and radiation injuries. This includes such items as warnings, warden or* goruziUon, shelter drills and shutdown pro* cedurev We receive our warning primarily by the bell and light system furnished by the local telephone companies. The warning is dis* c-eminated by various means -- hells, horns, whistles, sirens and in some cases by public .tddress systems--and is readily recognizable by the employees. Our warden organizati >n is generally made up of supervisors to whom ptople would normally took for direction. Our wardens are trained to see that employees move quickly to their assigned shelter areas, check to be sure that prescribed shutdown pro* cedures have been carried out, and take any other steps necessary to minimize b!at damage. Shelter drills are conducted periodically. Drills of this nature are one of the beat means of keeping our employees aware of the continuous need to prepare themselves to handle disasters effectively. Workers who are conditioned to shelter drill* will show considcrably more control when faced with a real disaster than those with little or no training. While tn the subject of shelter drills, a word about our shelter areas is in order. Specific areas ui our building have been des ignated by our engineering organization as shelters and are well marked. Providing adequate fallout shelters poses a big problem and at the present time a survey* is being made of our various buildings to determine the amount of protection that they will af ford against radioactive fallout in the event of a nuclear attack on this country. To aid us in this work, the Office of Civil and Defense Mobilization conducted a twoday fallout shelter survey workshop at their operational headquarters in Battle Creek, Mictu, for 22 of our building engineers pro viding us with the necessary information, procedures and techniques for making such a study. These surveys, when analyzed, will enable us to determine the most suitable shelter areas for our employees. The im portant thing in any shelter program is that some positive action i$ better than none, as more people will be In areas outside the blast zone where fallout will be a major problem. The fourth and last item of training em ployees in special protective action is the establishment of shutdown procedures. We have established detailed procedures for shut ting down operations as quickly as possible when a warning is sounded and individuals with the responsibility for taking action have been trained in the necessary steps that ar to be taken at that time Where possible the actual shutdown of equipment takes place; however, if this U not feasible we conduct simulated shutdown procedure* by tagging the equipment. These drills occur omultaneottsly with shelter drills for the rest of the employee population. Although we have made progress in our personnel protection program, further work is necessary. We still need additional equip ment for our various squads and the problem of providing refresher training in all phases of the job is a continuing one. We are presently reviewing the possibility of ac quiring additional geiger counters to be used by our first aid squads in monitoring the injured, to be sure they are relatively free of radioactive particles, before being brought into the receiving afa. Another item that is receiving close attention at this time is the creation of decontamination squads to re move radioactive fallout panicles from our manufacturing areas, machinery, and equip ment so that we can get back into produc tion at the earliest opportunity. One of the big problems in personnel pro tection training U to have the workers rec ognize their responsibility and participate in the training that is made available to them. This requires a continuous educational pro gram of providing them with information on the threat and the steps that can be taken to counteract it. The recurrent international crises also Stave Helped to maintain this in terest; however, one of the big problems is to overcome the apathy that is still prevalent. One of the best ways to be sure that the individual does wbat he should about civil defense while away from the job is for his employer to demonstrate the awareness of the peril and doing something about it at the work place. This is accomplished by conducting shelter drills and other defense activities in which the employees participate while on the job. There are also many ex cellent publications that can be passed out to the employees which detail the steps neces sary for survival. 72 Industrial Subjects Sessions If an attack comes. >t will be "survival of the knowingestit is therefore in the best interests of employee and employer to real istically face the problem of survival and cooperate in an active industrial defense program. WHAT DO WE EXPECT OF THE SAFETY ENGINEERS? By Q. W. HARPER Trof^ School of Mechanical Engineering, University of Illinois, Urbans, XU. Before launching blindly into a detailed this point, not given any oi the objects along discussion, it seems to me that the third with the above words. There are two main I word in the title must be defined. Who is reasons for this. In the first place there | this "we' that is asking the question? To are several objectives which have been and clarify this point I suggest that the "we'' can be attached tc each activity. Let me which we have in mind is that of top man explain what I mean. For example, take agement. It might be both enlightening and the word "recording"--recording of injury valuable to discuss this subject from the cases, recording or unsafe practices, and standpoint of "we" being the safety man; the recording o the minutes of supervisory in other words what do we expect from our safety meetings, are possibilities. fellow safety engineers. This might be very But we will return to this tram of interesting indeed, and if earned to an ex thought mam tent The second reason treme might even lend to bloodshed. How for not including types of activities is that ever. I believe you will agree that we must 3 should like to pursue another line of approach this question keeping in mind that thought as a foundation of further discus we had best understand what our bosses sion. expect from us. Before attempting to pin-point what is i At this point, I could of course, refer expected of the safety engineer in detail, | you to several textbooks on industrial safety, l Uiink it would be well to review die areas and to the federal governments' Dictionary of knowledge, or the tools of the trade of ; of Occupational Titles and quote what has safety engineering. A good many years ago, .j been written on the subject during the past Joe Stezuiett, writing in the A'ationai Safety | forty years. While this might be enlrghien- .Veti's had an article which was titled "The f ing in a historical sense, l believe sincerely Double `C* of Industrial Safety."* In it he \ that tt would fall short in providing an pointed out that the double "C* of indus ; adequate and useful answer for us. trial safety included the first "C," control , Without taking your time to re*d the of environment, and the second "C," con j detailed list of what I consider to be a trol of behavior. Before a safety engineer well done summary of the duties and re can begin to do his job he must liavc knowl sponsibilities of the safety director, as out- edge of methods and procedures in both : lined in fourteen specific items m Chapter ot these areas. I 2 of the A'SC ilonuol of Aetiimt Preven- At this point I x.^uld like to refine and tion for Industrial Organisations, I want clarify these two items. For a number of ] to pick out the action words from this list- years I have given a talk and a portion I in*, in these fourteen points we find the of it has been devoted to this phase of ' following: formulating, administering, re- our present discussion. In it I have out ^ porting, advising, recording, investigating, lined some areas of information, study, and I supervising, training, delegating, correlating. knowledge essential to accomplish the com. ' inspecting, contracting, complying, initiating, and last, but not least, directing, The Double "C*' ot Industrial Safety by J. C. Steimett--National Safety Neve, December, * Now you will note that I have, up to 193*, 73 1961 National Softly Congrci plete job of industrial safely engineering. The areas are defined in answer to the ques tion. "What are the tools tor the safety job?" Item number one states that "A sate environment is obtained through engineer ing." A few of the tools with which we. as safety engineers, must luve in our kit. include machine guarding, heating, light, ventilation, material handling, electricity, welding, materials processing, and a host of others. As you can see all of these areas concern the engineering background and tools essential to creating, maintaining, and controlling a safe environment. item number two covers a part of the second "C* and states "Sate acts and prac tices are obtained through training.'* Some of the toots in this kit are orientation or induction training, plant or general safety rules, job safety training, job safety rules, fire training, first-aid training, supervisory training and management conferences. Item number three, in the talk I referred to previously concerns ilseli with a supple mentary set to tools to reinforce the sec ond "C." It states that "Safe attitudes are created and enhanced thru promotional ac tivities." in this area in our kit of tods vie find such items as posters and bulletin boards, contests, awards, certificates, stunts, campaigns, plant publications, signs, and sug gestion systems. Let me be very explicit about this kit of tools. .Vane oi them ever directly prevented an injury but the whole kit contains supplementary and supporting activities. That "attitudes'* arc important is a fact that I am sure cannot be disputed. It is evident in U. S. Steel's program, "knowing is not enough." Motivation is essential. May 1 insert at this point, that some safety programs, I have known about, are made up of such a high proportion of promotional elements, that the other two sets of tools are all but furgotten. Vow, fee me summarize. Our top man agements expect the safety engineer to have fundamental knowledge in the three basic tools of safety: engineering to mab a safe environment; training, to eliminate unsafe practices; and promotion, to loster safer attitudes. The ways and means, of obtain ing this knowledge through higher educa tion, and as a continuing process, are the '<ipic covered later in this program. To quote a phrase already used, "know ing is not enough." The safety engineer ts a dutr. This fact was illustrated earlier by the list of action verbs. But tills same listing covers such a diversity of activities that many safety engineers have jumped on their white chargers and galloped oft in all directions. Many times to the detri ment of their own jobs, and also to the safety movement in general. In all fairness it must be said that these individuals haw been few in number in recent years. Let us now turn our attention to uh.it management expects of us as safety admin istrators. In approaching this question I would for a moment or two like to dwell on the negative side; that is. a few of the things that they do not expect safety en gineers to da I would like to direct your attention to a recent article in Factory ilagasine titled "What's Wrong With Safety Manage ment ?'*. Let me say at the outset that 1 hope all of you will read this article; and I am sure you will be as angry as I was. Why will you get mad? Because there is so much truth in the article. Let me make just a few quotations to show what I mean. The responsibility for making safety work must rest wttb flm-liae euperrietoa. Safety men must leant to live as stag specialist, nothing else. The management approach needs fewer, but better safety men. Awarda are absolutely worthless. Safety function baa too often become e hid ing place for `kJuks'--mas who are neither managers nor experts. Here's where the safety expert comes lo ss a staff specialist. There is food for tiiought in these articles and I trust that you will all read it. But now let us turn to the positive side of the picture. Russ De Reamer, writing in the st.S.SJZ. Journal highlights what has been said be fore. "In the past the industrial safety specialist has been the doer. In the future he will be the catalyst, the advisor, the teacher who precipitates safety action on the part of live managers.''* (ember. 1NL A.S.B.B, Must Prepare Today yor Tomorrow --by Russell OeJftsemer. Journal of tXe Amerlose Society of Safety Mutineer*--January. Industrial Subjects Sessions Along with this change in the type of basic tools of our trade and know when activities we find a new challenge in the and how to recommend their correct u$e \ job that we must da Just last Tuesday, in the control of hazards: i.e., in the con i Dr, John Grimaldi* called these to our at- trol of environment, in the control of be lenlion when said- havior, and in die motivation of safe at 1 pint we must convey that safety Is not titudes. a doctrine of nik avoidance. ... it would 4. Wc must emphasize the planning and be more appropriate instead, to emphasize that safety is controlled risk taking. In this ,-oncept the professional work at tne safety control functions oi our work. We must plan the safety programs, provide the nec specialist is implementing risk control so as to limit accidental harm to people, products essary means to measure its application, be and material. Prevention Is not the key tier*, alert to the areas of weakness, provide as but limitation of hazards is. An effort to con trol hazards may produce their eradication, sistance and technical information when and but not always. where needed and give leadership in safety There it much rr.ore that needs to be aid on this sub/ect. that i feel would be of help, but time does m t permit. So in conclusion. 1 should like to summarize the work on the job and in other areas of our daily living. Bibliography 1. Accident Control--Phase One Administra major points 1 have made. 1, We must change our perspective and direct our energies toward a newer and higher goal--(hat of accident and hazard control--and stop becoming "follow-uppers." tor Francis T. ilcGowen. Safety Director. The Borden Company ., Talk given before the National Safety Congress. 2 Can Safety Stand on its Own Feet? by H. W. Heinrich . .... National Safety .Vews, November. 15*5. 2. We must realize that we can be more effective if we accept our role a* staff safety specialists--safety consultant*, planner?, efc` ^ml stay away from the firing line. J. We must equip ourselves with the 2. Safety Stan: Engineer or Educator Symposium--3$0 Safety it*n ttecupatlondi Bajarit, June. 1961. 4- Industrial Safety--A Presentation of Induz* trial Safety Procedure!. _ toy Metropolitan Life Insurance Company two. 5. Engineering As a Foundation For Opti `Safety Engineering Jn a Changing World--by John W. Grimaldi--at Nations! Safety ConITOJ-lMl mum Safety Success, by William G. TarrenU _ at National Safety Congress. 19*1- Get Safety out of the Personnel Department C. Safety Engineering and Production --K. G. t>, Anderson. C'ceuporione! Hazards, by J, E. Trainer at National Safety Congress. 1954. DESIGN SPECIFICATIONS FOR A SAFETY ENGINEER By T. H. ROCKWELL., Ph.D. Associate Professor, Industrial Engineering Dept. Ohio State Univers , Columbus, Ohio With the growth e.: any profession there is always the need ter that introf pection called "soul searching." In the rush to get the job done we need to pause and ask the most humbling of all questions, "Where are we going and how are we gting to get fbere?" Certainly before we pell tut the neces sary ingredients to concoct the ideal safety engineer we must agree upon the end prod uct Doubtless there are count!*** versions of the rule of the safety engineer in ottr society. These role images will vary depend ing upon the viewpoint taken. Management, labor and the safety engineer himself will have different concepts of safety engineer ing, just as they will view the safety func tion, itself differently. For purposes of delineating this discussion and to pursue the main purpose of this ad dress, namely the basic requirements of the safety engineer and suggestions for his ad- 1961 National ha/etv Congress vaneed training. we fhalt stipulate the safety engineering role, "as the minimization of the losses associated with accidents and in* dustrial h>cienc hazards." To fulfill this role three prime skills -- analysis, interpretation and communication-- are required in the safety engineer. While knowledge is essential as the back* bone of any profession we must not confuse knowledge with understanding or the ac cumulation of facts with progress. Posses sion of knowledge i no guarantee of pro fessional competence. Technical knowledge is indispensable to a scientific profession but at the same time detailed knowledge can be worthies* without the skills to properly em ploy it or the ability to convince people that its fruits are worthwhile. We don't want the modern safety engineer to be a walking encyclopedia -- a roving handbook without the wisdom which must mediate knowledge. In fact, the exponen tial rate of growth in technology prevents anyone from being completely informed. This has led to specialization and subspe cialization in engineering and still it is vir tually impossible to keep abreast of a field. The universal safety engineer*--competent in all fields perhaps never existed even in early days of the safety movement. It is certain he does not exist today. Ionizing radiation, occupational noise, automation, the introduction of bizarre processes and exotic materials have forced the safety engineer to be concerned not with knowledge per se but with the problem of knowledge acquisition relative to a given problem. The challenge of technology in the 60's has forced engineering educators to pm less emphasis on technical details and more cm skills, creative engineering and professional attitudes. While one ha difficulty teaching an attitude he can imbue a student with the responsibilities of hi profession and attempt to show him how he appears to others out side his discipline. The engineer must recog nize that his assignment* come from non engineers and hi* result* are used by "non-engineers." The safety engineer would do well to remember this in attacking acci dent problem*. In terms of knowledge requirements the safety specialist fat this point we should recognize that an engineering background is not ihe only preparation for sucre** in acci dent control) must first know the process and operations for which he is responsible. This is }ust as important as the physical laws upon which engineering is founded. The safety specialist must also have knowl edge of (he vicissitudes of the accident phenomenon and the environments which precipitate accidents. He must be able to recognize the hazards in an operation be fore they result in aeddents. He must be aware of pertinent safety codes and safety regulations. Since he is a coordinator in many cases, the safety specialist must have some knowl edge of cost accounting, compensation laws, union contracts, medical aspects of accident control, etc. These knowledge requirements are familiar to you all ami as such the proceeding statements are not very pro found. What I do think is often over looked is the emphasis in analysis, inter pretation and communication. The problem solving skills of the safety specialists are demanded with e\ery acci dent in the plant and, indeed, with every man-machine operation. Such analytic skills are also required each time a new process ts introduced since the safety* *pma!it must know how to anticipate problems trefore they occur. There is an obvious parallel l*ctwcen the criminologist and the aeddent investigator. Each must attempt to reconstruct conditions before the occurrence of the crime or acci dent. Proper accident investigation is not something anyone can do. It requires a trained mind--an inquisitive nature and a student of human behavior. This last point is one in which more training i< needed. All of u consider ourselves dilettantes in the behavioral sciences, in understanding accident causation, however, this is not enough. Too long have we left the psychol ogist in the laboratory and limited his dis cipline to research. The 20th century safety specialist must be familiar with learning, motivation, emotion, attitude, fatigue, bore dom as well as sensory* and motor skill capacities. These are not erudite subjects for the university climate. They are aspects of human behavior which impinge on the accident phenomenon. Consider how slow the recognition of hu man engineering has been in the safety field. How many accidents have been ascribed to 76 Industrial Subject: Sessions operator error or carelessness instead of to the fact that certain kinds of equipment have been designed so that operator error is inevitable. Consider forklift accidents. Driving a forklift truck violates man's learned response from the automobile. With rear wheel steering, backing errors are com mon for the novice driver and even the ex perienced driver if he is m a stressful situation where he reverts to old learned responses. A great per cent of the male population cxn't apply the forklift's brakes without striking the knee against the steering wheel unless braking is done with a slanting mo tion. ! might add that present day autos have this same drawback. The auto indus try has only in the last six to eight years begun to design cars for operator comfort and safety and I fear we have a long way to go. Thus, it is imperative that the safety specialist study the fruits of applied psy chology if he really expects to properly analyze accidents. The safety analyst must also recognize the danger signs of employees working in environmental stress. There is considerable evidence to suggest that sub-quality output, slight decreases in total output and a higher frequency of unscheduled breaks will occur during early stages oi environmental stress such as heat, light, noise, airborne contami nation. etc. This stage is followed by more direct quality errors by the operator and also increased susceptibility to accidents. Finally physiological damage and occupa tional diseases result with increased en vironmental stress. Since safety is not a criterion in its own right but rather is intimately tied into pro duction, the safety specialist must understand the principles of work design so that acci dent prevention complements production. In this regard, a safety specialist should be trained in methods improvement and work simplification. With very few exceptions, building safety into a job should increase output. None of the principles *: motion economy, for example, contradict a principle of machine guarding. Indeed, the future of safety may depend on the justification of safety on die basis that it facilitates produc tion not on the basis that accidents are costly. It is precisely in the are* of problem analysis that the disciplinary training of engineering is useful. In safety, one must be able to organize facts, isolate the con tributing factors, propose hypotheses and test them in the work environment. It is here that creative engineering is most perti nent. One must be forever curious in acci dent studies, for curiosity as Samuel John son put it, "is the permanent characteristic of a vigorous mind." The fantastic complexity of the accident phenomenon obviates the application of simple homespun accident prevention reme dies, such at the use of the ASA causal classification system. The safely specialist must be alert to new hazards, lo new solu tions, and to new ways to safeguard the operator. He can not a(lord to be straightjacketed in this thinking. Second to the analytic skill requirements of the safety specialist is his role as in terpreter. He must be able to interpret the significance of accident findings to manage ment and the worker. He must be able to interpret accident prevention measures in terms of company savings, better product and increased employee morale. He must be skilled at both descriptive r.nd inferential statistics. The former will permit him to measure his progress and properly evaluate safety effectiveness in the firm. The latter will enable him to differentiate between real and chance changes m the safety level of the organization. As a rule, safety specialists are mired in statistical averages and have little apprecia tion for the pitfalls that averages are prone to supply. How many safety specialists can perform or evfcn interpret a statistical analysis of accident data; for example, the relationship between first aid and LTA acci dents. Statistics are neither the work of the devil nor a panacea. They simply provide specialized interpretation of datx An interpreter in the language sense is equally fluent in two or more languages, in safety, the specialist must be able to translate management policy into safety pro grams and translate accident data into man agement action. In addition, because of his unique position as coordinator m the firm, the Specialist must be able to translate en gineering into maintenance terms and vice versa. He must be abte to translate medical recommendations into protection for the worker. 77 1761 Xationat Safety Congress Moreover, the constraints as represented by safety codes must be refated to the realities of production. Those interpretive skills must be mediated by wisdom and a sense of magnanimity, neither underplaying nor overplaying the function that safety must play in the company operations. Finally, juxtaposed with interpretation is communication. Unless the safety specialist ran make his findings and their interprets* tions known to management and the worker his efforts are wasted. To most safety di rectors this is the area of their prime con cern. especially in their communication with management. We often forget, however, that safety communieatien must be lateral, as welt as vertical m the firm. Other staff functions are intimately bound to the safety functions inee accident prevention measures are very" likely to affect quality control, production control, methods and time study, safes, and accounting. Communication involves estab lishing channels and organizing the mes sages to be used in these channels. Effective oral and written communicative skill is one of the real weaknesses in mod ern engineering education. Almost without exception our graduates complain that they wish they could have taken more English and speech courses while in college. To the safety specialist, communication is a constant challenge and a difficult art. For example, he must convince his su periors that their support is indispensable and at the same time not inculcate the at titude that he does not have control of the situation. To the worker he must establish In* authority and at the same time solicit from him assistance in combating accidents. The safety specialists must above all else establish by means of the written and spoken word a sense of awareness and responsi bility towards safety, from the hourly laborer to the plant manager. Unless the plant community considers safety a part of each individual job and is aware of acci dent producing situations it is questionable how much the most capable safety specialist can accomplish. Up to this point we have outlined the general specifications for the ideal safety specialist. While none of us may ever reach perfection we can through self-education better equip ourselves for the challenges of our work. Rather than emphasize more de tailed knowledge f would like to <ugget eight areas of advanced study which will assist the safety' specialist in these functions of analysis, interpretation and communica tion. These areas of study might involve reading, safety seminars, advanced courses sponsored bv local ASSE chapters and topics for ASSE national meetings. I. H'ork Simplification -- including work measurement, principles of motion economy, methods analysis and operational analysis. This ability to analyze elements of work is the foundation of job safety analysis. II. Human Fedors Engineering -- The fundamentals of the design of man-machine systems tor human use. This invokes con sideration of the cognitive, anthropometric, sensory and motor capabilities of man and their effect on equipment design. Ill- Descriptive Statistics--The ability to organize data in meaningful ways and the subsequent ability to present accident data in clear and concise forms. IV*. Inferential Statistics--ability to draw proper inferences about statistical data. Of paramount concern here is the distinction between chance and real changes in acci dent statistics and the testing of hypotheses concerning accident causes and the rela tion between accident prevention efforts and changes in sarety effectiveness. V. Environmental Stress and Its Effect on Worker Behavior -- included here are those environmental factors which not only accelerate accident producing situations but those which at the same time undermine quality output such as thermal stress, noise, lighting, airborne contaminants and toxic chemicals. VL The Psychologically Safe Climate -- This is an area or psychology that b been abandoned in the past for emphasis on accident prone theory. Here we refer to motivational, learning and altitudinal fac tors which facilitate alertness and concern towards safety. VII, Creative Thinking--erne of the lost arts in engineering today. Because no two accident problems are the same we must develop ingenuity and unconventional solu tion methods. Creative thinking is a skill that can be developed as brainstorming ses sions have demonstrated. VIII. Effective Communication -- The 78 Industrial Subjects Sessions tit'iiy to express concisely and completely yr findings in safety and to spell out clearly >< recommended action to management m -f-ni winch they can appreciate and under- What is needed is the development of these rvpical areas by talented individuals within ,-.j outside of our society and the publics* .x*. of tin* material so that it is available to ilie individual safety specialist. Lastly it should be clear tint knowledge and skill are no guarantees of success in accident prevention if we tail to be genuinely moti vated in our roncern ior our tellow man If we truly posset* this concern, face up to our own inadequacies and eontmuatly strive for self improvement, vve will be a credit to ciursclvc- and to our profession PREPARING THE SAFETY ENGINEER AND UPGRADING PERFORMANCE By D. A. WEAVER Training Div., Traffic Institute, Northwestern University, Evanston, 111. A nasty review of the literature reveal* that we have been probing and discussing inis subject for at least 10 years, and the question that first occurs to me u. "Why this recurring interest m this theme?" What are the needs that impel us to review and hscuss this material and to seek new an swers on frequent occasions in all of our professional meetings. I believe there are four needs. Dueus>>on of them will give us an opportunity review some of the literature concerned with preparation of the safety engineer. In addition, I should like to present to you seven additional ideas concerned with pre paring the safely engineer and upgrading performance. With tins brief preview let u begin with the first need which motivates constant stirring and review of this ques tion. First, there is a need to clarify the ques tion of whether a safety engineer must first be an engineer, I shall not discuss this is sue, but merely refer to some of the liter ature, such as the 1956 item entitled "Pre paring Tomorrow's Engineer and Safetv .Specialist**; or the 1956 item on the "Safety Engineering Profession"; or the fine paper by Heimrich. "Can Safety Stand On Its Own Feet"--a paper dating from 1955, At the 1955 Congress, there was a paper on "What Shall We Teach the Safety En gineer of Tomorrow"---in 1959 die question was discussed. "What Is A Safety Engtreer":--nr the fine article in the current isuc of the journal entitled "Engineering as jl foundation mr Optimum Safety Suc cess.'1 One of our needs in our recurring dis cussion cf this theme of education of safety personnel has been the need to clarify this question of the role of engineering train ing for safety engineers. ,-t second need has been to develop a uni versity curriculum for preparing safety per sonnel. This lias given us a fine paper at the congress in 1958 by Tom Rockwell. "Removing a Blind Spot in Safety Educa tion." Or m 1955. a survey, entitled "The Safety Engineer tn Industry." Of a paper from 1956, entitled "Recognition of Safety as a Profession."-And dating all the way back to 1952, a fine booklet by Cutter and Elkow, entitled "Training For Industrial Accident Prevention," to which I shall re turn tn a few moments. I believe there is still a third reason why safety engineer* find a need to consider and reconsider the kind of knowledge and training that gee* into their job. 1 believe by such discussions vve seek to avoid be ing swamped, being drew ned, by the im mensity of the knowledge and skills that seem to be unavoidably inherent in our job. We sense a need to know all things and yet we are aware of the fallacy of seeking to know all things, and are aware of the fallacy of creating an image of the safety engineer as a man who knows all things. 79 1961 National Safety Congr.-j We have sought the core concepts around which to integrate our body ot knowledge, to integrate our work, to integrate our safety personalities. The very vastness of the things we deal with, in chemistry, in physics, in engineering, in medicine, of plant layout, in industrial engineering pro* cedures, tn psychology, in teaching, in moti vation, the very vastness of al! this sur rounds us with a chaos through which we seek guide posts. This need gives us such papers as one in I95J, entitled "What The Safety En gineer Expects in the Safety Program"; or one w 1959 seeking guidance on policy, entitled "Safety Management Policy"' or in 1952, "The Place of Safety Engineering in Industry"; or in 1959, "What A Plant Manager Expects Of A Safety Engineer.** We have sought guidance in the chaos of the knowledge and the skills of our job; we have sought to avoid being swamped by again and again asking ourselves what should be in our education and training. Fourth, 1 believe there is another para doxical need which mctivaies us to look at our training and background--the need to avoid being narrowed to the special as pects oi our immediate job--to avoid be coming specialists in one plant, in one in dustry', or perhaps in just one department or phase of safety in a plant or industry. On the one hand, we have the need to avoid intellectual chaos and on the other hand we have the need to avoid intellectual tunnel vision This has given us such papers as the 1958 paper on "What is Wrong with Safety Engineers'*; or tn 1959 a paper en titled "Toward the Profession of Safety Program Management"; or in I960, "To day's Safety Engineer"; or in I960 again, "Our Society Must Prepare Today for To morrow." These four thoughts provide a hasty re view of some of the literature that exists on these topics. It may be comforting to you to know that whatever you are seeking here today and whatever you may acquire here today, can be augmented by the de voted efforts of many people extending back over many years. 1 believe we shall con tinue for many years to probe these questions, for by probing them we find per sonal guidance, personal integration. Identi fication in our special roie. We harness ourselves and we harness concepts to the tasks of safety that surround us. The American Society of Safety Engi neers was the first organized group with an expressed belief that safety could be achieved by orderly application of princi ples. We stilt struggle to define ourselves and our body ^f knowledge. It is interesting to be aware of the fact that others deal in the same life-preserving and propertyprotecting tasks that we ourselves are in. But their identity has been different, their specialty has beet different, the pattern of their thinking has been differoit. Others liave found it necessary to organire in groups and societies whose patterns of thinking are not satisfied in the things we have identified in the American Soaety of Safety Engineers. Just hastily there are the Fire Prevention Engineers, the Insti tute of Tratfic Engineers, the Council of Safety Supervisors, the Campus Safety As sociation. the American Industrial Hygiene Association, and I am sure there are others. I can perhaps close off this portion of my comments by reterring again to the booklet by Or. Cutter and Dr. Elkow, pub lished in 1952 by the Center for Safety Education at New York University. In this 04 page booklet. Part I is entitled "The Industrial Accident Prevention Specialist and His Functions." Part II, "Training for Safety in Engineering and Technical Schools." Part III, "Training in Accident Prevention in Non-Engineering Colleges, Schools and Departments." Part IV, "Rec ommendations for Training in Industrial Accident Prevention." Those of us who seek for guidance in this field need not seek in vain. Let us then consider some other aspects of prepari: the safety engineer and up grading per. jrmancc. Let us consider it from the view of the practical safety en gineer doing his job, perhaps aware of the need to avoid both intellectual chaos and intellectual tunnel vision, and desiring further education and guidance to upgrade perform ance. The following seven ideas may have some merit in your thinking: 1. HutId your self-improvement around ike specific hazards of your operation. Define what it is you need to do in order to do your job better and seek opportunities for that kind of education. Do you have lad 80 industrial Suhteets Sessions ders or flammable materials, window wash ers, an outside construction crew, explosives, nr special hazards to which \ou might well live *cti-direclcd educational endeavor; For example, one frequently overlooked iv the trucking operation, which exists in many industries, and which at present tends to be growing at a rather rapid rate. What kills and knowledge do you need to reach nut and exert an influence over that? Does vour company have * *.de organization, jxrrlup* spread over a tcry wide area, di rected by a sales manager whose sole eon< mi is sales, and all oi whose salesmen are driving passenger cars over which von havr 'iitle influence? This is what 1 mean when 1 say, "HuiM our influence, build your self-improvement iround the specific hazards of your own -peration." This I think is illustrated in a tale mid to me by a safety director, w ti* received a phone call about an explosion m a chemistry lah. Before he rushed over, he hasuly thumbed through some chemical lata sheets, and upon arrival was able to explain to ihv amazed chemist exactly what had happened, why it had happened, and how to prevent tt. He said all of this very ruefully, for he resized that he was plac ing the role oi the safety engineer as know ing all things. He knew that this is a satis fying role when you can get away with it, * you seldom can. The real point oi the story is that he vas prepared to deal with the hazards of his chemical labs. It would require a chcmi.*al engineer to know all the facets that need to be known about the wide variety ut chemicals that exist tn mn*t a;iv ur industrial operation*. f submit that it would be a tallacy for the safety engineer to seek to be a halfbaked chemist He performs Itis full func tion as a safety engineer, however, when he contrives procedures whereby he knows whenever a new chemical with unknown potential is brought into the plant. This .jives him the opportunity to exert control and preventive measures. Self-directed im provement can usually be pointed by the -peeific hazards oi our own operation. 2. Through the literature and standards available, a flow of materials should cross <ur desks from the standard sources. I mention this point because *o frequently a safety engineer mention* a problem, not knowing that a standard exists that would he helpful to him or tfiat literature on it exist* for pass-out materials fer his su> jwrvtsors. This again does not mean that we become all-knowing in studying all the*things, but that we know- what it avail,rhte from the American Standards Associa tion, from various insurance companies, from the National Fire Protection Association. N.itiurwl Safety Council, heating and venti lating engineers, industrial hygiene publica tion*. clu-iti'Oil data sheets, and special pub lication* Krrment to our industry'- b< " trmktmr. mining, petroleum, utilities, nr whatever. I believe it * .i fair Matcmcnt that y--u do not have a problem. u-u do not have any need Ft knowledge, that has not been reduced to writing and expressed m a pam phlet or a book somewhere. My point here is: keep your channels open to a flow oi ihis material, learn to win it hastily so that >ou know what i* there, learn to read some of it and leant to study certain further choice items. 5. Study your position and the position of safety in your organisation This idea relates to the next one 1 am going to men tion. My thought c: n be illustrated by this ituntion: \ safety man had been attached to the trucking department in an organization berouse that was their problem when the> brought him in. He had. however, a su able background in industrial safety, felt the need to extend his influences further throughout the organization, and found himelf strategically in a ten' poor position to exert influence throughout the organiza tion. It is further illustrated in a company I consulted with, in which it became a ques tion of some import as to just where and iu whom a potential safety director should report The standard academic answers were there, but for reasons that would be diffi cult to understand without knowing the internal workings of the company, it just would not work in this case. The idea is illustrated w x situation m which the safety director just isn't attached anywhere. He literally reports to no oqe. The person who lured him changed to an other position, the safety director literally 81 1901 Xatmnal Safety Congress liJ not know whom he reported to, and no one understood him to be a subordinate. He was a free-floating safety engineer. He was the most advisory safety engineer l have ever seen, and also in a position of least influence; fan you extend your influence throughout the organization? Can you make it reach the sales department, the high-powered brains in the re-carch department. the driver on the highway, the outlying plant in the other city, or the boss's sen? We need to under stand our position and the position of safety in the organization, in tts total functioning, in order to advance and exert our influence tor good. 4. The fourth feint is an old cliche of safety, to fix safety as a line responsibility --:Wim* it belongs. It has been my observa tion tliat management does not expect this; is quite confused as to the functions of safety, even when they define it m words; is often rather vague in its application .md, most importantly, that it is a long and difficult task to really imbue a whole or- sanitation with the idea of line respondJiitity for safety. I believe the whole philoso phy. theory, aad practice is revealed in * little vignette of the safety director who described a scene in which he stood talk ing to the plant manager one morning when the assistant plant manager walked up. As the assistant approached, the plant manager nudged the micty director and (lointed at the shoes of the approaching assistant ami said, "Look! No safety shoes--give him hell!" The safety director calmly shrugged his shoulders and walked away with the comment, "He doesn't work for me." t believe these last two thoughts--to study your position and the position of safety in your organization, and to fix line responsi bility for safety, are important in the de velopment of the safety engineer. Your success and yor skill in doling with these last two hems, I believe, make the distinc tion between safety management and safety inspection for some other lesser expression <( safety control. Make the safety pnst a stepping-stone upward. I believe this point has overlooked implications. It applies In ymj--it applies tn your subordinates--and in .1 large organiza tion it has special meaning for safety super visors assigned in the field. As it applies to you, let me suggest these thoughts: I believe that a man who leaves safety work for some higher rcsoonsibility in his com pany is not lost to safety--he is rather in a position of doing more for safety. His higher position, with his safety back ground, makes him highly receptive to the safety needs of the organization; and his higher position puts him m a more influen tial position to accomplish something in it. I do not believe the cause of safety suffers when a safety man moves to a higher responsibility In his company. This idea of making safely a steppingstone has a special pertinence m many organizations which have gone through a rugged pliase--a phase of rapid growth, of immaturity and development, of acquisition of other companies, of difficulty in applvinc good management procedures and hence good safety procedures. I have seen such organi zations influenced by strong, competent safety men. who did a trrriffie job in safety and inculcated throughout the organization a deep awareness of safety fundamentals. Hie more successfully they accomplished this task, the less it needed a man of such high competence and salary. 1 have seen such men become, shall 1 say, the victims of management's awareness flat their tasks, now so well integrated throughout the company, could be done by somebody at half the salary. I have seen other men in this same situa tion, perhaps more fortunate, who used safety as a stepping-stone As they did this tremendous job for safety they also de veloped around themselves a set of related tasks--tasks in claims, in insurance and compensation, in wage administration, tn pension programs, in any number of re lated tasks which are a developing part of the efficiency of the organization. I talked to one such man this week, who recently gave up the title of safety director to take on a higher title that encompasses all the tasks that he developed while still safety director. He now has reporting to him a safety director at perhaps one-half or onethird of hi* salary. Safely suffers when highly competent men, who have staked their prestige, their natut in the company, on masterful safety performance, suddenly have the rug slid out from under them. On the other hand. S2 Industrial Subjects Seamus mety cam* when that safety engineer ad`,\ncc himself, exerting a stronger influence throughout the whole company, including in* influence nit tttety. This idea ui aiety as a steppmg-stunc applies to your subordinates. You may lose :i man as you develop him to another com pany, or to another department, but let linn ea; let work in safety be seen and recog nized as a Mcpping-stonc upward deserving the best abilities and the most aggressive l<riormancc. A special version of this applies in Urge organizations where at the plant level, or ax the district or division level, safety vupemsors are assigned by the line au thority- These men are not usually profes sional safety men as you and I know them, they are not a part of the central safety tuff; they report directly to the line organization. In such positions you are apt to find one of two things: Sometimes you find an in competent hiding behind the desk, left there because he is not wanted anywhere else, and he seems to do the least harm at the safety desk. Or sometimes you find an opposite picture--a capable, aggressive man who has done a fine job in safety and is left there because he has done a good job, while other promotional opportunities are passed on to other men. It is well to review the role and the functions and the prospects ot safety supervisors in these positions. These men are tn a position to ,-tudv die working of a whole operation, to travel throughout it, to know all its people, to deal with all of its people. It is a most wonderful opportunity for growth. We will get better safety performance in the.e >jfety -upervisory posts when it is recog nized tliat a post in safety is an opportunity for a step upward in the organization. 6. Seek out courses and training op portunities to fit your needs; become ac quainted with the variety of courses avail able. Just thinking out loud--in a 150-mile radius of Chicago there are supervisor courses, courses in safety tmidamentnls, courses in plant ventilation and in industrial hygiene, in industrial security, in arson in vestigation, and I ant sure (here are many more; Know* the sources in your own area "t the kind of further preparation you need. This doesn't mean tliat the precise package you want is always available, but the opportunities for the precise preparation you desire are available somewhere. 7. 1 suggest that cadi ASSE chapter huuJd sponsor a professional-level course. When 1 mentioned this to George Harper hr suggested two courses: one for safety engineers and safety personnel and the other fur front-line supervision. I agree with him L shall, however, at the moment, speak only of courses for professional safety personnel Eaen chapter should seek out and establish university contacts. You will eventually find someone or some university or some department ot the university that can work with you in putting on a program that will be helpful to >uu and to your chapter. Let me offer four suggestions from my own experience in organizing and putting on these courses; (a) Put them on iur yourself; don't develop them as a noble service to some other bukmghted soul who needs your help. Serve yourself. Serve your own chapter. Serve your own industry, and you are apt to find in the process that some other bekiughted soul is interested in what you're doing and will attend in greater measure than if you aim at him specifically. (b) Put on your courses at the highest professional level. In part, this is an expresSion of the previous point, in that the greatest need for safety education is tn the numerous small plants who have no saiety director, who have little awareness of safety as an organized activity, who think ot safety in terms of 5-600 dollars a year as insurance premium. These people we need to reaclt, but if you try to reach them directly, they will not come, if you put on a 'high-level course deserving of your at tention and your earnest participation and attendance, and then promote it among these le<ser folks whom you wish to reach, you will reach a higher pcreecmage of them. This has been our experience. (c) Work in fundamentals, even though your program is at a high professional ievcl, because you wish to serve some folks ,vho have less experience than you. Funda mentals are really worked in by die defini tions and instructions given to your teachers rather titan by the selection of titles them selves. Regardless of title, safety funda mentals, with forethought, bv instruction to your speakers, can be worked into the S.l lV6i Xatwuii Safety highest profes*tonai course, and what's more, can be presented in a way which will absorb the interest of the highest profes sional group. (d) Look for an adviser. Somewhere there is a man who will work with you, who knows people in our field, knows the cros-lhreails of ideas, knows who can help to develop a program or present topics. In my work I always had the guidance ui the Indianapolis chapter of (he American Society of Safety hngmeers, and beyond iluit I had phone contact with our longtime friend J. C. Stennett, wlio U an encyclo pedia of guidance and help, and who 1 < lle>l on frequaiUy. Lduotioe tor safety personnel--prepara tion of the engineer--upgrading perform- woes'--! wish 1 cuuld tell you exactly when ou can acquire the educational background shat au your particular needs, your particu lar pereosudh), your particular intellect. ,our porucuiar cumpuny S cannot do that imt will we nt* he able tu We do need cunstantly tu urtcat ustrscivo and to seek rxw diraciavm*, nm directions ir. ropey . C. a Society ol liuwout lIMS rw S|W>ine| AypruatJi, ty William TWrwota. lawruettir *a,d fUsooreto Aaaodate. Cmut tor Safety E4ucatmi. Sew York Ualvoraity. (IMP NSC Treammaoe, Vo*, lit trura Uim# (Mia Uo Moat Engtoeerf by AUr*4 Loiauier. Mxmaroaacx. N, t. iimo NSC Traaoaeuos*. VoL IS, Sup, 9* Wkat the Safety Engineer Eepeete I* the Safety Program, by Stanley T, Spence. Dir. .f Safety and Fire "---------*'-- INIAIBIS CO.. St* 1 Trsoxartiosx. VoL XI) What shall Wa T--Ch ta Safety Engineer of Tomorrow? fey WUUam P, PUanar. safety Super.. Schennc Corn.. Bloomfield. N. 1 (1965 NSC Transactions, Vol. Ill Recognition / Safety a* a Prafeamem--A Challenge to CaUegea end Pawntii. by H_ W, Heinrich. Chairman. The Uniform Bolter * ft leeure Veaoel Laws Society, lae New Tork city. 11366 NSC Transaction*. VoL Hi The Safety Engintenng Profession, by inaepb C. Stennett. Dir.. Accident It Sire Krerention. National AaeoelaUoa (.'usually do*. Chicago, Illinois. o(IMf SMuNtuSaCl Transaction*. Vol. II) Report* and Reporting Procedure*, by D T. Mould. Safety Director, General Motors Corporation. Detroit. <1969 NSC Transactions Vol IS) The Safety Engineer^ ifa/or Problem*, by Myron L. Miller. Supervisor of Safety. Wesilngbouse Eioetrtc Corp., JEast Pitts burgh. Pa (1954 NSC TTanaacUoas, Vol. Ill Problem* of AdminUfmxp MuKl-Flant daftly Program*, by D. T. Mould. Safety Director, General Motors Corp.. Detroit; Sari H. Stoeitdale. Accident Pt-evantlon DIt , Gulf Oil Corp. Pittsburgh. Pi.; C. H. Hoope*. nuprr. Safety A Health Service*. Continental Can Co.. 1&&, Chicago, tu.: W. C, MahtstedL Safety Eng.. Continental Baking Co.. Rye. N". Y,; L. R. Morrison Safety Mgr . A. C. F. tndustne*. lac.. New York City: 1 E. Nichols, Dir. Of Safely. Reynold* Metals Co.. Richmond, Va.: D. a patrician. Staff Administrator, Safety * Accident Prevention. Radio Corp. of America. Camden, N. J. (1961 NSC Transaction*. Vol. IS) The Safety Engineer's ReeponeibiUty isilh Management m (A* Per Reaching itylfti ol incrttteing H'orlrmc*'* Cewpwuidies Sen*fiti, by Albert L. Anthony. Sarrtm RepreMntaure. Loss PrerenUoo Dept., Libert*' Mutual Insurance Co., East Orwngx, N. J. il$S# NSC Transaction*. VoL 2l leeivee Society of Safety Engineei Annual Meeting, Standards of Concern to the Safety Engineer, by Arthur S- Johnson. Vic? ^----------------- *------- **urual jj-*--*-- NSC Awrve* Society of Safety Mngineeis: An nual Meeting. What U Abend for ESartaoefmg. by John T- ftettaliat*. Pia*., Illinois Institute of Technology. Chicago. UL U9L* SBC Transaction*. VoLIS) Safety J* Basie Human Relation*, b> C G. Rousch. Mgr.. Wcatingbouso EloctrU Corp.. g`'1-- City. Mo . Vic*-praa. Nation*. Socieur of Profemioaal Engineer*. (UGC NSC Transactions. VoL IS) Are Tour Effertt Effective* IA Syapomtu Au We Want a Better Job, by H. K. leal Safety Consultant, Falser AJuaainum an-; Chemical Corp. Oakland. Calif. 11964 NSC Transaction*. VoL 12) Trwininy for Induetnai Accident pretea(ton. By Walter A. Cutter and J. Dukr EJkow, (Center for Safety Eduiadiaa. Dtv. eioa of GeneraJ Education Nr* Turk L'bj veraity. In co-operation with The Amonca^ Museum of Safety. New Tork. UB2). A Safety Job--or Job Safetyt tor John i Safely News. Msy 150) W'orfciKO *n IA* Shadotce, bjr rh.i-iM M. Brooks Director of Industrial Relations, Tb>- The Men Who WtU rolMnc Vi. by WlUUn; D Kenner, Safety Superrtsor. Sebsnag Carp Wlaomdaid. N J t National Safety News February. 190*1 Let'e Sot Sell The Safety Engineering Proftenon Short, by H. E Packard. Re- Ronal Safety OfOoar. Dalis* Regional Office. >it Office Department iNationai Safety News. October, 1962) IVAof ft A Sefety Engineer? by J. Rotoon McCullough. Supt. of Safety. Hunting Park Plant. Sudd Company, PhUadalphla. Pa. (National Safety News February, 1565) Industrial Sub/ectt Sessions Safety Engin, g Comet ct dot, by T. It Leitabester, Sai../ Director. Todd Shipyards Corporation. (Supervision. January. ISM) Pedteolion Pine . . . What Plant Manager Septett of a Safety Engineer, by Lincoln B. Crosby. Director of Manufacturing. Eastern Operation*, for ths Plastic* Division, Mon santo Chemical Company, Springfield. Mass. i.YstiomU Safety News, September, 1359) Toward the Projettlon of Safety Program .Management, by Walter A. Cutter. Director, i.-inter for Safety education. New Tork L'mventty, and Thomas H. Wllkenson. Direc tor of Safely, Department of the Army. National Safety News, October. 1969) Our Society Must Prepare Today for Tomer<v% by C, Rusted De Reamer Safety Manidtr, International Business Machines, (Na tional Safety News, May 19*0) Safety Cermet of Age, by John B. Dunne, tsjistant Sales Manager. Bomgardner ManuCaeturmj^Co. (National Safety News, Febru- Today't Safety Engineer . . in Induttry, gumneet and Gocemment. by E Peter Mar- ai Chairman. American Society of Safety engineers. Special Committee on Membership service*. (National Safety News, August. SPFU Can Safety Stand on ftt Own PeetT by H W Heinrich. Superintendent of the Lr.gtacenng and Loss Control Division. .............rs Insurance Co----------- - National Safety PnanpUt of Accident Prevention and Con- (National Safety News. November, 1556) Canon* of Sthiee for Sngmeert, prepared by Engineer*' Council lor Professional De velopment and adopted by Lbs Executive Committee, American Society of Salety Engin1'*TM. 'National Safety News, August. 195?) Management Safety Policies, Published by the National Safety Council. tNational Safety N<ws. November, IMS,* The Safety Engineer in Indiutry: A Surity, by Society for the Advancement of Managemenu ?4 Fifth Avsaue. New York U. N T. (Management Review, August, 1355) Preparing Tonusrrow'i Engtneere and Sefety Specialist*, by H. H- Fawoett, Reaearcn Laboratory, General Electric Co,. Schenec tady. N. T. (National Safety Council, Library, October. 1956) The Place of Safety Engineering in Induetry, by C. H. Weiser. President, American j.-*riety of Safety Engtr-----Council, Library. Jam Transactions. Vol. 24> The Safety EngintePt Relationship With Management in industry, by E, c. McFadden Vice-President, Texas Employer* Inxur- tf)Ml it IVronp with Safety Engineerst by A B Pettit. Supervisor. Industrial Health ,-i-n-d- Safety. The David(sVo-ntlnCnhseImtitc-af-lfwCorI'pnourna-- THE KINTZ AND BROWNE FIRE AND STATIC ELECTRICITY DEMONSTRATION By U It KINTZ. District Supvr., Health fit Safety, District G, Bureau of Mines, U, S. Dvpc. at ths Interior. Dallas, Tex. H, F. BXOWNE. Supervisory Safety Eng., District G, Bureau of Mines, U. S. Dept. a5 the laterioc. Dallas, Tex. ' * ynaaaacii* whidi are designated . ivni lgaiter'' deal primarily with the `a) fire and expiedion, cause and pre-''.*30, b) the comrui of flammable and toxic (cj the haurds of itatie electricity, (d) safety hasards in electrical equipT.CT1L One of the highlights of the presentations is a demonstration entitled the "Magic of Fire," which has been enthusiastically re ceived by large audiences in Canada, U.S.A. and Mexico. All of the undemoted lecture demonstra tion* are authoritative, lively, informative ,md enjoyable `ciemific shows utilizing it unique combination of specially designed equipment and lecture demonstrations. The general technique ot presentation is to de scribe an occurrence, a theory, or operating procedure and then hy use of specially designed equipment, to reproduce the occur rence or apply the theory and show the results. The 'first demonstration deals with the chemistry of fire and dust explosions, the fire triangle (fuel, heat and oxygen), ex plosions due to pressures, the extinguish ment of fire by removing individually, fuel. !V<5I Xotionai Safely Congress oxygen and the heat legs of the fire tri angle. 1'hc strengths, limitations of various types of fire fighting equipment are shown and techniques of use are demonstrated. The lecture turther deals will) the special and hazardous characteristics of light hydrocarbons including natural gas and gasoline. Factors which act to convert an explosion into a detonation are demon strated. The special effects of different concentrations of gases and oxygen on flammable limits and explosive pressures are seen as t$ the migration of gases ac cording to specific gravity. Ignition temper atures and various methods of developing these ignition temperatures are demon strated, as are dust explosions and the factors affecting them. Special methods of control of fire and explosion in industry, and in the home are demonstrated at length. Particular attention is given to discussion of individual and local problems. The next lecture demonstration deals with the flammability, toxicity and explosive (units of gases encountered in industry*. Ex amination is made of the composition and qualities of normal air and the special effects of the differing specific gravity of gases as well as detailed consideration of ilie special qualities of oxygen, nitrogen, carbon dioxide, methane, propane, butane, gasoline, carbon monoxide, hydrogen sul phide. sulphur dioxide and mercury. Diffu sion ui gases is demonstrated and respira tory equipment and its choice is discussed and the affect of gas concentrations on living organisms is shown. Permissible limits and the meaning of permissible limits are described and demonstrated. The next lecture demonstration explains and shows the nature of static electricity, its various manifestations are dramatically presented and specific hazardous occur rences are discussed in detail and repro- duced m miniature. Means of control of static electricity and means of preventing serious effects are demonstrated and dis cussed. It is shown that static electricity cannot ignite flammable materials unless three conditions exist simultaneously. Means in preventing fire and explosion from static causes are derived in demonstration from this observation. The effects of discharges of static elec tricity in operations involving such common place substances as gasoline, anaesthetics, natural gas, paint, varnish and commercial alcohol are demonstrated in memorable f.ishion. The final lecture demonstration is of special interest to persons who are con cerned primarily with electrical problems m areas in which explosive vapours and gases may oe containments and particularly in conduits, ducts, and underground struc tures. It is also of wide interest to many laymen, industrial managers, architects, con tractors, supervisors, and workmen. The need for maintenance of explosion proof and permissible electrical equipment is ex plained and demonstrated. Special devices are used to demonstrate the behavior of flammable gases in conduits, and enclosures. The provisions of the Electrical Code dealing with these matters are discussed, explained and demonstrated. Flame and explosions arc generated and propagated by equipment which permits observation, and study of the phenomena. Comprehensive demonstration is made of the differing performances of various types of equipment in explosive and flammable atmospheres. This series of lectures provides an un usual training opportunity for accident pre vention personnel, supervisory* staffs, safety committees in industry, teachers, training personnel, fire department workers, hospital workers, civil defense participants and others. 86 fndttsirtol Subjects Sessions BETTER DRIVING FOR THE WHOLE FAMILY By WILLIAM F. SABOTA Safety Advisor, Humble Oil ft Refining Co., Linden, N. J. Traffic accidents are the number one wiuse of accidental death and injury in the nation today. Bayway Refinery also learned that their principal problem in the area of off-the-job safety Inst year was traffic ac cidents. This is the story of the action taken and the results achieved by Bay-way Refinery in reducing oit-ihe-job lost-tune traffic accidents. My talk is taken from our publication prepared as a guide to other oreznizations wtdiing to implement a similar program. For many years Bayway Refinery has sus tained a comprehensive and progressive iiety program. They attacked the problem mi off-the-job k>t*time accidents because of tlicir conviction that employees should "Be Safe Around tiie Clock" and that an offthe-job program contributes toward reducing m-ptant injuries. The success of the program was primarily Attributed to the enthusiastic employee par ticipation in the ott-ihe*job safety activities. N>me measure of its success was indicated by the fact that of the 1200 employees and members of their families who enrolled for the course, only 2*T per cent failed to at tend alt four sessions. The reductions in off-the-job traffic accidents, as a result of this program, indicate that it was very worth-white During the past five years. Bayway made considerable progress in reducing off-the-job lost-time accidents. The year 19S6 repre'ented the first year that action was taken to bring off-the-job disabling injuries under control. It was found that 20 off-the-job disabling injuries were taking place for ev ery plant disabling injury. Our accidents w'ere reduced from 263 in 1956 to 63 In 1958. In 1959 we reduced the total number of accidents by four from the preceding year. The problem was found to be that while the total off-the-job disabling injuries were reduced, no progress was made in the area of traffic accidents. Accounting for 18 per cent of our off-tiic-job accidents in 1956, traffic accidents steadily increased to 34 per cent in I9S9. As significant was the increase in days lost to 54 per cent of the total due to off-the-job trank Accidents in 1959 These increases offset reduction* in other areas, such as home and recreation accidents. Program Development STEP !: Bayway Safety Division devel oped a defensive driving program based on needs, with the cooperation of the Esso Safety Foundation. STEP 2: Defensive driving program was presented to Bayway Central Safety Com mittee for approval. STEP 3: The cooperation of outside agen cies was obtained to participate in the course, such as the New Jcrtcv Division of Motor Vehicles and Division of State Police and the New Jersey Safety Council. STEP 4- \ pilot course was presented to a sample group to develop the final pro gram format before it was offered to all Bayway employees and their families. A letter from the Manager of Bayway Refinery accompanied by this flier was sent tn employees* homes announcing the pro gram. A second letter from the manager of Bayway Refinery* was sent to employees' home* accompanied by an information sheet and a kit of promotional materials, a* follow*: Information and Instruction Sheet tfho is eligiblef--All Bayway employees and members of their immediate families who drive. The initial program will be pre sented to the first 600 who register. At tendance tickets will be sent out for this program. Place--Auditorium, Bayway Office Build ing. Time--7*30 p.m. to 9:30 pm.--t sessions, 2 hours each. Dinner--Starting at 6 p.m.f a free dinner will he served in the Bayway Cafeteria to everyone attending the program. Da/cr--Tuesdays or Thursdays through May. This program will continue in future 87 i96i National Safety Congress months until everyone who registered has scheduling guest instructors, resource pc* a chance to tnke part. pic, visual aids and physical facilities. In Registration and award cord--Enclosed is a return address registration and award se lection card. Please print your name, address and employee number. Check the box indi addition, each session required the following Staff assignments: 1 One attendant at cafeteria door--punch ticket stub of persons enrolled in course . cating that you will or will not attend. If you (the employee) plan to attend, look over the enclosed list of Employee Awards and mark the number of your selection in fhc box after vattr name on the card. To register members of your family who drive, print their names on the bottom of the card in the spaces provided. If you register fam ily members, have them look over the en closed list of Family Awards and mark the number of their selection in the box after heir name on the card. If you (the em dinner guests of management. 3. One attendant at cudiVorium door--col lect tickets for attendance records. _ 3. One guide at ground floor elevators-- direct people to the auditorium. Assist Mo tor Vehicle Inspectors during psycho-physical testing in cafeteria. 4. One guide at first floor elevators--time duties as item 3 above. 5. Two miVro^Aone handlers -- assist in stopping distance demonstration. Assist Mo ployee) cannot attend, you may still register tor Vehicle Inspectors during psycho-physical members of your family w-ho drive. testing in cafeteria. Usher. Handle traveling If you prefer either Tuesday or Thursday sessions, please indicate your choice at the bottom of the card. microphones during regular sessions. Instructors included Dr. Herbert J. Suck. Department of Safety Education, New York Driving skill rodeo prizes--.K total of $350 will be awarded to the three best men and women drivers of the Rodeo. Both em ployee* and non-employees who attend all four sessions will be eligible for selection to compete in the Rodeo. The top 15 men and 15 women selected for the Rodeo will com pete for the cash prizes. Women Drivers Slen Drivers $100 50 25 First Prize Second Prize Third Prise $100 50 23 University; Consultant, Esso Safety Foun dation: Dr. Arthur Mahony, Education Su pervisor, Fair Lawn Public Schools System: Dr. Nathaniel O, Schneider. Director, School and College Division, New Jersey Sute Safety Council; Richard Tossell, Assistant Director, Esso Safety Foundation. Cooperating agency representatives ineluded George Traver, Executive Vice Pres ident, New Jersey State Safety Council; Capt Daniel Dum, New Jersey State Safetj Council; Gerald J. Driscoll, Chief, Burrau Traffic Safety, New Jersey Division of Mo tor Vehicle*; William J. Ford, Budd Krayer, Employee and family atoards--Employees and family members who attend all four sessions Will be eligible to receive the award they selected from the two enclosed lists. Certificates--Defensive Driving Certificates will be awarded to everyone who attends all four sessions. Defensive Driving Pens will be given to all who attend. and Richard Steam of the New Jersey Di vision of Motor Vehicles; Enjley Bennett, Traffic Engineer, New Jersey Division of Motor Vehicles; CoL Joseph D. Rutter. Superintendent, New Jersey Division of State Police; Lt Peter Haosch. New Jem> Division of State Police, and Lt Raymond Moekridge, New Jersey Divisicm of Motor Vehicle*. DON'T DELAY-REGISTER TODAY Instructional Planning Program Coordination Behind every smoothly run program is a hard-working staff with specific assignments. The coordinator for the course was William F. fvitvua, Bayw.-iy Refinery Safety Divi-iou, who wjj responsible for all arrange ments, This included publicity, enrollment. Planning for the instructional program in off-the-job traffic safety was Eased ea the purposes of driver education and oq other practical objectives of the learning group, in determining details, instructor* consid ered the needs and interests of the employes and their families and utilized every good resource available. Industrial Subjects Sessions The limitation of eight hours for the ,V ytitling tpcctalists and resource fa course required careful planning and judi wns (representatives from the State of New cious use of time. The participants attend Jersey Division of Motor Vehicles, Division ing the Bavway course represented a ividr nr State Police, and Slate Safety Council) range of driving experience, age and income. hacked up thr imtnwior at each session by Many family groups of two to iiu member* .answering question* raised hy individuals in enrolled in each ciafs of nearly 500 people. iltc audience. The students also wrote their Inasmuch as the individuals in thee group* questions on the curds which were presided ,vere at variou* levels of learning readiness ,ind collected at the end of the session. Ques I and driving experience, the course had in tions not answered became the basis for the ' be structured to meet the more common panel discussion during the final session. - needs represented The following instruc- The panel members were representative, j portal objectives were established: however, from each of the cooperating state agencies. die development of specific learning experi State Motor ''chicle Division Inspectors also ences was the responsibility of the qualified participated hy administering ihe psycho instructor working with the participants: physical tests and scoring participants in the t. Develop the concept of "anticipation'' Driving Skill Roadco. Their participation , and "early recognition" of hazardous traffic gave the program an "official" atmosphere 1 conditions. and improved the participants* understand { 2, Develop the concept of "personal re- ing of the objective* oi each of these j -ponsibility" for preventing accidents. agencies. 3. Develop criteria by which participants 4. Stopping distance demonstration--a se an measure their own driving practices and ries of dramatic slopping trials were run habits. over a roped-off area of asphalt povement i 4. Develop the relationship between traffic violations and the consequences of accidents. at the refiner)' parking lot. Two cars of the exact model and weght were matched against each other--one equipped with ` 5. Review effective evasive steps to avoid Atlas Barron tires, the others were factory- collisions and near misses, equipped tires. The measured braking dis 6. Personally involve the individual through tances of the two vehicles at 40 mph on "participation" in tearing experiences related both dry and wet pavement impressed the to course objectives. audience with the fact that even with Methods of Instruction Little attempt was made to standardize methods closely, since they may vary accord ing to student needs, size of group, type of 'earning experience, teacher abilities, avail able facilities, and other local conditions. The methods selected for the Bayway course ;>'jced learning experience in meaningful realistic settings which were familiar to Bucron's added margin of safety--You Can't Stop on a Dime! Volunteers from the audi ence were invited to drive the vehicle* at 20 mph and make emergency stops. No attempt has been made to present a detailed course of study in this manual. The following outline and sequence was developed aS a guide in organizing instructor presen tations to achieve the course objectives. -.`-c participants. The instructors used the knowing teaching methods and techniques: t. Class discussion was an important means :or determining the more common problems -id involving a large number of people Outline of Coarse A.--First Session: 1. Informal greeting to group by top man agement hrough participation. Z Group orientation-purpose of the course 2. Instructors' presentations provided es sential background Information and prepared students for planned learning experiences. Lectures were discouraged. Instructors skill and seriousness of the traffic accidents with particular emphasis on local problems; in troduction of guests and instructor by co ordinator. fully organized their presentation* using a variety of audio-visual materials and dem,lustrations suitable for large audiences to 3: Audience interviews to familiarize au dience with discussion technique and use of microphones, by instructor, "mike" handier*, .-reate and maintain a high level of interest. and audience volunteers, 1901 National Softly Congress 4, Discussion un basic causes of traffic accidents and meaning of "defensive driv ing," namely, avoiding mistakes of others by anticipation and early recognition, using transparencies. 5, "Seven-tenths of a Second"--strip film with tape recording. 6 Development of proper seeing habits u<ing transparencies and trapezoidal window demonstration. 7, "Smith Svstcm" a motion picture for developing driver alertness. 8. Discussion of film and question and answer period, conducted by instructor, au dience, State Motor Vehicle and Police rep resentatives. 9, "And Then There Were Four," a mo tion picture. (Note: Interest can be stimu lated by not revealing the ending of the film until the next session) 10. Summary and assignment (You and Your Prising booklet) by coordinator. B, Second Session: Prior to this session, the group met for a demonstration of stopping distances by the New Jersey Safety Council. 1, Summary of previous session and in troduction of guests Si instructor by coordi nator. 2 Demonstration of psycho-physical test ing and significance of tests by audience vol unteers, using transparencies. 3. Tell Them the Truth--the alcohol story showing physiological function--no warning s.ignt at time drinking becomes dangerous, using transparencies. 4. "And Then There Were Four" (if not completed prior session)--motion picture. 5. Discussion of film. 6. "To See Oursches," a motion picture 7. Discussion of film. 8. What Makes U Tick, by Dr Arthur Mahoney--discuss how emotions are related to attitude development and show how atti tudes influence our actions in practical situa tions--using transparencies. 9. Questions and answer period--instruc tor, audience, State Motor Vehicle and Po lice representative*. ID Summary and assignment (vehicle safety checks)--coordinator. t.\ Third Session For JO minutes previous to this and Uie fourth sessions, four sets of psycho-physical testing apparatus were operated by Motor Vehicle Division License Examiners and as sistants. 1. Summary of previous session and in troduction of guests and instructor--coordi nator. 2. "Freeway Driving Is Different," a mo tion picture, 3. Discussion of film to emphasize im portant differences. 4. Discuss sate driving practices and spe cific steps in meeting the more common driving emergencies; show- transparencies. 5. Improving perception in driving--dis cussion illustrated with color slides to pro vide practice in "early recognition" and "an ticipation" principles, using color slides. 6. Question and answer period, conducted by instructor, audience. State Motor Vehicle and Police representatives. 7. Summarization and assignment (pre pare and mail in questions on "what I w-nnt to know" for panel discussion) . D. Fourth Session: l. Things I Would Like to Know--question and answer discussion around questions submitted on cards prior to or during the session, conducted by a panel: State Motor Vehicle Division, Police, Safety Council and Course Instructor. (Transparencies were utilized for illustration.) 2 Summarization of course by me instructor. 3. Objective Driver KnowledgeTest (20 minutes). 4. "You and Your Driving," a motion picture. 3, Discussion of film. 6. Closing remarks by coordinator and management. Instructional Materials There are many audio-visual resources In driver education to aid the instructors to more fully motivate learning among his stu dents. The following aid* were used at Bay way for the purpose of illustration, stimulat ing discussion, and for holding the students* attention and interest: 60 \ ) jj j j " .J [3 fl H g Industrial Subjects Sessions a. Motion pictures especially related to the eourse content 1. "Smith System"--9 min. D&W, 16 mm sound--Training film on proper habit* of seeing--Ford Motor Company. 2 "And Then There Were Four" -- 23 min. B&W, 16 mm sound--Inspirational film showing faulty attitudes--Soeony Mobil Oil Company. 3. "To Sec Ourselves"--15 min. color 16 mm sound--Provocative film on personality factors.--Aetna Casualty and Surety Com pany. 4. "Freeway Driving Is Different"--13 min. color 16 mm sound--Training film show ing how to drive on freeways.--American Automobile Association. 5. "You and Your Driving" --14 min. color 16 mm sound--Defensive driving film with a refreshing "positive" approach.--Esso Safety Foundation. b Transparencies used with overhead rrvjector. Large enough to be easily seen : the rear of the auditorium Utilized like blackboard. Allows instructor to face his *- hence. Stimulates greater degree of stuirt: participation. I "Driver Safety Education," 7" visual `rsming transparencies suitable for 7" or \`C ..verhead projector. Shows specific *ra.TiC conditions.--Porto-Clinic Instruments. Inc. -- Transparencies may be made up to 'u: the needs of the instructor. e. Slides end strip film were specifically rotated to course content. A syncronized -lund recording also was used with a strip film. 1. "Seven-tenths of a Second"--4 min. 33 mm color strip film with tape-recorded nar ration and muic. Shows the effects of a collision in tenth-second detail.--Bell Tele phone System. 2. Perception slides--taken with a 35 mm camera in color, showing local traffic situa tions. Individual scenes were flashed on the screen for 3 seconds to improve "early recognition" of traffic hazards and to stimu late discussion.--Center for Safety Educa tion, New York University. 3. Seeing iiabtts--35 mm B&W slides taken from "Observation Perception."--E. I. duPont De Nemours 4: Co. d. Fsycho'Physical testing device -- each student was afforded the opportunity of be ing tested on a Porto-Clinic by a uniformed motor vehicle inspector on the following; visual acuity, depth perception, color vision, peripheral vision and stopping reflex. Each of the items were demonstrated and related to safe driving practices during a regular session.--Porto Clinic JnMrumcnts, Inc. e. Reading material -- the Esso Safety Foundation You and Your Driving boM''** and tests and the New Jersey Department of Law and Public Safety Driver's Manual were the basic reading materials. Other ap propriate reading materials from various 'urces were distributed at each session. f. Trapezoidal uindou- demonstration -- particularly effective demonstration to show how vve do develop seeing habits that can produce errors in the interpretation of what we see on the road. (Note' The materials used in the Bayway course are only representative of the tuanv fine educational aids available m the field. Consult your state safety council or other traffic safely agency in your jtate for as sistance in obtaining these aids.) Driving Skill Roadeo Eligibility of contestants in the men's and women's divisions was based on attendance at all four sessions of the Defensive Driving course and placement among the top 15 scores of the Driving Knowledge Test ad ministered at the end of the course. Dr. Nathaniel Schneider. New Jersey State Safety Councit, assisted by eight New Jersey State Motor Vehicle Inspectors, conducted the contest The score sheet for the Driving Skill Con test was based on New Jersey State Teen age Road-e-o. Program Evaluation Approximately 1200 employees and mem bers of their families who drive attended the Defensive Driving Program. Nearly 23 per cent of our employees were in this group. Those employees who did not attend were made aware of the course objectives by favorable newspaper coverage published by the'refinery and local communities. The reactions of employees and relatives participating have been gratifying. On a course evaluation questionnaire completed at the end of the last session, 99 per cent of 91 !9*>i Xniunta/ Softly Longress the participants rated the program "excel lent" or "good" on its educational value and helpfulness. More than 85 per cent of those who attended voluntarily took the Driver Knowledge Test at the end of the course. Scores on the SO questions based on course material averaged 82.S. This in dicated the participants learned their les ions well. The benefits derived from this program were not limited to the area of improved traffic accident performance. Bavway is now experiencing its lowest off-the-|ob and on- the-job disabling injury frequency rates ever recorded. These results support the belief of Bayivav management that the course not only contributed toward making our em ployees safer drivers but also made safer workers. Many other benefits were derived from the program which cannot be converted into frequency rates. The program added to the prestige of Esso m the community and im pressed upon all employees and their fami lies that management was sincere about re ducing accidents. The program contributed toward improving employee relations by pro viding representatives of management and their families an opportunity to meet on an equal and continuing basis with wage and salary employees and members of their fam ilies It also strengthened management and union relations by their working together in promote the program. In addition, it reinforced the relationship between Esso and the state agencies that participated, such as the New jersey Divi- 'ion oi State Police, New jersey Division of Motor Vehicle* and the New Jersey State Safety Council. One of the primary justifications for this program is the reduction in off-the-job ac cident costs at a result of a decrease in traffic accidents. It is anticipated that the saving* represented hy the reduction of traf fic injuries will pay for the Defensive Driving Program in one year. Like any good investment, additional dividends are expected in the future. Recommendations for Future Sessions 1. Continue the four, two-hour sessions, m.iMiutrh a* a lar;;e per rent of the partici pants reported that the length oi the course was fust right. 2. The course should be conducted during the spring, summer or early fall months due to the longer daylight hours and warmer weather for outdoor demonstrations, namely the stopping distance demonstration. 3, Early planning is essential with regard to obtaining speakers, resource persons, state agency cooperation, facilities and audio visual aids. -4 Instructors should utilize practical ex amples familiar to the audience along with as many visual aids as feasible. Straight lectures should be discouraged. $. Discussions around specific points with decisions (voting) or conclusions drawn is highly desirable. However, questions or com ments from the audience of a "gripe" na ture and personal experiences not of general interest or directly related to the discussion tend to' waste time and add little to the "learning" process. 6. Written questions from the audience hould be encouraged bemuse they contrib ute to the sense of "individual participation." Cards for questions can be given to the par ticipants as they arrive. A specific time hould be allowed for answering these ques tions during each session. 7. Perhaps the most important recom mendation is that only highly qualified and interesting speakers participate as instruc tors and panelists- ft is essential that each `ession be made as interesting as possible in order to continue a high level of at tendance. 3. In the Driving Skill Contest a car should be located at each of the test areas. This expedites the completion of the testing, thereby improving the efficiency of conduct ing the contest. 9. It is suggested that incentive awards be continued, as they were effective in notiv siting attendance. (.VOTE: Copies of the course tnatutai may be obtained by writing to Safety De partment, Esso Standard Division of Hum ble Oil and Refining C6., Bayway Refinery, P.O Bov 222. Linden. .V. JJ 92 Industrial Subjects Sessions GETTING PEOPLE TO UNDERSTAND LAW ENFORCEMENT By FRANKLIN M. KREML Dir., Transportation Center at Northwestern University. Evanston. III. E am glad that the title oi this talk asks lor "understanding" instead of "liking." None of m really likes enforcement, es pecially if it is applied to us; but wc all nope for acceptance of ami Mippf.rt for en- -pring, iu part, from our heritage oi free dom; some come from widely held beliefs that are erroneous or from a lack of re- -pcct for the law and its officers. Let us look at these latter two for a moment. reement. One ot the most common public miscon f-moreemem is. conr-e, ait e-senim! Sement of traffic *afety--even as It is an i-Acntial clement in industrial safety or t that matter, in virtually every aspect options lies in the statement, "t have a r';j/i/ to drivel" f'coplc think that what they have i -a licensed privilege and thS* C'incept may be um late m correct j life, from the maintenance *i an or- \noilier misconception is that "the use yanked, effective military arm to the rear ing of children. In bringing up children or maintaining an army we speak ot enforce ment as supervision <*r discipline, but it *! radar, unmarked cars, concealed officers, esc. is `unfair,' 'un-American,' and amounts to a speedtrap." Now the difference between the clearh illegal practice ot entrapment ' is still enforcement. , nd devices such a*- those ;u>t mentioned, Xaturallv, the more self-disctpltnc wc lave, the les< need there is to impose en forcement. If people generally cm be made which are commonly called "traps," is ihe difference between ilic securing of evidence ..i the violation by reliable though perhaps m see Uus--ill this light--then wc will have -urrcptitious means on the *nc liand amt. ',>* a tong way in "getting people to un t<n the other, actions on the part of an of derstand enforcement." ficer which induce the commission of an In a word, enforcement is the discipline di.it is imposed when lack of self`discipline causes anyone to intrude upon nr violate jtfense uhich might not otherwise have b<vri committed, for the purpose of getting evi- ttence thereof. '.he rights of others. To rail of emorconem Hie ui.-unr <>i securing evidence are un- under such riiviimr;tnr*, is tr, unite an important so tong of the devices are accu archy. rate and the office-* honest. A change of This would be the end of my speech jf method will nut insure honesty. It would, | wc were interested only in the philosophy *( course, bv extremely desirable to have f of enforcement: but tt isn't quite this sim- i. tar-ranging, all-seeing patrol to insure j pie in life and practice because public at- the proper enforcement of laws, but this j titudes and misunderstandings create many i* completely unfeasible from the standj difficulties. We are still quite immature, a* |<tm of municipal and `tat* finance. ! ;> people, in our attitude* toward the en- We hear, too. that ``policemen enjoy catch j forcement of our own law*. Some people ing erring mmoriMS." This may be true f ire truculent in their reen(mciit of enforce- trt a few isolated rases, but ne of the J ment action, and with such people officer* problems in most traffic departments today 1 sometimes have difficulty in making even is the difficulty of getting officers to en j routine arrests. force traffic lawn with sufficient vigor. j There are many attempt* to evade or These three misconception* -- along with | beat the law. varying from the childish others--lead to a fourth--an attitude which j erasure of chalk marks on the tire uf an icts tfic taw enforcement officer apart from j - verparked vehicle to the destructive device the rv*t hi v<nriy This L dangerous, for a of having a child riding in the rear se.it the policeman must become a respected mem J of a vehicle "look out for die cop*." These ber uf the community. We cannot over X unfortunate attitudes -- this immaturity -- come misconceptions about enforcement if 93 1&61 National Safety Cmtgrcss we do not have respect for the law and its officer*, There is some real basis, in m> view, for the lack of respect tor die law and its officers. Traffic law enforcement has not always been tarried through with that in tegrity* reasonableness, and intelligence which the public has a nnht to expect. Let us look at each of these. Integrity. The '`fixing" of cases by police officer*. prosecutors, clerks and judges, while greatly reduced over what it was a decade ago, it still widespread. The effect of this upon the confidence of the public is in calculable and positively dangerous--particu larly among our younger citizens. This is a serious weakness m the moral fabric of our society, reflecting a tack of both dcvotiun ami courage on the part of the offi cers and a cynicism on the part of the public which has lost its capacity for righttans indignation wherever these conditions 4 re tolerated. Reasonableness. The use of radar to en force speed laws to within two or three mites of the limit; traffic violation bureau fine schedules and the crowded courts which deny a hearing; the fixed limits in chemi cal testing for intoxication; and the "point system'* for drivers' license revocation, while apparently "business-like and efficient" are substituting artificial standardization for judgment and reason and courage in law enforcement. This mechanization and effi ciency are very handy ior the politician, but the public has a deep sense of the un reasonableness of it all. Intelligence. The aim of selective enforce* went Is to produce the safest possible con- ditton with the available resources. It is based upon accident investigation and good words--by tune, place and type of viola tion. The public will understand and sup port such enforcement; but it is still not being done m even a majority of our cities and states; it requires the trainmg of top people, both staff and line. When the public knows that enforcement action truly reflects accident experience, then understanding and acceptance will follow. What does all this add up tor We have seen that we must have enforcement; we cannot have enforcement without public un derstanding and support; the public will not upport unless the enforcement is honest, reasonable and intelligent; and for such enforcement we need highly trained, well motivated, adequately supervised police, from top to bottom, to carry on a well-orgaruzed program which, in turn, U supported by an effective court program. The initiative to achieve all this can come either irom the official (court and/or po lice) or civic side (safety council, chamber of commerce), but initiative must be taken in the developmoit of enforcement that meets these criteria. Once the enforcement program has begun, then all of the citizenry must be informed by rvvry means azadabte, from the police officer writing a selective enforcement ticket, (o the statements of the judge to the de fendants, to the use of TV programs. This will be easier to do as the inevitable re sults of an effective traffic law enforcement program evidence themselves in a reduced accident experience; for in this, as in al most all human endeavors, nothing succeeds like success. 94 OFFICERS OF THE INDUSTRIAL CONFERENCE NATIONAL SAFETY COUNCIL 1961-62 Hee-President for Industry and Chairman--Ko\ l1. Hamiltuv, Supi .f S.nety, Si. Loui*. S.in Francisco Railway Co,, St. Lout*, Mo, Chairman Sections--Ct-vne P, ScHtum* tChairiiuiii-BleeiJ. Accident J`revemm .M,;r., Employers Mutuals of Wausau, Wausau. Wis. I 'ice Chairmen--Si'<ti<mt--G. L. Gomeix, Mgr., Safety & Fire Protection, Monsanto Chemical Co, St Louis, Mo.; M. F. Biancawu. Mgr, Safety Services Dept.. AllisClialmer* Manufacturing Co., Milwaukee, Wis.; M. C. M. Pou-axb, Dir. of Safety, Naiicm.il Gypsum Co-, Buffalo, X. V.; I. F. LcGou, Safety Dir., Portland Cement Asm., Chicago. III. Chairman Committees--J. S. Qceenek. Mgr.. Safety & hire I'rirtection lliv,, h. 1, >ln lh.ni 4e N'etnours and Co, Inc.. Wilmington, 1>J, Pice Chairmen--Committees--il. H. At.nirAt*, Safety Mgr., Merck & tInc., khw>. N. J.; T. A. Kr.vKi.ovv, Dir. of Safely, Deere ami Ca, Moline, III. Secretary--Kov G. Benson, Mgr,, Industrial Dept., National Safety Council, Chicago, 111 COMMITTEE CHAIRMEN ludi't pituai Aids--R. N'. PaHCH, Satetv Consultant, American Ga.< A*n., New York, N. Y- I\mgresJ Program--Vi. M- Kleinmaxx, Safely Dir., lohnvwt & Johnson. Chicago, ill. Contests and Awards--J, Lix>vt>, Safety Dir.. Jersey Central Un, Jersey Ciiy, N, I. I.reeuttfe--Kov I*. Hamilton Industrial Safety Training--E, S. Hannafoho, Safety Engr,, Long Lines Dept., American Telephone 8c Telegraph Co., New York, N- Y, Mechanical Safeguarding--K. 5. Hikw, Safety IHr, General Motors Corp,, Detroit, Mich .Vumma/i'itg--AV, E. MuNtoomexv. Safety Dir.. Quebec Asbc.-Mr* Mining Assn., Monireal, Quebec, Canada Xuclear Energy--D, F. HaVEA, Chief. Safety and Fire Protection Branch, C. S. Atomic Energy Commission, Washington, L). C. Ofi-The-Jab Safety--T. J. Bexk, Safety Consultant, Safety and Occupational Health Bureau, Metropolitan Life Insurance Ca, New York, N. Y. Research Projects--S. F. Sresc*, Dir., Safety and Loss Prevention, American t'yanamid Co. New York, N. Y. Smalt Business and Associations-- F. Laucrem, Dir. of Safety. Nationwide Insurance, Columbus, Ohio * Standards--\\\ Butftis, Phillips Petroleum Co-. Bartlesville. Olda. Technical Publications--C, Ruoiuck. Pittsburgh Plate Glass Ca, Pittsburgh. Pa, fc CONTENTS LABOR SESSIONS Occupational Health Hazards -- Environmental . Paul B. Toth Occupational Health Hazards -- Medical Aspects Herbert K. Abrams, M.D. 3 5 Some Observations on Occupational Dermatoses, .. Paul P. Boswell, MM. 12 The /ear's Progress in Labor Safety........................................... Lloyd D. Utter 16 Safety Is a Man Sire Job .............................. J. 6. Trainer 17 Safety Is Our Challenge ...................................George M. Harmon 22 Presentation of Labor Safety Awards...................... .. Lloyd D. Utter 25 How We Work On a Joint Basis. , ............................ , Jack Moye 2$ How We Work On a Joint Basis in Accident Prevention Programs, . ..............Thomas J. Cain, Jr. 29 How We Work with Labor Unions in Oregon................. W7m. A. Callahan 30 Other Practical Approaches for Working Together in Safety.................................................Mrs. Pauteen J. Field 34 Officers of the Labor Conference, 1961-62................................................ . . 39 Other Volumes in 1961 National Safety Congress Transactions.......... .Back Cover i 2 { i.al<>*r Sairly OCCUPATIONAL HEALTH HAZARDS -- ENVIRONMENTAL By PAUL E. TOTH Eog.. Michigan Department of Health. Etoise, Mich. It has often tern said that anything taken iato the body in too large a quantity may be considered a poison. The problem then becomes one of de fining the limits or quantity ot substance a person can taken into his body with out producing deleterious effects on his health and well-being. For many of the dusts, gases, vapors, and fumes encoun tered in the environment oi our work rooms in industry, there are limits that are referred to as maximum allowable concentrations (MAC). These limits are based on an eight-hour day exposure and are nothing more than bench marks or guides which enable an industrial hy gienist to properly evaluate the extent of an exposure and to determine whether or not a potential health hazard is present. The list of maximum allowable concen trations can be obtained ircun the Ameri can Conference of Governmental industrial Hygienists. 1014 Broadwav, Cincinnati 2, Ohio, or if you have access lo the American industrial Hygiene A',Mtion Journal of August. 1961, you will find it there. When we say these values are bench marks, we mean that more factors are con sidered in evaluating an exposure than just the finding of a certain amount of con taminant in the air. Factors such as skin absorption, accumulative effect or sensitizing properties of the suspected material must also be considered for proper evaluation of the exposure. Now let us consider but a few of the many toxic materials one may be exposed to in different industrial en vironments. Ixad Lead, I'm sure, we are all familiar with, yet it is this familiarity that gets us into trouble with this metal, because we choose to forget the fact that it is an accumulative poison, The maximum allowable concentratioa for lead is 0.20 milligrams per cubic meter, and the little we take into our sys tem today that is m excess ot tins value s added on to the little we take in to morrow until the bo-'v can no longer safely hold the burden. Chronic lead poisoning will develop among employees exposed dur ing the course of their work to excessive levels of lead dust or fume Oinieat mani festations may appear as loss of appetite, nausea, vomiting, general sickness, tmtabiluv, dizziness, and hcailache. and unless ihe afflicted person has biological tests taken for lead absorption, the diagnosis may be missed completely until more severe symp toms develop. Taking appropriate action when blood lead levels indicate an absorption of 008 milli grams oi lead per 100 gtams at whole blood is essential for the prevention ot lead poisoning. Recommended action is to re move the emplovee from further exposure and to review the area of operation to make sure that all engineering controls and . .'tty precautions arc satisfactorily in use Obviously good engineering control is re quired to prevent the lead from being dis persed into the workroom, in addition, good personal hygiene is required to further re duce exposure. Finally, biolocicat tests, pref erably blood leads, are required to ascer tain any shortcomings m either of the first two control measures. Cadmium Cadmium metal, either ns a plating on parts or the solid metal itself, will volatilize when heated above 600*F to produce a toxic brownish-yellow cadmium oxide fume which has no pronounced odor or immedi ate effect but its inhalation mav induce after a few hours or much less depending upon the concentration of exposure a pain ful and sometimes fatal pneumonitis. The maximum allowable concentration of this material is listed a 0.1 milligrams of fume per cubic meter of air and only by means of a well-engineered exhaust system are we able to control any operation generating the fume to a value below this level. !9ol Xatioitai Safety Congress Hfylltunt ..for the hemoglobin of the blood, it would Beryllium metal is being used quiW ex I*be classified' with the simple asphyxiants tensively in the aviation and missile indus such as nitrogen and hydrogen. tries. Exposure to minute quantities of fume For some unknown and unfortunate rea or dust from this metal may also cause son, the hemoglobin's affinity for carbon in acute chemical pneumonitis. The maxi monoxide is approximately 300 times greater mum allowable concentration is 0.0G2 milli than its affinity for oxygen. Its chief mode grams per cubic meter of air and concen of action is to combine chemically with trations as low as 0035 milligrams per the hemoglobin and thereby deprive the body cubic meter for thirty (JO) minutes are of its respiratory' function. There is no hazardous. The toxicity of this metal can further change in the system. The carbon be attested to by the repons of noa-occu- monoxide remains thus combined until the pational illness caused at a result of air victim is removed from the contaminated pollution or home comatninaiion resulting atmosphere to fresh air where the chemical from dust carried home nn the employe's process is completely reversed; that is. the work clothes. hemoglobin gives off the carbon monoxide Recommended control procedures are to and takes on oxvgen. enclose beryllium machining and finishing There are no cumulative effects from car processes as much as possible and to venti bon monoxide for it ts not a cumulative late by means of a local exhaust sv.-tem, poison. The misconception expressed as Carlton Monoxide From the time man tirst encountered fire to the present, when the automobile con tributes gas to his environment, carbon monoxide has been with us as an insidious killer. You can suspect its presence whereever there is fire, but don't be fooled into believing that just because there is a lot of air present that carbon monoxide will not be formed. To illustrate this paint, take "chronic carbon monoxide poisoning'* is probably based on cases where there has been prolonged asphyxia which has damaged the brain too severely for complete recovery but not sufficiently enough to kill the victim. This same brain damage will result re gardless of what the circumstances are that caused a deficiency in the supply of oxygen to the brain cells. Plasties the burning of newspaper m excess air Polyurethane ioami ami epoxy resins are as an example. According to the experi mental work performed by Easton, the fol lowing analysis of the products of com finding wider use in numerous applications. The diisocyanates used in the production of the urethme foams are upper respiratory bustion was found. Carbon Dioxide.............................. 7.69c Carbon Monoxide _......... 6.29e Oxygen ............ ............................... 7.7`Tc Nitrogen.......................................... 77 6% Unsaturated Hydro-carbons........ 12% The maximum allowable concentration for irritants and extreme censuuers. Persons who have once become sensitized to these materials develop severe asthmatic attacks if they should again be exposed to extremely minute quantities of the material. Exposure to large initial concentrations will also re sult in an asthma-like syndrome. As a mle once a person has become sensitized, he can carbon monoxide is 100 parts per million; the concentration obtained by the burning of newspaper in excess air was 62,000 parts per million, enough to kill a man in less than five (3) minutes of exposure. Sources no longer work with or in the vicinity of this material. The best control measures for protection against exposure to the di isocyanates is to put in a well-engineered ventilation system before operations begin. of this gas are smoke from a coal fire. Hue gas from boilers and house heaters, gas from charcoal bmriers and from cokeburning salamanders, and whenever a flame impinges upon a cold surface--just to men tion a few. The amine hardeners used in the epoxy resin system are the principle cause of dermatological manifestations resulting from contact with these materials. \Yc have a great deal ot difficulty in trying to con* vince people of the importance of wear* Carbon monoxide is not a protoplasmic ing adequate protective equipment in order tissue poison. Were it not for its affinity to prevent skin contact with subsequent I I ! tsibor Safety sensitization. They are inclined to ignore the warnings because in many cases the skin reactions do not appear until several months after a person has started work ing with the resin. Once a reaction has developed, they must exercise even greater rare then required initially in order to pre vent a recurrence. High Energy Fuels The race for missile supremacy and the conquering of space has confronted us with increased problems of exposure to high ene-vy fuels and their decomposition prod ucts. .Among these are hydrazine and the boranes -- diborane, pentaboranc and decsborane. Hydrazine find* if use ns n propellant luel, cither alone or with other compounds uch as nitric acid, hydrogen peroxide or oxygen. It has a maximum allowable con centration of one (1) part per million, and in addition to the inhalation hazard, the material is absorbed through the skin- It is primarily a central nervous system stimulant causing excitement, convulsions and cyanosis. Diborane is a gas at room temperature and has a maximum allowable concentra tion of 0,1 part per million. Inhalation produces congestion, edema and hemorrhage in the lungs. Its toxicity is comparable to that of phosgene. Pentaborane is a volatile liquid with a tentative maximum allowable concentration of 0 003 part per million; however, it is recommended that the exposure be kept as near to zero as is possible since no medi cal preventive or therapeutic agent has yet been developed for this compound. Dec*borune is a solid having a tentative maximum allowable concentration of 0.U5 part per million. Both decaborane and pentaborane attack the central nervous sys tem Protection is best afforded by the use of air-supplied respirators or cartridge-type respirators that are specifically designed and designated for protection against these com pounds. In concluding this brief discussion, may I point out to you that the services of ;. our local, state, and federal health agen cies arc always available to you. Should >u desire information ><n the potential health hazard associated with any material or process to which you or your associates are exposed m your particular place oi work, feel free to contact any one of them t>.r assistance m evaluating the problem. REFCPJCXCZS t, Eaaion. William ft.. "Smoke and Tire Gases,"' Industrial Medicine. Vot. it. No. 10, p, <*7. Oct., 2. Eisenbud, M.. et ai, 3. Industrial Hygiene and Toxicology. P. 2S2. IMS. ing Corp.. 1913. S. Stofctnger. Herbert .. Ph D.. Industrial Hygiene Quarterly, p. 3i, Sept.. 1955. OCCUPATIONAL HEALTH HAZARDS -- MEDICAL ASPECTS By HERBERT K. ABRAMS, M.D. Medical Director, Union Health Service, Inc., Chicago I would isk- (.. quote from a turnout writer his description of a "modem" com munity: It was a town of red brlrk. or of brick that would have Men red if the smoke and ashes had allowed It; but as matters stood It was a town oi unnatural red and black like the palmed face of a savage. U was a town of machinery and tall chimneys, out of which Interminable serpcqls of smoke trailed them selves for ever and ever, and never got un coiled. It bad a black canal la It. and a river that ran purple with ill-smelling dye. and rase piles of buildings full of windows where there was a rattling and a trembling all day long, and where the piston of the steam engine worked monotonously up and down, like the head of an elephant in a state ot melancholy madness. It contained several Urge streets all very like one another, and many small streets still more like one another. In habited by people equally tike one another, who alt went In and out at the same hours, with the same sound upon the same pave ments. to do the same work, nnd to whom every day was the same as yesterday and tomorrow, and every year the counterpart of the last and the next.., . 1961 Haiional Safely Congress UU Umneya. which ia -the.whorror_of -opopre**nir daream.*, poured out their ptarue of *moke. obarured the lleht. and made foul the melancholy air. Strange engines spun and writhed like tor* tured creatures; clanking their iron chain* shrieking in their rapid whirl from time to time u though In torment unendurable, and making the ground tremble wth Ibeir agonies. . . .` Before you try to giic*< which city this is, let me tell you. Charles Dickens wrote this in hts book Hard Times, published in 1854, describing a typical city In England during the venrs ot the industrial revolu tion (1760-1830). The description sounds too familiar for comfort to us in America in 1961, at a lime when ive are going through .mother industrial revolution, automation, .domic energv, space travel, and many powerful new chemicals. Tliey are excit ing developments. They offer a promise of a wonderful world of tomorrow. However, they a!o poc serious ihreat* to our health and well-being, unless they are property con trolled. We must ask ourselves whether we are better prepared to meet these threats than the English were 150 years ago. Certainly, wc arc better prepared technically. In 1800, except in a few* instances, little was known about the health aspects of exposure \n chemicals, to ionizing radiation, or the ef fects of tong hours of work, poor lighting and ventilation. Today, however, our tech nical knowledge is sufficient, so that we can ray with assurance that we know how to use any chemieal with safety. We know how to set up proper protective measures to nuke every job safe. The big question is, "Are we utilizing this knowledge?" Perhaps you wlto represent workers in industry know the answer better than 1 do Let me give you only two examples that will help provide the answer. In Illi nois, in 1958, there was found "a drug packaging plant where 103 employees were subjected to a fult body fluoroscopic ex amination each day as they left the plant as a check against pilferage. During the examination, the entire body from the top of the head to the bottom of the shoes was exposed to ionizing radiation. The firm had practiced this procedure on all employees for some 12 years, but discon tinued it when advised of the hazards in volved." I am quoting from the Report of the Atomic Power Investigating Commis sion to the 71st General Assembly, State ot Illinois, March, 1959.* In the same report, the study found that; installations In Illinois included In tbe sur vey, These conditions result from a lack ot adequate shielding ot proper routing ot ma terials, as well sj> poor housekeeping within the plant, as noted by the contaminated paper and rags Uttering the floors, the lack of local exhaust ventilation and presence ot contamination in eating arena la addition. It was noted that labels on containers of radium-luminous compounds do not contain Information as to the quantity of radioac tivity Included !a ail radium plants sur veyed. little or no use was made of personnet monitonne d-Tlc* such as film badge* and. therefore there Is no adequate record ot radiation exposures received by working personnel * This wa* UhfV'is. 19*8--thirty yean after the tragedy ut the girl* who painted watch dials: they pointed 'he brushes containing radium paint with their lips, and later died of bone cancer. The role of environment on health grow*s in importance aj we gradually control the infectious disease agents that caused the plagues of old. and as the chemical and physical hazards of our industrial environ ment become ever more important deter minants oi out health and our diseases. V recent report of the Public Health Service made for the House committee on appro priations states; "After hearing the evi dence, the members of the subcommittee concluded that the health hazards resulting from changes in the environment are far greater than is generally realized and that alt levels of government, industries, and research and educational institutions need to step up their efforts to deal with the problem."* The number of chemical materials nun is being exposed to is increasing constantly. Over 600 chenicab are currently being added to food; over 600 million pounds of pesticides arc used annually, in the United States. Approximately 500 new chemicals are introduced on the United States market each year. The occupational environment is the basic element m our total environment Our oc cupations largely determine how and where we as individuals mil live, and, indirectly or directly, may actually influence our life expectancy and our mode of death. Our Labor Safely industries, in addition to affecting the im mediate eight-hnur working environment, also largely account for the chemical and physical contaminants in the air wc breathe, the water we drink, and in the food we eat. One example will illustraterecent studies show that people living m manufacturing areas experienced higher death rates than residents of non-manufacturing areas. The difference was greatest for cancer, and tuberculosis nf the re<piratorv tract (mainlv of the longs), arid for various forms of heart disease.* \ir pollution was a major factor in caus ing this greater mortality, but socio-economic conditions also played an important role. tleeupational Diseases Occupational disease hazards may be clas sified in various ways. For example, by the type of agent which causes the dis ease; chemicals, in the form of liquids, dusts, gases fumes and vapors; physical agents, such as noi*e, ionizing radiation, abnormal temperatures and pressures, vibra tion. and physical strain; infectious dis ease* agents. such as the germ that causes brucellosis in meat-packing house workers and farmers. Or occupational diseases can be studied according to the pert of the body affected or the kind of di*ene. For example, many toxic chemicals may attack the skin, earn ing an inflammation which we call derma titis. These or other chemicals may affect the lungs, the liver, the kidneys, the bone*, or various combinations of organs of the body, and, in many cases, the entire system. Occupational diseases may be acute and temporary, or may be chronic and fong-tast-* ing. Brief exposures lo certain chemicals may produce symptoms that are of short duration, and the individual recovers quickly. A good example of this is metal fume fever, arising from inhalation of the fumes pro duced when certain metals are heated to temperatures above the melting point. Among the metals which can cause this are zinc, copper, magnesium, cadmium, iron, man ganese, and others. More important, however, are the chronic diseases of industry. These are the dis eases of relatively long duration arising usually from long-continued exposure to relatively small amounts oi toxic chemicals. Sometimes these diseases do not slxiw symp toms until tong after, in many cases year* after, the exposure ha* stopped. A good example of this is berryllium, a metal which may result in serious and fatal lung disease up to 15 or more years after breath ing the contaminated dust or fumes. We must remember that diseases, like everything else affecting living things, can not he put into rigid categories. Hot all chronic occupational diseases need to re mit from long-continued exposure Only a brief exposure to a targe dose of ionirmg radiation (X-ray or radioactive chemi cal*) may result tn cancer. Similarly, a brie? expnre to a sufficient dose of car bon tetrachloride may result in chronic kid ney disease or liver disease. In other words, there are many variations and combinations of these conditions. To attempt a detailed listing of all of the chemicals and metals which can cause disease would only be disturbing and con fusing. and we would he in danger of not seeing the forest for the trees. Every industrial chemical is dangerous. It is merely x matter of determining how- dangerous it is and etnblihing procedures for protect ing against it. The time is past when "ex perts" can stand before a group of workers, or. tor that matter, a group of physicians and scientists, and say without evidence that tlu* or that chemical when absorbed Into the body is harmless. 1 recall only a few years ago attending meetings of induMrial physician* and being shown X-ray pictures of lung* of coal miners, black with inhaled coal du*t, and being told that this du*t was harmless. Yet, long before that time. Britih scientists had demon strated that coal dust can cause disabling lung disease in miners. We in the United States were merely slow to accept the evi dence. Diseases of the l.utig Tlie respiratory system (lungs, bronchi, and larynx) i* the most frequent site of chronic diseases caused by industrial poisons. For a tong time, we have recognized that silica dust, as it is inhaled by the metal miner, the foundry worker, the pottery worker, the tunnel digger and others, causes a disabling and often fatal disease called 'silicosis.' Similarly, we know that asbestos dust causes a serious lung disease called 7 1961 National Safely Congress 'asbestosis.* And, there $ a lung; disease found in workers in (lie manfacture of :tjumina abrasives, called `Shaver's disease* (after Dr. Shaver who described it). The dust has high concentrations of alumina and silica. Diatemaceous earth, a form of free silica, similarly causes serious lung ti*eac. And there is byssinosis, result ing from the inhalation of cotlm dust. Un til a handful of years ago. omc of the experts insisted that many du.-t* w hen in haled into the lungs were inert; that is, they produced no effect on the body. How ever, as we learn more, we find that these so-called "nuisance" dusts are also capable of causing disease. For example, talc, co rundum, feldspar, graphite, porcelain, barita, cement, mica, slate, kaolin, and many others. Even farmers, as well as grain handlers in the holds of ships, suffer from a respira tory* disability* when Inhaling large amount' of grain dust. They develop chronic bron chitis with shortness of breath, cough, etc. Chronic bronchitis can result from inhala tion of irritating dusts, fumes and gases: for example; phosphorus chloride and other volatile chloride compounds, acid fumes, phosgene, nitrous gases, aldehydes, solvents and other chemicals. One of the leading toxicologists in the country. Dr. Herbert Stokinger, of the Public Health Service, points out that: . > . our ixpertence with occupational lung llssasts makes It difficult to escape the con clusion that nil dusts. Irrespective of their nature. If breathed la sufficient quantity and for sufficient time, may cause profound damaxe to the lung, and emphasises the desira bility of the physician'* obtaining an ac curate and thorough history on individual! suspected of pulmonary disease.* Other Chronic Diseases Let me dicu's a few more of the chronic disease hazards, since these are the chief occupational health problems of the present day. The chlorinated hydrocarbon', such ns carbon tetrachloride, represent a Urge group of chemicals used in industry. These can damage the liver and the kidneys. The chemicals known as aromatic amines, repre sented by beta napthylamine, used in the manufacture of dye and other commodi ties, have been proven to cause cancer of the urinary bladder. The central nervous vysiem---that is, the brain and spinal cord --can be affected by many chemicals. Tetra ethyl lead causes severe brain disease called encephalopathy. Manganese, one of the im- fxirtant industrial metals, causes a disease that is remarkably similar to multiple sclerosis. Carbon disulphide may cause se vere nervous system effects, affecting the nerve*, muscles, and brain Serious and sometimes fatal blood dis eases may be caused by exposure to benzol. Of course, we know that ionizing radiation in any form--whether through exposure to X-rays or radioactive chemicals--may cause fatal blood di'eases as well as various type* of cancer. The bones can be affected by exposure to radioactive chemicals, fluorides, phosphorous, and other chemicals. Cadmium affects the lungs and kidneys. The heart may be affected by the metal known as antimony, and possibly by nitro glycerin, and there have been a number of reports that the heart may also be affected by brucellosis infection, which occurs among slaughter house workers and fanners. Nitroglycerin and related chemicals used in the manufacture of dynamite and other explosives make an interesting story and illustrate some of the problems in occupa tional medicine. Workers have been ex posed to this group of chemicals for many years. They have known for many years the severe headaches this chemical causes. For years, also, we have heard reports of sudden deaths among workers exposed to nitroglycerin. We do know that this chenical has a powerful effect on the bodv. It cause* profound reduction in blood pres sure. severe headaches, palpitation of the heart, nausea and vomiting, fainting, dizzi ness, and other symptoms. It can also cause skin inflammation. Whether it can cause heart disease is disputed. Even though we have known this chemical for many years, there has been insufficient investigation of the health hazards, and inadequate preventive measures. Cancer Occupational cancer is one of our most serious problems. It also provides us with a remarkable opportunity to study cancer in general. The first breakthrough in the mystery of cancer came with the discovery* of an occupational cancer. In 1775, in Eng land, Dr. Percival Pott called attention to soot as a cause of cancer of the scrotum in chimney sweeps. These were little boys who climbed into the chimney's to clean them out. Years after working in this Labor Safety occupation, they died of cancer of the verotum, vvhich was traced to the soot which penetrated their clothing. Similarly, for jears we have known that an excessive number of uranium miners in Europe have died of lung cancer. (Recent studies in ur own uranium mines reveal dangerously high exposures.') Since then numerous oilier chemicals, in addition to ionizing radiation, have been demonstrated to be capable oi causing, or contributing to the development of. cancer in various parts of the body. Some examples are beta naphlhalamine, which l mentioned cartier, causing cancer of the urinary blad der. coal tars which can cause cancer of the skin, chromates which cause cancer of the lung, and many others. Recent studies have focused suspicion of lung cancer hazards in the work of welders, sheet metal workers and other metal workers. Shin Diseases Skin diseases are, as >uu know-, the most frequent type of occupational disease which we see. Most of them result from direct irritation by chemical or physical agents. A smaller number result from an allergic reaction to a chemical. Almost any chemi cal contact can result in dermatitis. Many of the new* chemicals are causing skin troubles. For example, the epoxy resins: These materials are being widely used in electronics, automotive;, pattern-making, die casting, aircraft, and other trades--for sur face coatings and paints, molding compounds, various plastics, and electrical insulation. Another group of chemicals which causes skin disease are the chromates. Chrome ulcerations of the skin are well known. The chlorinated hydrocarbons also may cause skin diseases. One of them is called `chloracne* because it resembles acne. Machinists and metal workers often get a dermatitis trom cutting oils. Coal tars produce skin changes, some of which may turn into can cer. There arc a host of others too numer ous to mention. Protection These are only a few examples of the occupational disease hazards arising from contact with chemicals. The alert worker will become acquainted with the materials he is handling and die process he is using, so that he can help to protect himself and hit fellows. If he should suffer excessive exposure to some harmful material, he will know what to tell the doctor who examines him. The alert doctor will be able to correlate the occupational historv with the physical findings rtnd s> mptonis and decide whether the patient is Mtffcnng trom an ocmipationai disease. Very few occupational diseases produce such characteristic symptoms (hat they can be readily identified as an occupational dis ease. After ail, the body can react to harm ful stimuli only in a i.mitcd number ot ways. For example, a worker may have severe pains in his abdomen. These might be caused by appendicitis or by lead poison ing. Leukemia may result from unknown causes or from exposure to X-rajs. A person suffering a certain tvpe of paralyse may have multiple sclerosis, a disease oi as yet unknown cause, or it could be man ganese poisoning. The person who has a cough, shortness of breath, and is losing weight, may have tuberculosis, silicosis berylliosis or cancer of the lungs. A his tory includtng occupational history and u thorough examination is the only way nf telling those conditions apart. f'reienttcn All occupational diseases arc preventable. If we were doing our job right, we would have nothing to talk about today. The fact is that unknown number' of people are suffering from a great variety of oc cupational diseases became c arc not ade quately protecting against them. What arc the protective measures winch vve should follow ? (1) Education: Employees should be given adequate training lor their jobs, so that they understand the process, know the ma terials they are handling, and. therefore can protect themselvc' and other workers from injury. Key employees should be ms'rucicd in first aid. Management and labor both have responsibilities here. Shop health and satetv committees can help in the health education ot workers. There is no substitute for knowledge. (2) Protection of the etnironuient: This means from the air of harmful dusts, fumes, gases, vapors. This is accomplished by means of engineering measures, such as exhaust ventilation, enclosure of hazardous processes, wetting down methods for suppression of <? 1961 Xatione! Vjr'rfv (onarr<s <iots. and substitution of less harmful for danperoo* natmais. Good lighting and re duction of noise. etc. arc other environcrustal prrMems that the mguKu can help tn w4ve 1 hvH klm cncBKvreng mamrci arc not S.'4t4r *tp<ukj myiravr* "r ruber personal * *<-<-!' r 4rvce W rirpmdcd on lor pri- tfanr t harmful matmal- <k.mreti f-ptie and samtijr? place ' - T>a> mom * clew place of work, re " d~ and dw>t. and acodat faazj*d- TImut tfawkJ W adtqiLUt toilet. washmi kboer. kicker and casmg facilities. Hand vradung altar <aa often prevent dermatitis sad tuber duoMt All containers of chemicals should be properly labeled. (4) Personal frotecikt drives: Wher ever necessary, management should supply workers with respirators for protection against noxious dusts, fumes and gates in the air; suitable gloves and work cloth ing for protection from harmful chemi cals; hard-topped shoes and hats for pro tection from falling objects; safety goggles, etc. () Medical protection: This includes first aid facilities and a medical department Every worker should have a periodic physi cal examination, not for the purpose of dis qualifying him for work, but for the pur pose of detecting disease early to that prompt measures can be taken to protect ins health. The physician has an ethical obligation to inform the worker or his family of any finding important to his health. In addition to first aid and medical care for work injuries, ail workers and their families should have access to modem medi cal care. Unions throughout the nation are obtaining such care through collective bar gaining. Union health centers and other plans, such as Health Insurance Plan of Greater New York and the cooperative liealth plans, are attempting to bring good care, including preventive medicine, to work ing people. () Plant health and safety eommisutt. Every place of week ibask hove a com mittee of wpinmuitu of the worker, concerned with the health peoaomuo ad the men and umi m thr pious TV> oooo- mittae should have autwie? u* malm pe riodic i>t ebr sm end make reeomme^dattten h. '? he euoa- 10 mittee should meet regularly with the plant physician, the mining stall, the plant safely and industrial hvgiene engineers, and with other representatives of management to dis cus* health and safety problems and to plan programs of education of the workers tn these problems. I 71 Ooreroment safety and tndivinsl mvlime agencies: These igatoo -b"uId called upon for help, whenever the unici twHeves that managqen: is w adequatcl' providing health and xafnv measurr* > any particular problem. Haw It's Are Doing C/w Job How well are c doing tn protecting our workers? Let me cite a few facta. The prevalence and tnodcoee of occuponooal dis eases in the United States is tmknowo. be cause in many states there is ao reporting of occupational diseases. And. m those states where there is reporting, it is incomplete nnd not uniform, Moreover, we know* that numerous 'occupational diseases are not rec ognised because of medical ignorance, de ficiency in medical education, deficiencies in workmen's compensation taws and health and safely laws. Health services m many private industrial plants are inadequate, and most workers are employed in small plants where such services are not provided. According to the I'ublic Health Service, 90 per cent of the labor force is not receiving proper industrial hygiene and health services. The governmental agencies, federal, state and local, which are charged with responsi bility for protecting the health of workers, are for the most part grossly inadequate in Iheir resources and services. They suffer from lack of funds, personnel and even from lack of authority. At least seven of our states have no occupational health unit' ll! iheir health or labor departments, and in all of the state occupational health agen cies in the entire country'- there are ietitan 40 physicians employed. There is no uniformity of industrial health codes and -taadards, and the states differ in the haz ards regulated and in their regulations for the sac hazards. There is a serious and .growing shortage id pk\iicians and other health personnel Uck m wd out of industry. Or. Harold ). IKaganoa, Chief of the Division of Occnpureul Health of the U. S. Public Health Labor Safely Service, estimates that by 1970, industry will need 4dO) physicians, bat is expected to have only 2900; while 33.000 industrial nurses will be needed, but only 26.000 are expected; and 3400 industrial hygienists will be needed, but ocly 1600 are expected. II". rkmen's C^mpensof * wurksnen't Cvmperouuua laws are isifW t tie hea.`;h or industrial worker*. Without *;?<.cg workmen'* c<>mpensaoon it is difficult to ee how we can ever have rsal:y effective imptemenutxm of our .clu*trul health m*n>urc>. The fact is that although the workmen's compensation laws are the earliest form of social legislation in the United States, they are in almost -II cases hopelessly behind the tunes. They* are inadequate tn their provisions for com pensation, for medical care and rehabilita tion. and most of them have not been brought up to date to permit equitable recognition and compensation for the injuries Inflicted by radiation and chemical hazards which cause chrome diseases, usually after long latent periods between exposure and the first symptoms of disease. Two states still have no occupation;!! Uiiease coverage. Nineteen state laws cover only specified diseases. Most of the laws exclude farm work, domestic work and casual employment In over liali the states, employees tn small establishments which iiave less than a specified number of em ployees are excluded, and in 12 states the laws apply mainly to a list of "hazardous" employments. Many white cottar workers are today excluded from the workmen's compensation laws. Research The level of our research in .xcutational health is correspondingly Lw. Research is largely in the hands of private industry, and it is guide! substantially bv tie eco nomic needs ot the particular uiu*tr>' Even where reward! > J--n* in univcr*ute->. much of this i `ubi'!izr\i ror *pccial needs by private industry twv-mromtal agencies sporadically lave made excellent contnba- lions, but their reumn are chromally inadequate There t as argmt need for a system os rewaroh and cuwsuisatiun facul ties ta vanowe yurt* u4 the r vfrj where workers amd iffrk.vijw, alike to (or scientific wMUiiuw* (u these peot lswu. HoPr for the Future Last year, a subcommittee of the House committee on appropriations under Congress man Fogarty conducted hearings on these problem These are published in a "Report cr Eavuouucanl Health Problems," avail able through the Government Printing Ofnee.' It is interesting reading. These hear ings raised hope that better appropriation* would be made to the Public Health Serv ice and other agencies for an expansion uf services a the environmental he.Jill field. la the meantime, there is a dangerous vacuum a the supervision of hazards from ioniiiag radiation as differences prevail the interested agencies. ARC. U, S Public Health Service and the states, over jurisdiction in this field. At the moment, controls in this field are a patchwork with good programs in a few states like Xew York and California, but poor or almost non-existent programs m most others. The implications of all this hould be obvious. Occupational health and workmen's compensation vitally and directly affect the health and tile of working people. Yet the unions so far, for the most part, seem to be apathetic about (his. Xow dial un tons are deeply involved in health insur ance, for the care of non-occupational dis eases, perhaps there wilt be a resurgence of interest in the environmental factors which affect our health. A few unions have begun to help them selves- Some have negotiated clauses in their collective bargaining agreements embodying a number of the preventive measures l outlined earlier, and have also asserted the .union's right to bring expert consultants into the plant. The United Auto Workers has a depart ment of occupational health, staffed by two expert* in safety and industrial hygiene. The International Association of Machinists lias a medical consultant. The International chemical Workers' Union also has a medi cal consultant and recently appointed a suit safety man. These people can be of great help to workers in providing them with expert knowledge and honest information. Obviously, however, every union cannot and should not hire its own corps of experts and set up its own research laboratories. We are dealing with big social problem*, and they must be met socially. 11 1W,} National Safety Congress I'rofestor of Sociology of Columbia Uni versity, C Wright Mills, defines the issue in this way; No morml endeavor. bo political orientation, no human study that does not pay close at tention to man at work, can possibly be adequate (or our time For work ia effected by and in turn affects all that man is and afl that be might become. The question we must ask of any society or of any social pro gram is what kinds ol men and women does it select, encourage, create? And. in terms t>( this human evaluation, the moat Important question we can aak Is whether work Is a void In which men sacrifice themselves or whether work is a central feature of a style of life In which man may realize himself. . . .* REFERENCES (1) Hunter. Donald. Th Diseases of Occupa tions, Little. Brown it Co.. 1956, PP -* (2) Report of the Atomic Fewer Investigating <3> U. 3. Department of Health. Education and Welfare. Public Health Service, flum mery of Report on Bearingt on Environ mental Health, 19SS 14) Rumford. John, Mortality Studies in Relotion to Air Pollution, presented at meet ing of American Public Health Associa tion. 19S9 <51 Stokinger. as quoted by Maneuso, Thomas, in Ohio Slate Late Journal. "Medical As pects of Occupational Diseases." Vet. IS. No 4. p. Mi <6> Mills. C. Wright. In Symposium, "Man and Work," Northern California Mental Health Association. Saa Francisco. 1951 ?) Governor'* Conference on Msaith Baaardj in t/ranium Mines, U 8. Department of Health. Education and Welfare. Public Health Service. Waahlngton. D. C.. 19*1 i-O Report on Environmental Health Prob lems, Hearings before Subcommittee of Committee on Appropriations, House of Reproaentatives. Sth Congress, Govern ment Printing Office. Washington. D. c.. I960 SOME OBSERVATIONS ON OCCUPATIONAL DERMATOSES B, PAUL P. BOSWELL. I.t.D. Senior Dermatologist, Provident Hospital, Chicago Incidence of Industrial Skin Diseases While there are at present no reliable statistics on the incidence of occupational dermatoses, their frequency is undisputed. Indeed, in World War It evidence indicates that there were more skin casualties than alt other battle casualties in tins very spe cialized occupation of soldiering. In England, a three year study done be tween 1930 and 1932 inclusively, more than 72 per cent of all occupational diseases tvere found to be industrial or occupational dermatoses. Reports from the compensation boards in seven stales in this country indicated that 63 per cent of all compemible cases were occupational dermatoses. In a fashion more understandable to those of us accus tomed to cost and taxes, this means an estimated loss of more than ten weeks per year with an annual cost of approximately one million dollars. This, in itself, a stag gering figure. Anatomy and Function of the Skin With these brief statistics, it is well to ask something of their body area, so easily 12 disposed to such great measure of damage. And again it is felt that a most superficial look at the anatomy and function of the skin, as it is related to this question, is indicated especially for those not related to the medical sciences. It is not always realized that the skin is one of the most important organs of the body. In its embryonic development, it represents the first of the three primary or basis tissues formed, the ectoderm. And from this ectoderm the largest sensory or gan is developed, the brain. So the skin is not only a prologue to the brain, but remains the next largest sensory organ. The skin is an organ, a very complex organ, constituting about one sixteenth of the total body weight It contains, within its comparatively thin structure, muscles, blood vessels, nerves, glands, specialized cells such as those that produce pigment and appendages such as nails and hair. With over-simplification, we can divide the skin in two major layers--an inner layer, called the eorium and an 'outer layer called epithelium. The inner layer is tough, elastic nnd resilient, and its chief function Lebor Safety is to protect against normal and everyday injuries the more susceptible inner organs; and this is the skin layer which, on tanning, produces leather. The epithelium, or outer iaver, likewise protects by means of its outermost, in sensitive, comified layer, its oil gland and sweat gland secretion, and by means of pigment content. These elements are present in ill normal skin and vary only by degree or quantity. Of the many functions of the skin, the following are of particular pertinence to this discussion: (l) It protects the under-lying tissues of the body by the physical means of resilience and elasticity. (2} It protects by means of the relatively insensitive outer ''homy" layer of the epi dermis by its resistance to noxious sub stances. (3) It protects die integument from ac tinic and other physical radiations by means of its pigments. <4) It receives and transmits sensations ot many types to the central nervous sys tems such as pain, heat and cold. (5) It regulates body heat so that ex tremes of external temperature changes can be neutralize*! (6) It secretCJ water and some waste products. (7) Finally, it has a small role in respira tion and gaseous interchange-. Ali of these functions arc constantly be ing modified by internal and external in fluence* designed to allow man to maintain seme constancy in an ever changing en vironment. Historical Background of Industrial Diseases From a historical point of view, injuries suffered by the skin were known but not favored in medical writings for many years. Mot until 1700 when Ramazzine published his Treatise was formal recognition achieved and many of his observations still hold true today. In 1775, Percival Potts noted and de scribed the chimney sweep cancer of the scrotum, as previously mentioned by Dr. Abrams. Not until the early part of the nineteenth century were added interests and contribu- tions made to this subject. Then English, French and Germans began to describe the occupational dermatoses of their era. Mot until World War I did American dermatologists begin their prolific and sig nificant studies. At this time there was an intense revival and expansion of the chemi cal industries and many new areas in the field of industrial dermatoses l..-.d to be explained. These new areas are stil' be ing met with even today. In 1928, the United States Public Health Service organized the Office of Dermatosis Investigation, which is exclusively con cerned with occupational and other forms of contact dermatitis. This, in part, has led to formulation of laws in the majority of states designed to compensate workers for occupational discascs- Predisfosing Causes of Occupational Diseases It Is almost impossible to classify dearly all the professional and occupational dam ages to which skin is subjected. The new chemicals, the complexities of manufac ture and the vide usages and the resultant chemical products increase this difficulty. However, certain factors remain constant I should like to summarize some of these among the predisposing factors that play an important role: Ftf---Illustrating the protective rote of epidermal pigment, it is an accepted if not proven fact that negroes arc less suscepti ble to certain skin irritants than other races. Thus they arc the cltoiee cmplo>ecs as grinders and dyers in dye factories, where irritating dusts as well as dyes are the major hazards. This is likewise true where solvents are the irritating factor as in drycleaning establishments. However, oils and their by-products are th< chief irritants of negroes and an increase in dermatosis oc curs in negroes chiefly in the form of oil acne. Secondly--Types of skin vary markedly in individuals as well as in races. The thin, blond-skinne ' individual has trouble obtain ing employment in those industries that bring them in contact with potential ir ritants and, I may add, tf those industries' pre-employment examinations are adequate. Workers with thick oily skin can tolerate the action of fat solvents, such as soap, 13 tout ,Va/i*n<r/ Safety Congreit turpentine, naphtha, benzol, etc., belter than he worker* with dry skin. It is universally true that in occupations where clothing may become fnaked in oil*, greases and waxes these individuals with hairs', seborrhic or ally thick skins are more likely to develop folliculitis and acne-likc lesions. And, as a final note, in the same individ ual, the skin of the inner arms arc more involved than the palms. Thirdly--Perspiration and sebum usually act as a protective by diluting irritating acents that are already in solution. But a third pr*<li*Ising factor is in that in dividual who perspires excessively and works m solid substances such a calcium oxide. Here the moisture can produce a chemical change where the conversion to calcium hydroxide proves to be an irritant. To affect the skin, materials must wet the <'Wia, tiro* acting by chemical combina tions or hv extracting moisture and fat. Obviously. these are materials soluble or miscible in sweat. Fourthly-- Age of the worker can also influence the incidence of occupational der matoses. another factor to be considered. Whether or not this is due lo relative in experience ami lesser previous exposure in younger people. tati$ticaUy they are more susceptible. Fifthly--As in all fields, the matter of sex must be considered when discussing prcdi`poing causes- The skin of women is usually drier than that of men. However, during menses and pregnancy there is an increase in perspiration and therefore an increase in the sensitivity as before mentioned. Likewise, women arc more concerned and more prone to individual cleanliness in their habits and so fewer incidences are reported. On the other hand, fewer women arc engaged in hazardous occupations and there is an absolute statistical decrease in re ported cases. Women seek first aid more readily and sooner than men and so develop fewer chronic dermatoses reported as compensibte. Sixthly--The existence of previous nonoccupational diseases is also a predisposing factor. There are workers more prone to develop industrial dermatoses than others. These are the individuals who have had 14 previous skin diseases. This may or may not hold true for those with mycotic, or fungus, infections. There is no real evidence that this is true. Illustrative are the dis eases of psoriasis and lichen ptonus. in these individuals, though currently clear of the acute lesions, die development of trauma may cause recurrence or new lesions of these diseases completely unrelated to oc cupational dermatoses. Sterenlhly--Cleanliness, or rather the look of cleanliness, or its careless application is a most important factor. And cleanliness means not only personal but also environ mental. This n particularly true where workers handle *-r are exposed to fumes, dust and noainu* sapors. Moreover, the clinical substances u'ed in cleansing must be chosen judiciously, since they too can cause a reaction. The subject of rlcaniiness will be mentioned later. Eighthly--?The question of .tllcrgy is be ing deliberately passed over, since there is little agreement as to specific definition of this term. Suffice it to say that most, if not all, persons cut be or are allergic if exposed to the right allergens. Guarding against this possibility is a herculean tak. Actual Causes of Occupational Dermatoses The actual causes of occupational der matoses may be simply divided or outlined in five major groups: ft) Mechanical. (2) Physical. (3) Chemical. (4) Plant poison nr irritants. (5) Biological. Any or nil of these factors may be en countered or predominant in any occupation. For example, the farm worker is exposed lo most of these factors. There may be mechanical injury from farm machinery; there may be physical injury1 from heat, cold or the artivic rays of excessive sun light; chemical irritants of fertilizers and insecticides may play a role; or the bio logical infections from fungus and parasite organisms from the effluvium of animal and plant materials are important and, of course, plant poison. Mechanical agents which' may cause cal losities, tendon injuries, cuts and abrasions fall within this category. These in turn may lead to infection, or, as many investi- Lusbor Safety think, nu> become the sites of malig nancies. In those patients, previous sites of skin diseases such as psoriasis or lichen ptonus, new lesions or an aggravation of old lesions is common. .Among the physical agents that are likely to excite occupational dermatoses are the following most common: High temperatures may cause excess per spiration leading to the common heat rash, intertrigo, or less commonly, erythema ab igne. More permanent skin changes may result. These are the afflictions of the work ers, produced by prolonged exposures to heat occurring in such workers as stokers and steel workers. Cold and electricity may also take their toll amongst outdoor and electrical workers. The deleterio- .. fleets of X-ray, radium and ultra violet radiation is well known to ati of you; as Dr. Abrahms has pre viously indicated, this is particularly true Mih medical workers or technicians, miners <`i radium and uranium, and laboratory a jfkrn in the new field of nuclear energy and atom-splitting. Chemicals are of necessity the predomi nant villains in the production of Industrial lermatoe*. These can be divided into what are primarily skin irritants or skin sensi tizers. The primary1 irritant is defined as an agent winch will cause damage by direct action on the normal skin at the sight of con tact. Only substances which can wet the skin or be dissolved in its solutions of sweat or sebum are in Uus category. Unfortunately these primary irritants, under specific cir cumstances, may abo become sensitizers. The sensitizer, on the other hand, may rot pro duce demonstrable skin changes on first contact, but only after prolonged exposure of one or more weeks may cause changes that produce a definitive dermatitis. Here, the field of allergy enters the pic ture and its varied theories are an attempt to explain the mechanics of this most com mon condition. For a detailed list of those major groups, the readers are referred to the encyclopedic work of Rostcnbergnrd Sulzberger in the lemma! of Investigative Dermatology, Vol. II. Xa 3, June 1939. What, in general, afe the methods of pre venting the wholesale occurrence of occu pational dermatoses? The ideal method, of course, is to safe guard the worker so that these noxious agents mentioned, do not come in contact with the worker's 'kin. This is obviously an impossibility. Hie modem factory or laboratory, new m specific construction and automation, is coming closer and closer to this ideal. The following basic precautions should be observed whenever at all feasible: (1) Cleanliness of working environment. (2) Personal cleanliness encouraged by shower baths, lockers for street clothing and work clothing. (3) Initial physical examination lo be assured that the applicant does not have any predisposing skin ailment. (4) Insistence that workers report all ir ritations of the skin, no matter how trivial, to the medical department. (5) The use of protective clothing where indicated, as -til as the tisc of protective medications. But, whereas it is impossible to outline any few basic principles of prevention, there is an encouraging number of positive factors. Train inspectors, sanitary* and safety en gineers who are usually employed by in surance carriers and municipalities are the front line task forces. These people train superintendent*, foremen, and plant physi cians, who in turn instruct the workers of any avoidable hazards of 'the occupational dermatose. While the problem of occupational der matoses is complex and large, I, for one, am confident that .American ingenuity will eventually solve it I'KjI AaliKiiuj. iijfety Coitgms I believe in facing problems directly, and t believe in knowing just where you stand before you start any kind of discussion -ir action. So before we go any further, i think it wilt be good for us to take a quick look around to determine our con dition and position. We have done some good work in safety in the United States. We have accomplished much, but, we are not finished. There is still plenty of work to be done. When we begin to look around, we find some rather appalling figures and these figures tend to disturb us very much. They also become the basis for marching orders for the day. Very quickly they tell us what must be done. f am sure you know these figures, but let's get them before us again. In 1900. *>3.000 people lost their lives in accidents. Xo matter how* much this figure is im proved over the years, it is still 94,000 too many. In dealing with the loss of human lives, nvti one is too many. To express this loss in another way, every six minutes, twenty-four hours a <tay, year in and year out, somebody loses his life in an accident This adds up to the 94,000 lives I mentioned. This is al most as many deaths as the United States suffered in World War I, and we thought the losses in that conflict were disastrous. This loss in life from accidents represents the entire population ot Springfield, the state capital of Illinois. But, there are still worse figures. We have been talking only about fatal acci dents. In addition to the deaths. 45 million persons were injured in 1960. If you care to think in terms of dollars, these acci dents cost over 13,5 billion dollars. Going beyond these figures, no one can measure the grief, the worry, the discomfort and the unhappiness caused by the accidents to the millions of people connected in some wav with the victims, Wc could go on and recite a lot of fig ures but these are enough to set the stage. There is still a big job to be done. These figures are a little bit cold because they are impersonal. They become more realistic when they represent real persons in your family, your neighborhood, or your plant 1 picked up a paper recently to make as experiment 1 scanned the paper and 1 listed the headlines and feature stunt., from the one issue, that were concerned with acci dents and safety. This is what I found: Jet plane crashes into ..rr roof--pilot killed and 35 injured. Six from area killed in auto crash, Youth, 16, drowns in farm pond. Indiana man killed in Ohio road crash. Driver hurt, phones knocked out, in truck crash. Grid star injured in freak accident Family of seven wiped out in tene ment fire. Here we had in one issue of a newspaper, 16 dead and 38 injured, and alt within my community or population center. These examples bring the figures closer to home. They Jo not tell us that our job is done in safety. t read these accident and fatality figure* regularly, and 1 am sure you do, too- Thev have a great -effect on me. They stimulate me to continue everything I've ever done in the interest of safety, and to step up the pace if possible. Since our special emphasis today ui tins section is industrial safety, let's take a closer look at that level. I think we will soon see that there is no level that is not dependent on all other levels. In industrial safety there has been some fine work dose. The fatality rate m all in dustry has been reduced and injuries have been greatly diminished. 1 am going to use some facts and figures concerned with Fire stone, because, first, this is the situation I know the most about, and secondly, it will serve as a typical example of indus trial safety in action. At Firestone, wc have reduced our fre quency rate from 6.3 in 1946 to 1.7 in 1960 and to 1.3 for the first six months of 1961. Our severity rate has been reduced from 970 in 1946 to 305 in 1960 and to 275 for the first six months of 1961. Our company has received the Award of Honor of the Safety Council on a com pany-wide basis, several times and individual plants have been cited frequently for meri torious performance. Firestone holds the world's record for tire plant safety-- a rec ord when one tire plant went through al most 10 million man-hours without a lost IS Labor Safety time injury- In the industrial rubuer goods classification, a Firestone plant holds the record of 7 million man-hours without a lost time injury. t give you these figures not only be cause 1 am proud of them, but because they indicate what is being done with definite safety programs and by instructional pro cedures that keep pounding home the value of safety. Our point of emphasis here is that in spite of what has been done m industrial safety the figures tor overall accidents continue at very high levels. Safety programs in industry have un dergone great changes in the time I have been associated with them. The scope has greatly expanded. In the early years the emphasis was in the prevention of fatal accidents. Today, although the fight still goes on against fatal accidents, the pro gram now includes prevention against even the most miner injury. As safety programs in industry have de veloped into their present state, they have passed through several stages. The firs: stage could be described as mechanical. This is the stage when we put guards cn gears, stop rails on rollers, wire grilles to protect accidental contacts. It is the stage of guards, guides, grilles, and gimmicks to prevent injuries. It is the time of automatic stops and safety releases. We installed lights, vve protected against flying objects, vve painted, we smoothed, we roughed up--anything and everything-- to make the environment reasonably safe. All these things helped but they were not enough. The key word in the second stage is "attitudes." Industrial safety people found that in spite of guards, automatic warnings and all other devices, that men were still getting hurt, because safety was not in their thinking; it was something the safety man did. Safety programs were started to train men on safety. This program was not only to train supervisors but to de velop safety attitudes in all employees. Safety operating instructions were pre pared; safety shoe programs and eye pro tection programs have been emphasized to influence the man to think safety. Safety scoreboards screamed at him to be safe, they were even made to move, rotate and spin, so he would notice. There arc safety contests, slogan contests, and awards of every type *o impress safety indelibly on the mind of the individual. 'fhe third stage is going on continuously. It includes the first and second but it goes further,. It moves into every level of our split-level house oi safety and it tries two advanced steps. (1) Make every man his own safety ex pert with responsibility for safety on every level. <2) Make every person think and act ai'ely twenty-four hours a day. Why is this necessary? Because in spite of all our gams in industrial safety, men still get injured and killed. Some of these happen m industry- but many more occur when the individual worker is func tioning on another level. There is a story of a prize fighter who was slightly overmatched. During the first round, his opponent had his lists in our fighter's face most of the time. He was roughed up pretty badly. His second, or man in his comer, however, thought he should encourage him and when the fighter came into the corner between rounds, the second said, "Nice round, boy; he never laid a glove on you." In the second round, it u even worse, as the opponent began to put more snap into his punches. By the end of the round, our fighter returned again to his comer, a little groggy and much the worse for wear. The second told him, "That was * good round, he never landed a solid blow." The fighter was a little bewildered because he felt the effects of tci'cral solid blows and he was not very optimistic However, he kept going out for each successive round and coming back in worse shape each time Finally, when he had been told again that the opponent had not landed any telling blows, he said to his second, "When I go out this round, I want you to keep an eye on that referee, because someone is beating the hell outta me out there." So it is with safety. All the things that have been done are not enough. Someone is still beating the hell outta safety. In mosi cases it isn't you, it is..'t you, and it isn't you. It isn't this group and it isn't that group, but the damage is still being done. There were still those 93,000 lives 19 1961 Haticnai Safety Congress lost and those 45 million injuries. Let's see if we can And who is doing it. National statistics shew that nearly 70 per cent of all fatal accidents among work ers occur off the job and more than half the accidents resulting in workman dis ability take place away from the job. This leads us to a conclusion that the safety practices followed by the worker, while on the job. in many cases do not carry over after he paes through the factory ffat*. Do you realize that in the decade 19301060, nearly three quarters of a million Americans were killed in motor vehicle, public and home accidents--the other levels? We have been very interested in this offthe-job safety* problem at Firestone. Twice each year wc run cheeks of on-the-job and off-the-job accidents. The checks are made in May and December and cover the acci dents in that given month, (n the past three yean, in these checks, we have found <31 lost time Injuries on-the-job as opposed to 322 off-the-job. There have been, in these six monthly periods checked, no fatalities is the factory and three off-the-job fa cilities. We have a new challenge and we must face it Wc must reach for that split-level type of safety that operates on every level. A man may have a home workshop which has guards on the power tools; he may wear goggles and observe all the safe pro cedures when m his shop, But, if he has a fire hazard in his attic, or he smokes in bed, or he has a car in the garage with bad brakes, or he has objects piled os fus besemen: stairs, or he paints his house using an unsafe ladder, he is the felIjw who is beating the hell outta safety. I read an article recently which made this statement, "Population is increasing rapidly. Since most fires are the result of humors failure, the expected population growth will increase the number of fires." This very plainly says, the more of us there ere, the more there ore to be careless. This is a pessimistic statement and tends to assume that you and I are not going to do anything about it. This statement concerned fires but it could easily apply to all accidents caused by human failure. Take another took at that statement. The more people there are, the more there are to be careless. My argument here today is that it does not need to be this way. We just have more work to do and more people to reads. Let's turn that statement into a positive one. full of challenge: The more people there ore, the more there are to learn and practice safety. Of course this is x big job. Who is go ing to do t ? I gave a title to my remarks-- "Safety Is A Man-Size Job." I have built up to this climax. There are two meanings to this title. First, it means that safety fits jw per son--it is your size u an individual It is man sizt*. It is not too big for you. It is not too small for you. It is true that safety is an over-all task, on which all groups and individuals must cooperate, but it is no good at all unless each individual assumes safety as his job. Advertisers talk about certain foods being bite size--the size of a bite. Safety is man size--the size of a man. My second meaning when I say safety is a nun-size job. is that safety is a really big problem. When we want to express the targe proportions of anything, we say it is man-size. A man-sized cup of coffee U a big one; a man-sized appetite is a big one; and a man-sized safety program is a big one. Safety begins at this man-size level Every individual must practice and live safety. Someone has given us this very challenging statement--ToJte chances and the chances are that you iron'/ haze many chances left to take. First, we all operate as individuals. We begin a full-J. i safety program by be ing safe ourselves--and not just on one level--<m alt levels. This, in itself, is a man-size job. You cannot stop a person from having an accident by telling Him not to have one. ``Don't have an accident," is as futile a statement as "Don't have an ulcer." Someone has said, "You aa lead x man to safety, but you can't make him practice it." In another comparison, you can put col lection cans along the streets and highways, for the deposit of rubbish, but, whether or not people use them is largely a matter 20 Labor Safety of personal attitude. You can force persons, by law, to install safety belts in their cars but. whether or not they are used is up to the individual. Safety is man size. I recently heard a very clever story oa individual safety. Let us suppose I put 331 pills in a bot tle. Three hundred of them are simple bi carbonate of soda; thirty of them are harm less sugar pills and one is deadly potassium cyanide. The pills alt look alike. Now, we shake them all up and offer you the bottle. Are you willing to take a Chance, select a pill and swallow it? Not very many of tu who love life would take the dunce. Vet, traffic safety engineers tell us that these are the odds on running a red light Ones in every 331 times there it a fatality. I wonder why the individual looks at the odds so differently when he is behind the wheel ? I believe there are two key reasons why industrial safety has been successful. The first is concern. Management has been con cerned and has taken every measure to make each person concerned, not only /or his own safety but that of his fellow work men. Labor has been concerned and has cooperated in industrial safety programs. Where there is no concern there is no safety program of any value. The second key word is responsibility. Our safety programs at Firestone have been successful because we have placed responsi bility. A plant manager is responsible for safety in his plant. He, in turn, makes department managers and supervisors re sponsible Safety is a responsibility just like production, cost, and economical Opera- So, we are back to the individual. The only way we can ever accomplish split level <a:ety is through the individual being con cerned and accepting responsibility. Safety is a matter of personal attitude. People work, drive and play with the same atutudes as they live If we can teach people to embrace safety attitudes then they will drive safely, work safely and play safely. If every individual tries to improve his afety attitudes then he will be safer and he win frown on all persons who do not behave safely. The unsafe individual can not be tolerated and tho$' who work with him should be critical or his action. I believe that with men thinking and liv ing safety that there will be benefits all along the line. Workers will be interested m the quality of their product because such quality will contribute to safety. He will be interested in good housekeeping because k has a dose relationship to safety. Most important to all, he wilt think safety and practice saiety on every level of his splitlevel life- (f safety is to be a way of life, appearing in every level on which we operate, who is going to bring it about? I say the job is a man-size one. Management, tabor and (he individual must all work together in promoting the safety theme. And you must operate on every level of your life. More than this, you must operate consistently on all levels. We must be consistently safe. A safety attitude must be practiced at home, at work, on the highway and in the com munity. Safety is non-controversial. There is only urte side. So we do not need to cut bal lots or hold elections. Management and tabor have no argument on safety. So we can spend all our energies in promoting the safety attitude. Certainly we need to continue all the me chanical means we have ever used in indus trial safety. We need to continue our drive against industrial accidents but we must expand our vision <nd find a way to ex tend safety practices to all levels. Howard Pyle, the Council president, has said it very well, "IP's teatit every American home safe and safe at home." There is still a man size job to be done in making safety a full-time, around the dock attitude. There is still a man-size job to be done in industrial safety, to hold our gams and to cut deeper and deeper into accidents and poor safety practice. There is still a man-size job to be done on the public safety level. There is still a man-size job to be done on the traffic safety level. Attitudes are exposed by behavior. You don't have to be a psychologist to develop sound safety attitudes. You do this by the 21 /0O/ Xational Safety C^nnrc-' way you act, by the things you do. by the way you talk. By your attitude you not only control 5ourself but >ou teach others. Each individual must have concern and he must accept rexfonjUntity. { will close with a little verse that tells a story*: If everyone who does a job, would say a little prayer. And keep in mind those other folks de pending on hu care. And make a vow*, and pledge himself to never take a chance. The great crusade for safety* would sud denly advance. The job is man-sire. New. let's do what we can to beec me men capable of a mansue job. SAFETY IS OUR CHALLENGE By GEORGE M. HARRISON Prerident, Brotherhood of Railway Clerks, Freight Handlers, Express A Station Employes, AFL-CIO, Cincinnati. Ohio It is pleasant to be able to begin my remarks by noting that today's news on the safety front in American industry* the best we have had for some time The last two quarterly releases of the l*. S. Bureau of Labor Statistics, covering the first six moots of 1061, have each reported that work injuries in manufacturing plants reached record low rate* during that pe riod. The rate of 10.4 disabling injuries per million man hours worked, which was set in the first three months of this year, equalled the all-time record low for any quarter, established in the last quarter of JOOO. In fact, according to a September release, the first six months of 1961 produced the best six-month avenge recorded, six per cent tower than in I960 and 1961 may be the best year on record. This optimism then is qualified by the injection of a note of caution. "However,'* the Labor Department con tinues, "the grcatcr-than-scasonal increase in May and June could indicate a rising trend resulting from increased industrial activity*. Previous experience suggests that increased industrial activity is followed by* an increase in injury rale* '* Those words are worth repeating, for they certainly make clear that safety is, indeed, our challenge. "Increased industrial activity" says the Labor Department, on the basis of past experience, "is followed by* an increase in injury rates.* Aren't the implications contained in this statement truly shocking? Aren't they a tragic indictment of the ethical standards --nr the lack of them--which our indus trial society exhibits in this area of in dustrial safety? Is it realty necessary' order to reduce the killing and maiming of workers to have that happen only because of a decline in business which brings re duced industrial activity? In other words, are safety and prosper-ty incompatible? The facts, based on past experience, would seem to indicate that this is the case. 1 would like, however, to challenge such a conclusion. I do not believe that prosperity and mounting accidents arc necessarily re lated. In fact, 1 would contend that greater prosperity can make possible the necessary basic expenditures and greater care which will insure greater safety on the job, re duce the staggering economic losses result ing from accidents, and thereby make pros perity even greater. In recent years, industrial accidents have accounted for only about onc-scvcnth of the death* and tor about only one-fifth of the injuries of the more than nine million dif ferent kinds of fatal and disabling acci dents suffered within our nation annually. The shocking thing about these statistics is that they tend to refiect a gross in difference to accidents os the part of us as individuals. This is borne out by* the fact that by far the greatest number of disabling accident*--tour million of them 22 Labor Safety .irmuaify--occur right in our own homes. More than two million more accidents an nually are of a nature which the National Safety Council classifies as public, and in clude such categories as those: accidents oc curring in hunting and swimming and other recreational activities, in transportation other than by motor vehicles, in public buildings, etc. Finally, each year motor vehicle ac cidents take a tragic toll of more than one and one third million victims and account tor the highest number of fatalities, in the neighborhood o! over 37.000 death* annually. Thus nearly seven out of every nine ac cidents occur either in our homes, on the highway* or in recreational pursuit* and other public activities. These are the kind of accidents where individual responsibility dearly is very high. Carelessness and selfish ness as individual weaknesses account for most of this tragedy. We find that the huge annual toll of oc cupational injuries and deaths ha been running at the rate of about two million a jw ever since the end ot World War il. The yearly average for a ten-jear period 11946-1955) was 17,040 killed or totally disabled for life, 83,600 partially disabled for life, and 1.893,000 more temporarily dis abled--a yearly average of 1,904,000 injuries and deaths. The annual cost to employers ot these accidents, according 10 a Labor Department estimate which it terms "highly 'onservaUve," is more than $3.5 billion. When estimated annual wage tosses to em ployees of $1.4 billion are added, the total j early economic loss to the nation of ocaipaiion.il accidents amounts to nearly $5 billion dollar*. Tills needless toll of economic waste and death, pain and mutilation of workers has been going on for too many years. Over the 15 years which have elapsed since World War II ended, some 30 million workers have suffered from industrial accidents and the nation has paid some $75 billion in economic losses to support this accident ndl. When we recall that these industrial accidents amount to less than one-quarter oi all accidents, the picture takes on an aspect ui hopelessness which it may very well deferve. However, the long-range picture can give us cause for courage and a hope for an end to this tragic suffering and economic waste. The truth is that, over the years, real and significant progress <u reducing work accidents is being made. Industrial accidents hate been reduced steadily since the turn of the century through the elimi nation of some of the unnecessarily haz ardous working conditions, through better laws for the protection of employees, and through joint cooperation of labor and man agement m many industries. This progress ha* even picked up speed in recent years The casualty rate in American factories in 1951-1955 was 17 3 per vent lower than m l"3b-1940. In 1956 the number of casualties in manufacturing per million hours worked was 20 per cent lower than in 1949, and m the fir>t six months of this year it was Dwn 30.6 per cent These figures indicate that real progress has been made, and is being made, in re ducing the toll oi accidents in industry. They show that the battle for safety is not hopeless. They prove that wiih proper con cent by management, with joint labormanagement cooperation to prevent acci dents, and with adequate interest and action by the legislative and administrative arms of the government, accidents can be prevented to a remarkable degree. They fhMv (hat where there is a will, there is still a wav. Before progress of this kind can take place, however, there dearly must be a will to do something about it on the part of bith management and labor and government. Nothing proves this more clearly, m my opinion, titan the tragic record of what has been happening in the railroad industry m recent year*. I happen to know a little something about that industry, since i have spent most of my working life as either a railroad employee or a railroad labor union official intimately concerned-about the con dition of the industry and the working con ditions of its workers. 1 have already said tliat I do not be lieve that the rate of aceidenu in industry must be related to its rate of output, as the Labor Department press reteavc quoted at the outset says "previous experience sug gests.** Certainly, experience in the rail road ifidustry docs not bear this out. Most of you are well aware that the current level of operations in railroading has not matched levels in recent years and therefore if the 23 mi Wili-ii'tl Stirrtv ( Other splendid achievement* are the dis tribution of over 400,000 Mouth-lo-Mouth Resuscitation Instruction cards as a public mice and the establishment of a radia tion safety deportment at the international union level. The union's monthly periodical always carries a full-size safety poster on the back cover and consistently contains printed articles dealing with safety. Many other factors were taken into con sideration by the Awards committee when judging IBEW's activities, but the above >hould suffice as an indication of tlte ex cellent job this union is doing. Here today to accept the Harry Read Memorial Award of Honor on behalf of the Brotherhood of ElectricU Workers is Mel Boyle, administrative assistant to inter national secretary-treasurer, Joseph Keezaa. 3, International Brotherhood of Operative Potters, AFL-CIO, Local 99, San Pablo, California. The Labor Conference is pleased to name another winner of the highest award for a labor organization--the International Broth erhood of Operative Potters, AFL-CIO, Local 89. This local represents workers at the Amehon Radiator and Standard Sani tary Corporation in San Pablo, California. This local lias received so many awards from the National Safety Council over the past ten years that it would leave you breathless to hear them all. Its safety ac tivities are manifold, including such outof-plant programs as instruction in the safe use of firearms for youngsters and participa tion in the "Swim to Live" program. On May 8, 1961, the employees of this plant established a new "world's record** for safety in the clay and mineral products industry by completing a full ten years with out incurring a ciiargeablc lost time in jury. For that they received an Award of Honor from the Council. The Labor Conference is proud to present its top award. "The Harry* Read Memorial Award of Honor" to Local 89 of the In ternationa] Brotherhood of Operative Pot ters. AFL-CIO. Here to receive the award for the local union is Brother E. N, Steward, local unioo president. 4. General Industrial Workers Union Local 146 of the Distiltery, Rectifying, Wine <md .Uttei Workers, AFL-CIO, Linden, lieu/ Jersey and a "Citation for Dis tinguished Service" to: Joseph P. Shepherd, Local 146 safety chairman. The fourth labor organization to win the Labor Conference's highest award is local 146 of the Distillery Workers union, AFLCIO, which represents employees of the General Aniline and Film Corporation in Linden. New Jersey. Here again is an outstanding example of a muon that is concerned not only about in-plant safety but community safety, as welL To give you a brief idea of the scope of its activities, this local union deeply in volved itself in a Bike Safety campaign in the community, gave every employee copies of New Jersey Traffic Accident Facts prior to Labor Day, and copies oi the Driver's Manual of the State of New Jersey*. On- August 26, I960, a major goal was accomplished at this plant when 1,500,000 man-hours were worked witliout a lost time accident These activities arc an indication of the imaginative programs which this local union carries out To the local union we are happy 4o pre sent "The Harry Read Memorial Award of Honor." To the local's safety committee chairman. Joseph P. Shepherd, who sparkplugged those programs, we are proud to present the "Ci tation for Distinguished Sendee." Here to receive the awards are Joseph P. Shepherd and the local's current safety committee chairman, Hayward Webber. "The Harry Read Memorial Award of Merit" to: United Steelworkers of America, AFLCIO, Local 1010, E. Chicago, Ind. "Citation for Outstanding Service to Safety" to: Kenneth S. Kovaek, United Steelworkers Local 1010 Safety Chairman. An "Award of Merit" is presented to the United Steelworkers of America, AFL-CIO, Local 1010, East Chicago', Indiana, which represents workers at Inland Steel Com pany in East Chicago, and a "Citation for C {standing Service" to Kenneth S. Kovak, 2o labor Safeiv chairman of the local's safely and health rommittee. Here to feceive the "Citation" is Ken neth S. Kovak, who is also the local's re cording secretary. Here to receive the "Award of Merit" on behalf of Local 1010 is Louts Chickic, treasurer of Local 1010. "The Harry Read Memorial Award of Merit" to; United Auto Workers. AFL-CIO. Local 837, Elkhart Ind. ,Vn "Award of Merit" is pretented to Local 837 of the United Auto Workers of Smenca, AFL-CIO, bargaining agent at ihe Taylor Products Division of the Tecumch Products Company, Elkhart, Ind. Here to receive the award on behalf of the load union is Alice Reed, the local's safety chairman. 'The Harry Read Memorial Award of Merit" to: Local 5, Industrial Union of Marine and Shipbuilding Workers of America, AFLCIO Local 90, Industrial Union of Marine and Shipbuilding Workers of .America, AFLCIO. An "Award oi Mcril" is presented io local 90 of the Industrial Union of Marine and Shipbuilding Workers of America, AFL-CIO, and office workers local 3 of the ame Union at the Quincy Shipyard of the Bethlehem Steel Company in Quincy, Mass. Here to receive the awards on behalf of their respective locals are Mr. Fitzgerald, president, and Mr. Houruda, safety com mittee chairman for Local 90; and Mr. Olivero. president, and Mr. Swizzero, safety committee chairman for Local 5. *' The Harry Read Memorial Award of Consmendation" to: Brotherhood of Locomotive Firemen and Enginemen, AFL-CIO-CLC, In recognition of its nationally known Safety Awards Program for railroad loco motive crewmen, we are pleased to present an "Award of Commendation" to the Broth erhood of Locomotive Firemen and Enginemen, AFL-CIO-CLC Here to receive the "Award of Commen dation" is Brother H. E. Gilbert, Presi dent of the Brotherhood of Locomotive Firemen and Enginemen. "The Harry Read Memorial Award of Com mendation" to: International Brotherhood of Pulp, Sul phite and Paper Mill Worker?. AFL-CIO. To the International Brotherhood of Pulp, Sulphite and Paper Mill Workers, AFLCIO, we present the "Award of Commenda tion" for their nationwide efforts during 1960 The committee to accept this award is composed of Vice President Elmer Mein*; International Treasurer Henry Segal, and International Representatives, Wellington Meyer and Edward Zcimngcr. "The Harry Read Memorial. Izvjrd of Com mendation" to: Independent Kadionie Workers of Amer ica, CUA. An "Award of Commendation" is pre sented to the Independent Radiomc Work ers of America, bargaining agent at the Zenith Radio Corporation in Chicago, Il linois. Accepting the award on behalf of the organization is Eugene Raetz, president. "The Harry Read Memorial Award of Com mendation" to: Local 1255, International Brotherhood of Electrical Workers, AFL-CIO. An "Award of Commendation' is pre sented to Local 1255, Intcrr-Mi -rial Brother hood of Electrical Workers. AFL-CIO. representing workers at the Orangeburg Manufacturing Co., a du i*r n or Flintkote, Orangeburg, N\ V, Here to receive the award on behalf of the local union Arnold Smith, President, and Allan Kunz, Director of Safety. "Citation for Outstanding Scniee" to- Lois F. Malecki, Local 272, International Brotherhood of Pulp. Sulphite and Paper Mill Workers, AFL-CIO, Everett, Wash ington. A "Citation for Outstanding Service" is awarded to Lois F. Malecki, safety director of Local 272, International Brotherhood of Pulp, Sulphite and Paper Mill Workers, AFL-CIO, representing workers at the Simp son Lee Paper Company, Everett, Wash. We are pleased that Lois has come all the way from the state of Washington to re ceive this highly-deserved award. 27 1961 National Safety Congress "Citation for Distinguished Service^ to: P. L. "Roy" SiemiUer. General Vice Presi dent. International Association of Ma chinists, AFL-CIO, G G. Grieve, Secretary, Labor Confer ence, National Safety Council. And now we have two ''surprise" awards to make to two of our associates in the Labor Conference, both of whom have made outstanding contributions beyond the call of duty to the development and growth of the Labor Conference. It gives all of us in the Labor Conference the highest pleasure to present the "Citation for Dis tinguished Service" to Brother Roy Sie miUer, General Vice President, International .Association of Machinists, AFL-CIO, and to the Secretary of the Labor Conference, Git Grieve. HOW WE WORK ON A JOINT BASIS By JACK MOYE President, B. F. Goodrich Local S, United Rubber Workers, Akron, Ohio ft is a thrill to be here speaking for thousands of our member* throughout the United Rubber Workers and for many other unions that have benefited from the ef fort* of joint safety committees. A little o*r two years ago this would not have been passible, for the history of The B, F Goodrich Company shows a continual fight by management against the endeavors of our toad union and others to obtain joint safety committees. This was true of a good many oi the Rubber Workers' systems throughout the United States and Canada. However, our members in 1050 had made up their minds that they were going to tight for this committee, along with many other things, and the establishment of such a committee was brought about by the ef forts put out through a >S-dy strike. Our people fought to get it. They thought it was worthwhile, and realize it even more to today, for remember, it is their lingers, hands, feet, eyes and lives tliat have been saved through cooperation of this kind. I am pleased to say tliat. to my knowledge, this fight against a joint committee was nut ted by management people who arc directly responsible for safety in the Goodrich plant*. To make a committee of this type suc cessful, we have found that it takes ac tion by both parties (labor and manage ment), not just words. We have that sort of action in the Akron B F. Goodrich joint committee, for any time of the day or night, including Sundays or holidays, we individually and collectively are in the plant looking at problems. U`e have found (hat our members get a "lift" when they see the joint committee in the department looking at their problems and attempting in some manner to solve them. To make a joint committee really suc cessful, I feel that the department com mitteeman should always have a part in the discussion when a safety problem is be ing investigated m the department, and that he should be kept informed of the handling that has resulted through the joint effort. Having the committeeman in on a problem, as well as the foreman, brings about better results. It does not leave it in one person's hands and one person's thinking. Also, I strongly feel that you should make sure that a problem is one of safety or health. Believe me, you will lose the value of the committee if you altow other types of problems to be tied In with safety. There are other people connected with our union that handle personal problems or standards problems. Use your people that axe assigned io those types of cases to take care of them. The safety committee's value greatly increases if this rigid rule is followed. Man- agement of Bus plant realizes that if the joint committee makes a recommendation to resolve or correct some coodition, that it is actually tied in with safety, that it bean looking into, and that they had better be about correcting tt- Our committee meets every week, at whieh time we oat only discuss the prob lems going on in the plant; but exchange 2& labor Safety j ideas, speak freely to one another, and which is brought to the attention of the 1 above all try to see ahead to prevent future higher groups of management. This, in my accidents. Hus is one of the great goals opinion, is one of the greatest gains of a of a joint committee. When you leant to joint committee. Now the foreman in the drive for future results, >ou ate cn me department is making it his business so j right road. very often to be about resolving the prob A desire to help bring about true safety lem and not just sloughing it off. is another requisite. If your committee in If you can make the people that work I* its actions gets "humdrum" it will loinsethmeedepartment realize that they* can ob | spark that ts necessary-. Keep people work- tain great results by cooperating with j mg on the committee that have a mutual and putting pressure on their immediate ' trust and that have the drive to make supervision, part of your battle is won. 1 progress in safety. We of the Goodrich L'RW unions fought | Ose of the very proriiable benefits brought long in 1959 to obtain, among other things, * about through our joint committee is that a joint, forceful saiety committee. We have tvw dozens < f problem* are wived without pledged, and are using the same effort, to tndr ever being put ui the hands of the make it the best one possible. Jointly we joint safety d nmittcc, tor we have found have corrected many hundreds of health that department management doe* not want and safety problems in the past two years. to appear on the bs-wcrkl> write-up that We are proud of our joint safety com is distributed throughout the plant and mittee; we hope viu are of yours. HOW WE WORK ON A JOINT BASIS IN ACCIDENT PREVENTION PROGRAMS Bj THOMAS J. CAIN, JR. Director of Safety, The B. F. Goodrich Co, Akron IS, O. Talking with you this morning as an industrial safety specialist for the B. F. Goodrich Co., which has eight United Rub ber Workers locals using joint, or co-op erative I like better, saiety program ac tivities, I want to emphasize that such participation has a very decided and definite plus. Our agreement states that problems which are not resolved to the satisfaction of the union members of the committee (three in number, with three company members) may he taken to the step immediately preceding arbitration for handling. Wc have had no such problems to date. Our goal is to sec that we don't have any. } Why do I believe that co-operative, man If you are one of the "doubting Thomas's" i agement-labor or labor-management, acci as to the effectiveness of co-operative han > dent prevention efforts are desirable? Let dling of safety problems^ I can tell you me tell yea that such thinking was not that you may have overlooked one of the 1 always the case, even with my own com big advantages of such arrangements. Hun pany. 1 remember that ior some ten years dreds, yes thousands, of situations which the L'RW and especially Local 5. pleaded, might ordinarily be submitted as formal urged, and struggled tor such a committee grievances requiring hours and hours of as pan of the agreement. Finally, and thanks discussion and reams of paper work, are to the untiring efforts of Jack Moye, we handled on an informal basis-solutions are have had ov-operative committees in the arrived at with promptness and the 'ime right plants with URW locals, for a little required for "labor problems" U greatly over two years. reduced. Remember, these problems normally The results have been splendid. I can require a great deal of time and expense tor report this to you with no reservations. the members of your Local, too; so tite ad- 39 1961 S'adonal Safety Congress That is the heritage bequeathed to us today by those sturdy pioneers of yester year. Could we do otherwise but carry on the work that they started? The conditions of a half-century ago that caused those men to rise up to action were by today's standards absolutely terrifying. Structural iron workers and electrical work ers lost 10 per cent ot their members each >ear in fatalities Joyce Kilmer m his im mortal lines wrote, "Only God can make a tree." God must have been fond of Ore gon. for He covered millions of acres of the state with beautiful trees--pine*, firs and hemlocks--the finest examples of His handiwork. Those beautiful trees felt prey to the demand for lumber. Logging methods of fifty years ago were crude. Much of the tree was wasted; and worse jet, human beings were sacrificed n the process of converting the standing trees into market able lumber. The wrath ot God seemed to descend on the people for their wasteful methods of harvesting the trees tliat God had made. The terrible toil in human lives and broken bodies called to the higher in stincts of men for a safer and better way to do it. Even so. change came slowly. As the Industrial Accident Commission became better established, the safety pro gram developed with it. The Legislature in 1939 entrusted the Commission with the administration of the Oregon Safety Law. giving the Commis.-ion complete charge of industrial safety. With that came the au thority to promulgate safety codes which, when filed tvtih the Secretary of State, have tile force and effect ot law. The annual budget (or safety work is nearly $600,000. Counting the fifteen girls in the office, this finances a force of 102 persons at this time. Everyone from the Director to the newest person is dedicated to making our state a safer place in which to work. Labor unions started the movement for safety in Oregon, and it is only to be ex pected that their interest should continue. Union members serve unselfishly on code committees, supplying knowledge that only those actually performing the work can have. These committees, composed of die best informed persons from Labor, em ployers and technical men, aid the Com mission in establishing safety codes for the industry of our state. Without the help of these splendid union members, the Com mission would find it very difficult to de velop and revise the safety codes. Our Commission believes in bringing the message cf safety to the people we serve Each year regional safety conference* are held in various parts of the state. T-at rallies are held, sometimes m remote area*. Union member* help greatly m rrcxootirg these affairs. For many years it has been the custom to have as co-chairmen for all conferences a labor man and an enployer We try to balance the program with an- ploycrs and labor men. One of the best safety skits l have ever witnessed was acted out entirely by loggers dre**ed tr. genuine working and worked-in clothes- One of the really spectacular demonstra tions, and one that is used quite frequently at our safety conference*, is a demonstra tion of safe handling of high voltage elec tric lines. These lines arc not energised, but are handled as though they were. After that demonstration an accident is simulated; a flashlight bulb very graphically imitates an arc; a lineman drops over, only his safety belt holding him. Hi* partner on the pole immediately goes to work apply ing artificial respiration. The ground men spring into action; the radio in the truck is used to call for an ambulance; tackle is rigged to bring the injured man down from the pole. Meanwhile the second man on the pole top continues giving the "vic tim" artificial respiration If it can be staged outside, the wail of the siren on the ap proaching ambulance may be heard. The audience is tense; if they are seated you may be sure they are on the edge of their chairs. Thi* demonstration requires employer par- ticipation, of course, and 1 wish to pay a compliment to our Oregon employers in all industries; they are wonderfully coopera tive. But this demonstration is almost al ways performed in off-working hours by union linemen, cheerfully and for free. Another example of union members promoling safety. Time does not permit me to tell of all the examples of cooperation between the Commission and labor unions and their members. Several iormcr union business agents and officers are now continuing to serve their brother members as safety rep resentative* in our accident prevention di Labor Safety vision. Our people are welcomed at union than fifty workmen and many, many of office* and union meetings and conventions. them less than ten. To make this situation My presentation to you would not be com plete without telling you of the program for safety in the pulp and paper industry. This was presented to the employers by even more difficult, there is a tremendous turnover m these small employers. This is particularly true in logging and construc tion work. labor people at a wage negotiating meeting The growing custom of subletting parts more than fifteen years ago. The employ of the work has been a big factor in the ers accepted and it was agreed that the increase of these small employers. We have safety program would be a joint affair. It found that working with unions is of tre work* iar better than when the employers mendous help in coping with the problems tried to do it alone. I have attended their present when workmen shift rapidly from i state meetings, and I have attended their one employer to another. We have our joint meeting of the three west coast states problems with employers who want to cut --Washington, Oregon and California. Alt comers, but what troubles me most are the the delegates speak the same language; it problems we have with workmen, our own is unpossible to tell who represents the union members- It is most distressing to employers and who are the delegates sent have workers who tor some reason seem by the unions. This joint safety prc**am to feel that they have put something over of the Pacific Coast Association of Pulp on someone when they get by with a vio & Paper Manufacturers and their workmen, lation ot a safety rule. Fortunately, there union members, has gained national fame is much less of this than formerly. and recognition. As late as fifteen years ago the Com In early 1944 1 was a delegate from my mission's safety men sometimes met with local union to the Portland Buitding Trade* less than a cordial reception when visiting Council. I evidently talked too convincingly places of employment. I am pleased to $a> of the need for a health and safety com this has greatly improved. In fact, there mittee. It was formed, and I found my is complaint now that our men do not get self to be the chairman. This committee around often enough. still functions after more than seventeen 1 try to attend all of the labor conven .'cars. tions in the state and bring some of the We asked the Commission teach a Commission's safety people with me It basic safety course to all the business rep for some reason I cannot be there, I have resentative* of the Coimat. and for the someone there to represent me. Our people next twelve weeks, every Tuesday from are well accepted, and the acquaintances 11 A.M. to noon, the Commission's safety made are a great help in the future. It is instructors taught the business representa much easier to transact business with a tives of the Portland Building Trades person who is not a stranger. Council how to analyte the causes of acci We st>U have far too many worker* j dents, how to lock tor unsafe conditions, killed and maimed; last year the Commis j ; the most successful methods of correcting unsafe attitude*, and all the other items that were taught to the Commission's safety sion paid $23,644,000 to injured worker* or for their medical care. I would hate to think what this figure would be if we representative*. did not have the excellent safely program t I am quite sure that it would be sate that we have. The accident frequency for ] to say that upon the completion of the train all industry of the state has shown a steady j ing course, the Portland Building Trade* decline over the years. Last year the fre Council had the best safety-trained business quency was lowered by the phenomenal fig representatives in the country. ure of 9.47 points. That is too great a re I would net have you believe that in Oregon we have no problems. We have plenty. We have very few large employers, duction to hope to duplicate every year, but we will make every effort to reduce further accidental injuries. none of the huge plants that people of Oregon's safety program ha* gamed na the eastern part of the nation are accus tional recognition, and it could not have tomed to. Most of our employers have less been accomplished without the cooperation 1961 .Vatioii.il Safely Congress oi union men and women. It is very diffi cult to measure just how many lives have been saved, A study made a few years ago showed that if the frequency of five years previous had been applied to the employ ment of 1058, the claim costs would have been about $5 million more than they were. That saving* of $5 million of claim costs means that fewer persons were injured, fewer wives became widows, and more fathers came home to thetr children after die day's work. No monetary value can be placed on the blood that was not spilled, the bones that were not broken, and the suffering that didn't occur. This is the real achievement of a safety program- This is the end for which dedicated people serve. Conservation of manpower and the alleviation of human suffering are being accomplished. Oregon has witnessed a phenomenal im provement in the conditions that existed when Oregon citizens, aroused by the appeal made to them in the Voters' Pamphlet by those union leaders of more than a halfcentury ago, established the Employers' Lia bility Law by their campaign for votes for safety. Although much progress has been made and we are encouraged by that progress, the job is not >et done. The number of widows, while smaller, is still too large. Fewer workmen are disabled, but there are still too many. The standards of the future must be higher than the standards of today. We of today must carry on the work be gun many years ago by our predecessors and pass on to our successors an inspiration to accept as their motto, "One injury- too many." OTHER PRACTICAL APPROACHES FOR WORKING TOGETHER IN SAFETY Br MRS. PAULEEN J, FIELD Chairman, Safety Committee United Auto Workers Local Union No. 652, Lansing, Mich. I wonder just how many of you have joint industrial health and safety commit tees, partial cooperation--or none at *11. We all recognize the fact that some large and small industries, with wise managements, do luve joint labor-management safety com mittees- But very few companies with multiplant operation enjoy 100 per cent coopera tion between labor and management . . . in rich and every .`rftion of the country." Ford Lv<al 600, for example, has a fullrnne safety director, at the union level, as well as a workable strike clause io take .arc of unadjusted industrial health and safety problems. The West Coast Papermakers and Paperworkers enjoy cooperation with management in regard to safety. These examples are but two, however, of a wide area which is as yet untouched by complete harmony or even agreement between management and labor in respect to the industrial health and safety movement. Well-coined phrases such as "Safety is everybody's business," come to mind, let us say, instead, that "The safety movement cannot survive without active participation of all citizens, including labor and manage ment, in whom dedication and selflessness are the prime requisites." Our safety committee has approached man agement for a top level meeting to discuss areas of safety w* could agree on, such os traffic and home safety, as well as pro tective equipment We were promptly in formed that management, and General Motors, maintain that planning and adminis tering the safety program and providing adequate safety facilities is a management responsibility which they always have and always will continue to fulfill. This being the case, they could see no need for a labor-management safety committee. There is none so blind as they that will not sec. In my opinion, opposition to joint effort J-f Labor Safety is a narrow-minded and shortsighted atti tude. Insofar as our safety committee was concerned, this viewpoint added incentive and the necessary stimulus to continue to work in safety, with or without manage ment's cooperation--not only to prove to management our sincerity in improving existting conditions, but also to do what we could to educate the membership and their families against fatalities xvurring on or off-the-job. How then 1> we operate without man agement's fvA peratscn in safety r 1, Form >eur committee, as large or as small as your needs, depending primarily on plant size. 2, Conduct training classes for the com mittee so they may more readily recognize hazards, This should also include a Red Cross class. Resource people may be ob tained through vuur international ' union health and safety division, the Bureau of Labor Standards. Washington, O. C, state labor and health departments, and the Na tional Safety Council, alt tree of charge. 3, District cwnmittecr.cn. stewards, top committeemen, and the membership should alto have education. If you are working without management's cooperation, safety committeemen just mil not have access to every area of the plant, therefore liaison should be established between the hop com mittee and safety committee at ail times, A Safety grievance* in most instances are useless. No human being has the right to bargain another's life away, It usually takes fifteen days before the grievance t# on the table to be discussed by labor and manage ment. Untold injury or even death can be caused in the meantime. There is either a hazard or there isn't. The employee should have the right to refuse to work in un safe conditions without fear of being penal ized, Should this be in dispute, the inter national should be called in at once. 5. Provided you have all the facts, a very successful and effective method of keeping your membership informed is to publicize the ease in (lie union paper. For example, ive were Slaving trouble with in over-zealous foreman grabbing bumpers off the line that he thought had not been buffed enough. Result was, not only did a couple of bumpers get away from him. thereby endangering the lives of the em ployees in the department, but he ended up being injured himself. Thu was con trary to all the training he had supposedly received. Employees in the department were greatly relieved and their morale boosted when the condition through publication was corrected. Weekly or monthly articles o.. ail phases of safety, bulletins from your state health department, National Safety Council, u well as safety cartoons, will attract atten tion and bring about an increased aware ness to the membership and thetr families. 6. Where the local union consists of sev eral units, each dealing with a small plant, every unit should have an industrial health and safety committee. The local union hall should be the local point for all meetings. Safety material, training manuals, etc., would be on hand for all the committees to uti lize. Safety posters from the National Safety Council can be placed on the local union bulletin board. The chairman for each of these unit safety committees could meet every (wo months to discuss the different plant problem* and Ixave an exchange of ideas. 7. Wherever possible, make the entire membership part of your program. Set up x booth during local union elections or at membership picnics. Literature can be handed out concerning industrial safety, home -at'ety, traffic satety. In fact, cover the whole field. Vou will be surprised at the interest hown. During the W54 strike, for instance, our committee, with the help of the picket captains, gave out 5.000 copies of the Michigan traffic violation point system. - Ten or twelve-minute films on different pluses of safety, are usually available which can be made part of the safety committee's report during membership meetings. The tewafd and committeemen's monthly meet ings serve as an effective method for not only education but also as a source of in formation in regard to existing conditions in the various districts in the plant. Above all--keep records. I'll go into this important area a little further on. If, however, you do not receive satisfac tion in correcting an existing hazard, after going through the foreman, general fore man. etc, we in the U.AAV. have found the most effective method to be the following. 35 1961 National Safely Congress Send direct to the international health and safely division: (I) the problem and what it involves; (2) the area; (3) the t'oreman's name; (4) the particular plant involved. The international industrial health arid safety personnel will, in turn, send the information to the state labor department or health department; whichever is the most Appropriate place. In this way, not only the international will receive an answer, but also the tool safety committee De pending on the reply, the committee can follow up to see if the condition is cor rected. Both the U.AAV. safety director and in dustrial hygienist also may enter the plant by request, through your international rep resentative and/or regional director. When management sublets a job to out side contractors, try to convince them to include tiie plant's safety standards in the contract Nothing is more demoralizing to the regular employees than to work side by side with these workers when they are not required to wear the same type of safety equipment such as safety glasses, etc. It is not unusual to find that each man agement in G.M. has different ideas about safety standards and the wearing of pro tective equipment. While one plant has 100 per cent eye protection, another has eye protection in only what is considered haz ardous areas. For their own protection fe male employees wear caps, glasses, shortsleeved blouses and slacks in one plant, while in another, dresses, skirts, no head protec tion are the mode. This can only lead to misunderstanding and an indifferent attitude on the part of the employee in regard to the safety program. Joint Labor-management safety committees can be of great use to management in both -malt and large plants. The foreman, a very busy man, is responsible for produc tion, quality, and, supposedly, safety in his department. On top of this, he has to worry about efficiency. It is not unusual to have the ioreman call the employee to the desk every *o often and say--"Sign here." If the employee asks what I am signing for, the reply is, "I've just given you your safety talk," or, "You've had your good housekeeping talk for the month." To further aggravate good working con ditions and employee morale, it is not un- usual for the employee who receives an injury Co be given a reprimand for work ing in an unsafe manner, even though in the majority of cases, by having the proper engineering or education, the accident would not have occurred tn the first place. Safety committeemen trained to detect hazards could eliminate many of these ac cidents before an injury' or death does oc cur. He also could talk to his fellow em ployee, should he, through ignorance or lack of knowledge of the job, be working in an unsafe manner. Safety signs throughout the plant should be changed with ever increasing regularity. By signs. I do not refer to the monthly posters sent out by the National Safety Council, but to the large signs placed throughout the plant by management. However, even the posters should be in a prominent place for all to see. Employees become so accustomed to the same old sign, it doesn't even register; thus the need for eye catching slogans. Department-wide safety contests, with prices, for the lowest injury rate should be conducted. A catalogue of prizes, sent to the home so the family can be made a part of the contest, would add incentive. Hot feasible, you say? Why not, when thousands of dollars are spent on recreation prizes. Management and tabor could conduct a joint safety check on cars in both a spring and fall campaign, and certainly all steps should be taken to include labor tn the local safety councils which are a part of each community and represent all seg ments of society except labor. None of the previously mentioned points are going to be easy. It will take courage but, as Winston Churchill said, "Courage is rightly esteemed the first of human qualities, because it is the quality that guar antees ail others.'" Perhaps you have heard about the man who went out to play a game of golf. After teeing off, he found that his golf ball had landed in a sand trap, right smack dab on the top of an ant-hill. Well, each time he took a swipe at the bell to get it out of the trap, he killed a' couple of thousand ants. This kept up until there were only two lonely ants left One ant looked at the other and said, 36 l^bor Safely '**t don't kauw aboot >ou, buddy, but if vos net vervive. we'd better get oo the baO." This is wbai me mo: d. in labor. We lave a^fcuaeauly 74,000 local union* througtaoc the Catted <u:cs. With 63,000 of them m. the AFL-Ct'J, the potential for a sucking force :cr safety 1$ great lacked One of the msec* for organizing in the JUv working conditions. Where do we and uurci\r- today? In most eases, at the bozton o: tl.c totem pole. There is not enough concentration on pre vention and the cure of industrial injuries or industrial caused illnesses- It does no gaud to pat the cart before the horse, so to speak. Having industrial health and safety subordinate to Workmen's Compensation is equivalent to the American Medial As sociation deciding to eliminate medical re search and investing in cemetery lots. The tour "EY* of safety should be: Edu cation, engineering, enforcement and effort. After an injury or illness occurs, $100 or even $200 will never compensate the worker or family for the lifetime of misery' ahead. You are lucky if you receive $36 3 week, which cannot even begin to keep a family of three. The end result is wd iare. with all axpayers sharing the burden. VYe m the union movement do not fully utilize *.he tremendous resource of our mem bership which is available. Even though our vice presidents, regional directors, interna tional representatives, etc. recognize the im portance of industrial health and vaiety, it is brushed aside in too many instances for what are considered more important things. Must we continue to make progress in Mtety through tragedy? Has manpower be come such a glut on the market that we can turn aside without a thought to preventing oneiher occurrence? Our own George Brown put it very aptly when he said, "Would you mind getting to the job. staying on the job, and still live long enough to collect ait die benefits the union has won across the bargaining table? More of oar people are being killed than we are organizing." It is up to the rank and file, therefore, to go to work and put pressure on from the grass roots: 1. To make the industrial health and safety committee u nundaiory Minding com mittee in every local union, in our consti tutions, through convention action; 2. Through membership action, to request regional health and safety conferences at least bi-annually; 3. By requesting our regional directors to include a full week of industrial health and safety classes at our regional summer schools; 4. By taking out membership in the Na tional Safety Council Labor Department. Only by doing these tiitngs will wc build the solid foundation which is necessary to grow on. In this way also we will evcmuallv receive the language we desperately need in our contracts and the legislation to back us up. We must keep our international health And safety department aware at all times of industrial hazards. In the event of in juries, keep case histories. As U.AAV. Re gion 1C Director, E. S. "Pat" Patterson, said at a recent safety tuniereace held in Lansing, "Each year we negotiate we are laced with the same problem. Management at G. M., for example, polishes all their safety awards and hangs them cut die wall. Each time we bring up health and safety, they point to their walk We realize that problems exist; the law today makes it necessary' only to report lost-time injuries," However, it carniot be emphasized strongly enough that if we continue to spread our adequately trained union safety personnel so thin, the rank and file have a stupendous job ahead. Most of our international unions have only one or two safety personnel to take care of the C. S. Other internationals .have only part-time personnel, no established industrial health and safety departments, or even safety film libraries for the rank and file to go to. In the state of Michigan we have to work with an antiquated 1909 industrial law, no building code, and we had 40 construc tion workers killed last year. Even our school hot water boilers are not covered under the law, to protect our children. For lack of adequate staff, the state labor department could make less titan half of the annual inspections required under the horse and buggy law. There are approximately 16,000 industrial establishments m the state, with 22 inspectors. We need at least 144 more to 37 1961 National Softly Congress do the job even under the present made* >iuate law. It is little wonder that work men's compensation insurance rates jumped 11 per cent last year. It was interesting to note that school custodians met in East Lansing recently. While there, one minute <>i -ilcncc was observed for a fellow custodian who un fortunately was blown up while performing his duties at the school. By the grace oi God, it was one unfortunate victim and not a whole school or children. But even one is too many. Not one recommendation was made from this meeting to the HouseSenate Labor Committee to ,mcnd the law to cover all boilers, increase the Labor Department staff or provide adequate fund* for the department, Each of these points discussed with you today are but part of the overall picture. Management and labor should join hands with pride and humility to work side by side towards a common goal, which is greater than all of us. Nothing great was ever achieved without enthusiasm. This is 1961 with all Us auto mated machinery, new hazards from chemi cals and radiation. The old problems still have to be whipped before w* can lick the new ones. We have a long way to go and a short time in which to do it. Return home determined to work en thusiastically towards wiping out the misery and heartbreak caused by these needless deaths and injuries. OFFICERS OF THE LABOR CONFERENCE NATIONAL SAFETY COUNCIL 1961-62 Vice President for Labor--Lloyd D, Urrn, Director, Industrial Health & Safety Division, United Automobile. Aircraft and Agricultural Implement Workers of America, AFLCIO, Detroit. Mich Ijxbar Conference Chairman--GSonet T. Snows, Deputy Director. Bureau of Labor Standards. L\ S. Department of Labor, Washington, D. C. Labor Conference Vice Chairman--Hunter P. Wharton, General Secretary-Treasurer, International Union of Operating Engineers, AFL-CIO, Washington. D. C. Labor Conference Secretary--Romfjct M. Wilkin*, Manager, Labor Department. National Safety Council. Chicago, 111. Labor Conference Representatives to A'-S' C. Board of Dircetnrt--H.\nn\ Sts, National Legislative Representative, Brotherhood of Railroad Trainmen, AFL-CIO. Washing ton, D. C,; E. D. Swisher, Vice President. Oil. Chemical and Atomic Workers In ternational Union, AFL-CIO. Denver, Colo.; Georgs T, Brows, Deputy Director. Bu reau of Labor Standards, l. S Department ot Labor, Washington, D, C; Charm* Ferguson, Safety Director, United Mine Workers of America, Washington. D, C ; Hunter P. Wharton, General Secretary-Treasurer. International Union of Operating Engineers. AFL-CIO, Washington, D. C.; Finlay C, Allan, Assistant to President, United Brotherhood of Carpenters and joiners of America, AFL-CIO. Washington, D. C. Representing State Labor Departments on l*abor Conference Executive Committee--Clar ence R. Thoxnbrough, Commissioner. Arkansas Department of Libor, Little Rock, Ark. Chairmen of Labor Conference Standing Committees--Rodger Covnf., Director, Occu pational Safety and Health, International Union ot Electrical. Radio and Machine Work ers, AFL-CIO, Washington, D. C.; Congress Program--Dan Sain, Safety Chair man, United Auto Workers Local No. 399, Flint, Mich., Executive--George T. Brown, Deputy Director, Bureau of Labor Standards, V- S. Department of Labor, Washing ton, D. C.; Fire Safety--Upward B. Haggerty, International Representative, Interna tional Association oi Fire Fighters. AFL-CfO, Cincinnati, Ohio; Membership--Cochairmen: John D. Conners. Executive Secretary*. AFL-CIO Committee on Safety and Occupational Health, AFL-CIO, Washington, D. C.; R. J. Lamoureux, Director, Safety and Health Division, United Steelworkers of America, AFL-CIO-CLC, Na tional Office, Toronto. Ont., Canada; dominating--P, L Siemiller, General Vice President. International Association of Machinists. AFL-CIO, Chicago, 111.; Occupationai Health--Dr. F. A. Van Atta, Industrial Hygienist. United Automobile, Aircraft Mid Agricultural Implement Workers of America, .'.FL.-CIO, Detroit, Mich.: Planning --George T. Brown, Deputy Director, Bureau of Labor Standards, U- S. Department of Labor, Washington. D. C.; Publications--j. Georce Eichhorn, Grand Lodge Rep resentative, International Association of Machinists, AFL-CIO, Chicago. III.; Safety Training--Victor E. WHtTEhouse. Director of Safety, International Brotherhood of Electrical Workers, AFL-CIO, Washington, D. C.; State Labor Departments--John R, Kuupel, Special Representative, Safety and Compensation, United Rubber, Cork, Linoleum and Plastic Workers of America, AFL-CIO, Akron, Ohio. CONTENTS MARINE SESSIONS Safety, Built-In.. ... Safety, Built-In. Safety, Built-In, On River Tow-Boats . . Safety, Built-In Management Labor and Government In an Aggressive Accident Prevention Program . Management and Safety Discussion of H. Z. Carter Paper 20-20 Hindsight 20-20 Hindsight Discussion James P. McAllister William C. McNeal V, Kehtes Wm. A. McCormick, Jr. 5 3 10 13 Arthur W. Motley Henry Z. Carter David R. Lavalette R. B, Chappell, Jr. 19 24 26 26 32 20-20 Hindsight Discussion K, R. Hottiingei 33 Stevedoring and Safety Before and After the Opening of the St. Lawrence Seaway W, Stanley Huggett 35 Lethal Weapons In Materials Handling Fred R. Smith ,37 Southern California Supervisory Safety Training Program Robert M. Griffiths 41 The Lost Time Injury Capt. Leif M. Jonassen 45 8uilding Safety Into Oil Tankers. Royden H. Rogers 48 Causes of Claims and Their Effect on Claim Cost in Vessel Operation This ts a Safe Ship Safety Control--NS Savannah A. P, tt 1. Underwriter's Part in Maritime Safety Electrical Safety in Ships Satie Smith H. C. Bllis Copt. Gorton R. DtGroote Joseph B. Doty Copf. O, T. Sites 53 56 59 63 69 Review of Marine Casualties Cmdt, John H. Hawley 72 Marine Section Business Session and Committee Reports Annuel tuiincu Meeting M S T $ Safety Activities Maritime Administration Safety Activities Passenger and Cargo Services Awards Committee Tanker Safety Oiieimion Cargo Ship Diseuision.............. Joint Cargo and Tanker Great Lakes Safety Discussion . Information and Poster Comm. . 77 Marine Section Newsletter 71 Inland Waterways Committee 79 10 Gulf Area Great lakes Area 10 Program Committee ............................. II Public Relations Committee 12 Ship Safety Achievement Award 81 Statistic* and Contests .. I] Report of General Chairman... ..... 84 Shipbuilding and Repair 8$ 85 84 87 88 84 90 90 92 93 Officers of the Marine Section, 1961-62 Other Volumes in 1961 National Safety Congress Transactions ............ 95 Back Cover Marine tndujlrict SAFETY, BUILT-IN By james p. McAllister in General Mgr., McAllister Towing Ltd., Montreal, Que. The docking ot large ships wish relatively small tug* is, at best, a very hazardous business. A few sears ago the John Pratt of Montreal was heeled over so far by the hawser from a ship she was undocking, that she capsued and sank with the toss of four members of her crew. During another undocking operation a tug. because it was unable to manoeuver into a better position, released the towing hawser prematurely. The line became en tangled in the propeltor of the ship, leav ing it helpless and at the mercy of the five-knot current in the harbor The ship was earned down the nver and under the Jacques-Cartier Bridge, But, in this cate a catastrophe was averted when the bow anchor was released which held the ship tn midstream. Each of these situations could have been avoided if the tugs were more manoeuverable and had greater stability. So, to those connected with tugboats engaged in ship handling, safety is almost synonymous with performance. A tug which can perform exceptionally well is one which, per se. lias a high degree of "safety built-in." With this in mind, then, I would like to review the characteristics of the new twin* screw hydroromc tugs recently added to our Montreal and West Coast tug fleets. Thee characteristics, such as reervc power and manocuverability make possible the hy droconic tugs* excellent performance capa bilities. At the same time, therefore, they are the most important afety features built into these tugs. I will cover them more or less in their relative order ot importance. /, ManocuverabiUty. Manocuverability in the hydroconic tug Helen M. McAllister is very' high. It is obtained by the use of twin screw* and large rudders and by so arranging the stern and the de.itiwood area that flow across the vessel to rudders and wheels is virtually unimpeded when the former are hard over. This allows the vessel to be turned with grmt factlitv and rather rapidly within her own length, so that she may be placed exactly where she is needed at any given moment. The location of the towing hook is of great importance. If it is too far aft, the pull on the hook by the ship's hawser will tend to offset the turning effect of the rudder With little power to steer it self, the tug would then !>e unable to "stav in shape'" (that i, exert its pull in the desired direction from the ship) and the Captain might have to release the towlmc prematurelv. The towing honk on the twinscrew hydroconic tug Helen M. McAllister, however, is located approximately at the center of lateral resistance, just alt of amidships, much closer to the axis about winch the tug turns. The hawser in this case therefore, does not affect the ability of the tug to turn and move m the de sired direction. The above point is very well illustrated when operating in a current. Tlie tug with the hook at the stem will be unable to turn itself into the current to get to the desired position upstream. Instead it will be swept broadside by the current toward a point downstream from the ship. When this happens, the tug, un able to puli in the desired direction, would have to release die tow line. This would leave the pilot on the ship without the assistance he might have needed to manoeu ver the ship without damage or injury to the crew and passengers. The tug with us hook just aft of amid ships, on the other hand, would not be hindered by the towline from turning di rectly into the current and running to the desired position to exert its pull. Another factor which affects manoeuverability i* the speed with which the propeller(s) and rudilcr(s) respond to engine controls and helm in the pilot iiou<c. On the Helen M. .McAllister the engine control lever in the pilot house is connected me chanically by a torsion bar system to the engine throttle and the control cock on the reverse reduction gear. The clutch it- 5 I'-'Ol Xntionol Safety l auyrers tch' is tivdr.Hilu-.illy operated :uid is capable of reversing very quickly. Tim vvvtan i> so effective that die di lution tti rotation ot the propellers can i>c reverted within two seconds ot the move ment ot` the engine control lever in the pilot house. To complete the picture the propellers when started in the ahead or astern direction "bite" the water almost immediately, and because limy are rela tively large (98 inches in diameter) they create ample thrust to start the tug mov ing ipiicklv either ahead or astern. Tii summarize, then, the Helen M. Mc. tth.'ter attains maximum manocuvcrability mi ihc end f a towline, primarily because: t The petition of the hook is almost iiiiid-hq*. and 2 The twin propellers and rudders can create a very high torque to turn the ves-1*1 in any direction. Si>, when the Helen M. McAllitttr is in .i dangerous position, due to the current nr an unexpected movement of the ship, die is able to manoeuver quickly to safety. //. Visibility. l-ack of visibility in a tug cun be one id the greatest dangers to its safe op eration. A heavily obstructed view in any direction almost inevitably produces dan gerous situations, at times, as the Master is unable to take the necessary action un til the situation has developed. In order for the Captain to take advantage of the quick manocuverabUity of a vessel like the Helm M. AfeAllister, he must be able to see all that is going on around him. Excellent visibility is attained on this vessel by large window's all around, not only forward, aft and on the sides, but also in the four comers of the pilot house. Since there is no captain's cabin behind the pilot house, the deep windows looking aft provide a view of part of the main deck at the stem. In addition, the slight obstruction caused by the suck ts offset by controls being installed on both the port and starboard side so that the Captain can work, during a job, from the side giving him the most advantageous view. Standing at the controls and with his head out ot die window, he can sec up ,iiid down the full length of the tug. This feature is particularly important in mak* mg a Hitt landing against a moving ship, thus reducing the possibility ot knocking an engineer or cook off his feet with an unexpected jolt In addition, by being able to see the water immediately adjacent to the tug, from bow to stem, the possibility of running over debris or logs, which may cause damage to the propellers, is lessened. For the safety of the deckhands the Captain should be able to see the entire working area on dock, from the fantail up to the towing hook. Such a view en ables him to manoeuver the stem of the tug in the direction which would b*t as sist the deckhands to manhandle the heavy towline up to the hook. Also it would be unlikely for the Captain to release the towline if he could see that one ot the deckhands was in the way. Probably most important of all, though, the Captain must be able to sec the ship and his towline lading from the hook up to the deck, of the ship. Then, if the ship speeds up, slows down or begins to turn, the Captain will be aware of it immediately and can manoeuver the tug accordingly. Although the deck over the Helen M. Me.Ulister'e pilot house is not transparent, the windows are high enough for the Captain to see tlic towhne and the ship in ail situ ations. ///. Stability. It ts essential that a harbor tug be very stable so that it is capable of being pulled sideways by a tow rope vv ithout rolling over. The unfortunate experience of the Montreal Harbour tug John Pratt illustrates only too dearly how quickly and suddenly a tug can be pulled broadside by the towline and then capsized. A high degree of stability, more than any other feature of a Itarbor tug, is necessary to the safety and. therefore, the peace of mind ot the crew. Stability may be defined either by curves of statistical stability, by dynamical sta bility or by the metaccntric height, better known as GM. As most modem harbor tugs are essentially of similar type and the main dimensions for a given tug can only be varied without certain limits, it is natural eo choose the mctacenlric height as the most convenient criterion when discussing sta bility. The GM of the Helm M. McAllister at 45 inches, is considerably more than her 0 Marine Industries conventional counterpart. In addition, tier targe tow hook is *o designed that when it right angles to the center line of the vessel, a moment is produced opposing the heeling moment caused by the tug being dragged sideways through the water. These two factors, the high amount of stability, md the specially designed tow hook, make it virtually impossible tor tlir Helen M. McAllister to be capsized. At the same time the increase in breadth required to produce these metaccntric heights t* not a worry to the hydroconic form as the water flow it such that the resistance ut the huh ts relatively insensitive to breadth and it is therefore |>o*sibtc to build-in this -sietv without detriment !> tiic propulsive(uulities of ilie v---vt. ft', for Propellers, \ traditional problem with twin-screw mgs has been propeller damage due to the propeller extending nut beyond the *nle* >i the tug. The twin-screw hydroconic tug, however, is so arranged at the stem, that the wide, flat sections completely cover the propeller. This cover extends sufficiently far to protect the propeller from contact with, say, a ship alongside, umkr anv reasonMr v minions of heL Coverage bv ilie flat -eettwn is under -'`ter and this underwater coverage extends * beyond the projection of the propellers, Hus preventing air drawing, and hence givmg a good solid flow of water to and from the propellers This feature minimizes the ;o%nbility <? ropes being drawn into the propeller. in addition. H .w to the propellers is along he buttock lines ;.t the stem, and has little i.r no water line component. This has defi nite safety aspects because it not only pre vents debri* from being sucked into the propellers and raining damage, but also minimizes the possibility of a man, who might have fallen overboard, from being licked into the profiler*. V Single Engine Capability and Reserve Pouer. Should there be meclianical trouble in a tug or should one propeller become en tangled in ;t line when working, a very unfortunate -itualiim nwv arm which would .ndanger the tug and the vessel she is handling, tu the twin-screw hydroconic tuy the vessel can continue to work with one propeller only, since the steering and gen eral propeller capabilities are such that she can still maintain a straight course with quite a small angle of helm. In addition, the Helen At. McAllister ran exert a towrope pull in excess of nine tons with a ingle engine and propeller, which would he sufficient to lontinue the operation to -.iety, i 7. Seaworthiness Seaworthiness i- a nece-sary feature for tugs that are operating in coastal waters. Last year, a tmn-crew hvdrocoiuc tug. the fstand Mariner, was sailed from England to Victoria. British C'lunbia. for duty on ihc West Coast. En mute, it was caught m a hurricane off Bermuda, but the Captain reported that the vc--el was never in dan ger at any time. Dunne the height of the storm, he was force.] to run with it and lie mentioned that die maintained her head ing with little tendency to broach. Basically, the hydrocomc tug i arranged o that with the wide, flat stem, the cen ter of pitch is far aft, and the bow is of such a full form that it heavily dampens the motion. As a result, the bow does not acquire high pitching amplitudes, while the stem tends to fottow the wave slope, i.e, slides up and down. This produces very satisfactory- propulsive conditions as the propeller is never kicked out of the water, and hence there is no undue power loss or danger of mechanical or personnel trouble in the engine room. . Sjzeabte rolling chocks were fitted to the Island Mariner with the result that the rolling is dampened considerably. Although the Island Manner lias logged many days towing in the open ocean off the British Columbia coast, she rarely rolls the crockery iT the galley table. A more important result of this dampened notion than the saving of dishes, however, is die good physical condition of the crew. Fatigue and/or seasickness are at a mini mum on the Island Mariner, and the men are therefore less prone to accident*. TV/. Structural Integrity and Continuity. Great attention i-. paid to structural in tegrity and continuity because it is the opm- 1961 National Softly Congras ion of the designers of the hydroconic tug that vibration and toss of alignment of the main propulsion machinery is highly undesirable both from the efficiency and safety points of views m a small ship. Generally large powers are installed in tm\ boats relative to the sue of the ship and it is very easy to 8*1 bad vibration and machinery suffering from lack of alignment. Ml engine girders are taken right through *-* the stem and torm the rudder trunks .mil seating* tor the steering gear. The 'iimparattve lack of vibration undoubtedly produces a more satisfactory working con dition and enables the crew to concentrate better upon the safe and efficient work ing of the ship. The scantlings of the /fW<*n M, Me.-tlh'h'r are especially heavy with frame [lacing cut in half forward of amidships to provide the strength to operate in ice This additional strength is an added safety factor in case of collision or other damage. The subject of marine safety in Mon treal Harbor as welt as throughout Canada, i- a major concern of the Canadian Steam ship Inspection Service. The numerous in spectors of this Service do a first class job in ensuring that ships are built, repaired and maintained in a safe operating condi tion and in accordance with a myriad set of regulations. These regulations rover sub jects all the way from safety valves ad shafting to life boats. But, as detailed as these time tested safety regulations are; I do not believe that they can possibly cover all the important safetv features of an inheratUy haardoot busi ness like the operation of harbour tag* The harbour tug is a highly speciali***' vessel It is for this rcasoe that l eV -< to dwell on those items which make a rev an efficient vessel and, therefore, a -- vessel. In the twin-screw hydroeuroc - have a tug which scores high nsaen*? ability, visibility, stability, protectkc propellers, power reserve, seawortfcaoc-. strength of hull, thus providing a *a*r an-' efficient working implement tor rapta.-- an crew. These qualities greatly mhar-cr established safety regulations and the e"r tiveness of a properly trained "safety-r--r scious" crew. It must'be emphasized that a Ma-tt-r boat handling ability and an wrv" safety must ultimately be relied * properly and safely operate a tug nh tbe-c high performance capabilities; however, those safety factors which can be l-w.t we believe the performance of the twin crew* |i>,Jr--i<oie lug illustrates their e* fecitvcne-- to *uch a degree that they '* came the w. rthy *ubjeet of the* a Mr*-- SAFETY. BUILT-IN By WILLIAM C. McNEAL Vice Pres., Oil Transport Co., Inc., New Orleans, La. I hope lo pass along ?r-mc -.ifcty ide-tand also to inform you of the prrigrc-- made in marnie safely on rmr river*. Most important, though, I am anxious to (cam from you about safety---I am no expert. This is tlic principal reason 1 have been at these meetings for the past several year* Built-in safety has been slow to arrive in the river business. But I am proud to say it is as much a fact today on (he rivers as it is at sea. This has been rapid prog ress I van recall six yean ago we in stalled fixer! carbon dioxide engine room fire fighting systems in two modern tow boats. Both U,.it? bad been built about with m <urh system. And there's a !>* more to this -tnry of adding safety feature|o existing towboats. However we got the jnb done with help from the Coa?t Guar-1, underwriter-, deep sea operator*, *hipvardand some plaintiffs' attorneys. Let's take a look at a conventional river towboat--our motor vessel Bayou Laron This boat regularly works the river sys tem with a tow of about 11,000 tons ca pacity, Mime one thousand feet long, in the petroleum trade. Certain conventional operational and safety features ate apparent U,imi,* hldll ilrirt at a glance--radar and radio antennae, two large searchlights, railings, ring buoys, a targe whistle and navigation lights. If we could get aboard more would be visible These would include a rate of -wing indicator, public address system and depth recorder in the whcelhouse, as well .-i* excellent firefighting equi|,ment with both *-,-rt>on dioxide and water fog systems. V<jii ,do get an indication here of good house keeping, that oldest, good safety practice. I am proud to say this is true. Of course wviAsig tor good housekeeping is a basic item Also this boat is twin screwnth uhrribuuse engine control as are most ** !*,U-atv Thtx two fact* are taken * *'*-ned U thev arc big plus factor* . -j r* - biah-m jr-vram. ' bwtv pru.idc the glamour in our -^ar-x Like most glamorous items Uie> ripcBvrre, attract attenuoo and require saacuB support. So we need the raihcr idrzriaa barge- as a tmv for the boats i; the barge that carrier the cargo to im the mooey--there would seem to be a * ral here somewhere. But I won't pursue i- There is. though, this very real fact. We have concentrated our safety engineer ing on the towboats lo a far greater degree than we have on our barges. -\nd the ever widening scope of unusual cargoes demands we pay more attention to barge safety. Here are some of our petroleum barge? at a loading dock in Louisiana. They arc all equipped with the Coast Guard required safety devices including a remote pump en gine shutdown o ably advocated here a tew years ago by Mr. Spellacy of Humble Oil & Refining Co. But let's take a look u some other features. Cargo hose hoists nn harges are excellent devices. Note the dark green deck paint to prevent search light reflection at night. And perhaps you can detect the wide strip of non-skid paint around the edges of the barges. Also the edge has a white strip all around, to aid the pilot as well as the deckhand Other deck obstructions are painted to contrast Aith dark green. Here again good house keeping is vital. These barges are in the asphalt trade but you don't see any asphalt 'n deck. Also rope and cable arc properly `lowL Take a closer took with me at this new tyle cylindrical tank barge designed for Hie asphalt trade 'I lux barge tuts just com pleted ns maiden loading ot 2$0 degree asphalt. You can see the catwalk with handtail on top ot each tank. And the side hand rail is visible at the lower left comer ot the picture. The steam line and cargo pipeline is in between the two tank* where crewmember* don't walk, thus helping to elimi nate burns S\c are looking at the bow of the barge. l.'ual!y the pumping unit is on the stern. But we felt the much larger bowarea was the be-t location. This allows plenty of space on the stem deck for the crew to make barge couplings with less danger of falling overboard. Special purpose bargercquire special thought if we are to build in *atel>\ . We've spent some time here looking at the built-in features on river equipment These are all important along with many other items that are or can be built into the many vessels on our rivers. There k a staggenng variety ot vc-*el? in use today. There will be more tomorrow as we find new and better ways of handling cargoes and barges. Planning for safety in equip ment must start at the beginning ot the construction program. And I believe today it generally dne. We have not >et touched *m the most vital area wiurc saicty must he built in. Take a look at tin* picture. The man m the middle is master uf the ttaynn Laron and with him is the cook and one of his deck crew. AH arc human beings, all have brains. And it is in this brain that we have our vital area for building ut safety. In New York last April, Mr. Mansell of Bethlehem Steel's Shipbuilding Div. made a summary of the President's safety corttcrence that bears repeating. He said, "In March of I960, at die Presi dent's conference on occupational safety at Washington, D. C,, the need was stressed tor mure employee and supervisory train ing, plus an awareness of the mental lapses of people, it was pointed out that, bio logically, human beings liave not ciianged in reaction time since the beginning nf man, and that this has always been a prob lem in the increasingly complex industrial environment. The claim was made also that we have reached the point of diminishing return trom purely physical safeguards, and that we must work on the physical character istic* of the individual, with the first line 9 1961 National Safety Congress supervisor understanding himself and the men working tor him U to attitudes and emotions, which may seriously affect his conduct on the job." Our company safety program has under* gone a haste change since its inception m 1954. Simply put, it i* this; we primarily worked at that time in safety engineer ing. Today we primarily work at utety psychology'. I think Mr. Mansell la* summed up the reasons ior thi cluuige. Practicing psychology is done hy :*U oi us each day in simply living. \\' need to pinpoint (his in our safety programs. By way of suggestion 1 recommend a review ot your safety program, quietly, in your head. You axe out to sell an idea and this is one sales campaign where no holds should be barred. I remember the safety engineer who used to present an artificial eye to any man he spotted not wearing goggle* where necessary in hi* plant. .Vo words vt ere necessary. Specially, un towboats. 1 would devote the most time to the captain, chief engi neer, deckmate and cook Why the first two should be sold i* obvious since they lead the boat. But the deckmate is mo*t important to me. He is on the spot with the men. N'ot only cin he give a fast warn ing or nn on-the-spot safety lesson, but he can see the ftazards at close range. Many a valuable safety idea in our fleet has come from a deckmate. My reason for including lie cook is a bit more subtle. Generally the cook is nn older, more mature person. Also the cook secs everybody frequently in galley bid! .`in eJJ the cook on talking about safety instead of pinup pic tures. The mere mention of the word "safety" helps remind crew members. Because towboat crews generally are nn scholars of English, I prefer limited amountof written safety material. But it can I* used. Keep it short to die point and u word* of less than four syllable!. Posterare always excellent. A source ot inlaiv. poster* of first rate quality is availablr cither through the American WaterwayOperators or the Safety and Health Con nutlet, or both The basic way to sell anything is to talk with the customer. So you must ser vour crews, talk with them, know them and just plain work hard lor built-in alen in the head. One final observation--few of us work, mg at safety with inland companies are professional safety men. In fact, few ot n* work, at safety full lime in our companic*, ilost of us were a-signed the jc4oi safety. So now come* the question, are you sold oe safety? Three months ago l was attending a safety meeting with another interested person work ing part tune in safety. .As we left hiplant in his car he failed to observe a stop sign and failed to observe die speed limit I doubt that he is a successful safety salenun because he had not yet sold himself l find it a bit uncomfortable to reflect i. my ow-n shortcomings in this field. \Yi hare a big Job ahead of us. Let's start by making ernain *atVty i hiiilt Into our s'rtvtt head- SAFETY. BUILT-IN. ON RIVER TOWBOATS By V. KEHRES Asst. Chief Eng., St. Louis Shipbuilding & Steel Co., St. Louis, Mo. The shipbuilder is the tiruverbial jack ui all trades, and, if he is going to >ta> in business, he had belter be the master of them all. He is the contractor building a propul sion power plant, an electrical power plant, hotel accommodations and restaurant facili ties. He is die insulation contractor, the sheetmeul worker, 'he plumber, electrician. v^rpeuter and painter. Beside- all this, he must build a hull tint will flout and is stable and seaworthy to incorporate tile results of the above labor. Therefore, to the designer and shipbuilder, whether of ocean craft or of river craft, safety has many facets. Many safety fea tures are common with other industries; many are unique with the marine field. 10 Marine Industries The naval architect's first responsibility to design a hull that i< liable and sea worthy to protect men and cargo. To insure that this safety is built in, naval architects iave an intensive training period, and sev eral agencies have established standards of 4ie design and construction. The American Bureau of Shipping and the United Stale* Ciost Guard, to name only two agencies, will approve <ic*ign drawings and follow -i -.>ygh with in-pection during construction. H'-wcver. while stability and soworthi-.* are (he most important safety features An arc built into a hull, w wish to dis- i- ;>xlay some of the less obvious safety c.nurc* which are included in river towhuts and barge*. Many items, although they are vitally important, are common with all Industrie* .txi are included by all reputable towboat odder*. We w ill but ltt them here: !. N`*tt skid deck surface* and tairtreads. 2 Handrails, grab rail* and safety lines. - Adequate lighting on stairs and ladder*. - Adequate floodlighting of deck work rra*. ?. thcirdt over moving machinery parts. Elimination of sharp plate edges. ` Contrasting colors on deck fittings and *i er deck obstructions. Insulation of engine exhaust lines. * Rubber floor mats and wood handrail * -witcl.bo-nl* The modem -aie towboat has many unique ratures. howcur. Standby equipment is very important. To j-fevent fo* ot the entire power plant, -uutdby electrical generator* are provided that can be thrown on the line on short notice. Loss of electrical power would kill .ll the motor driven equipment and could .cave the boat and tow- at the mercy of the rtver current, and hazard* such a* bridge piers, locks, dams and bars. Like wise stind&y air compressors and steering gear pumps are provided for die safety not only ot die towboat and tow but for dial of the crew. We liave to admit, how ever, that, in the opinion of the crew*, the most important standby unit is the standby refrigeration compressor we install on most ot our towboats. Most everything else is *econdart* to keeping the food ott the mes* table. Continuing the theme that properly op erating mechanical equipment contributes to the safety of personnel and tow, the use ot audible and visual alarms is an important <aitty feature, in addition to the standard general alarm system to warn of fire and pending danger, there are alarms fo indicate low* lubricating oil pressure, high cooling water temperature, failure of a steering .tear pump, fuel oil day tank low level, etc. While escape latches are common on i<eu% craft, it i only m recent years that they have been standard equipment on river towboats. This now common usage, like w* many other saicty improvement*. wa- the result of a near catastrophe. A few years ago on a large towboat, a high pre<- *ute fuel line on a mam propulsion en gine developed a leak and filled the engine room with atomized oil. The engineer, work ing in the forward auxiliary machinery mm, was unaware oi the leak until the fuel was ignited, probably by the oil burner on the heating boiler. The engine room was immediately a holocaust, trapping the engineer in the below decks compartment Thanks to some far 'funking designer, this was one of tit' boats having an escape hatch from tin, compartment to the quarters above and the man * life was saved. The firefighting equipment on towboats is improving all the time. Fire pumps of J00 GPM at 100 psi arc not now uncom mon. The fire pumps, usual!* located in the lower engine room, now have remote startMop switches mounted on the outside of die deckhouse. The problem of tnsujc high-pressure fuel tine failures is net uncommon. Several boat arc fitted with fog nozzles mounted di rectly over the main engines. Upon detec tion of a fuel oil leak a fog spray is re leased. filling the engine room and thus .(voiding ignition of the atomized oil, The s-ourcc of water for these fog nozzles ta separate diesel-driven fire pump mounted m> deck. Thu*, the engineer, from a re mote location, ctm eliminate the danger of fire and safety enter the space to cut off fuel pressure. As an added precaution, to combat the same hazard, these boats have a cut off in the fuel oil line at the fuel pump which operates automatically when (lie fuel oil is cut off at the Kick by the pilot house 11 1961 National Safely Congress control or mamuii engine controls. This in effect removes the pressure from the entire fuel line by remote control. To get at the root of these fuel oil line teaks, however, we have instigated recent metallurgical research to improve the wear ing qualities o( the fuel line material. We believe that thii problem will be resolved very soon. Many towboats have banks oi COs cylin der- that are piped to the engine room bilges for combating fires. From a remote con trol station outside of the deckhouse the i'O, is released to any part of the bilges. The cylinders are sized so that the engine room can be completely flooded to snuff out any fire. Since there is the inherent danger that a man could be trapped below .aid be suffocated bv the CO,, an atarm sounds when the CO, is released. Also, to cut off the atr supply to a fire, a pres sure switch, when the CO, is released, auto matically cuts off all engine room supply and exhaust fans. This principal of automatic shutdown is tsed in other applications. A tew years ago the engine crew of a 2400 H P. towboat had a harrowing ex perience. The Chief was unaware that a lube oil leak had developed in the mani fold of the turbocharger of the port en gine. The Captain, seeing the smoke irom the exhaust caused by the burning oil threw l he clutch out--an unfortunate natural in<unct. Away went the engine--running on lube oil since the overspeed trip had long since -hut off the fuel oil. N'o one knows hot fantastic RPM's were attained by the runaway engine when die flywheel started disintegrating Pieces of cast iron, tom off the flywheel by centrifugal force, started flying through the engine room and through the root. One piece sheared off the governor the starboard engine and away went the second engine. Fortunately, the Chief is able to stop the engines without even in injury to any personnel. To prevent uch a recurrence .' main engine "runaway/' many boats now have an air and oil operated automatic shut down on the air intake manifold energized by the overspeed governor. Several have manual air shutoffs, operable from out-ide the engine room. In addition to lubricating oil low pres sure alarm, several boats have an automatic shutoff in the fuel Une actuated by low lubricating oil pressure, thus preventing en gine damage. While on the subject of engine*, it is poo*! to note that several diesel engine manufac turers are designing their crankcase cover- to withstand a crankcase explosion. Thu* not only are flames contained within the engine but the hazard of (King cover* ietintituled. When built by reputable shipyards there is a vast amount of hidden built-in safety in the electrical systems of river towboats. Proper grounding, insulation and installation of electrical equipment and wiring by trained competent electricians can be the most im portant asset to titer boat owner and the most important safety feature to the crew. Today's excellent electronic navigational equipment has added greatly to the safety of marine personnel. The almost universal use of radar on the larger boats has les sened the chance of collision with othe* tows, bridge piers, etc The radio tele phone is a great assist in anticipating ,v oncoming tow when navigating around blind bend. So from stem to stem and from the pilot house to the bilges, the shipbuilder it constantly safety conscious. Whether hr is wearing the hat of the designer, the steel erector, the machinist, the pipefitter or :K electrician, he is concerned with the ca-tr. tit personnel. The great improvements in recent yearin the built-m safety features of the better river towboats Is a credit not only to the enterprising shipyards but also to the man' safety minded towboat operators. After ail. many of the above features can be costly It is the owner who pays the bill without the anticipation of a quick return on jfl* While all of these built-in -atety fea tures--the automatic shutdowns, the remote controls, etc.--are all commendable, they tan breed a new danger. I asn convinced that tius trend to automation in the safety field can promote over-dependence mo me chanical equipment and create safety laziness in personnel It is incumbent upon the tow boat owner constantly to instruct the crew that these built-in safety features are to aid and assist him, and are not a substitute for his constant concern for safety. 12 Marine lndujtrie* SAFETY, BUILT-IN By WM. A. McCORMICK, JR. Safety Supr., Union Barge Line Carp., Pittsburgh, Pa. I certainly feel honored to have been asked v help out in this session, .md yet I feel like a voungster to marine wrk. Although l have been partially associaied with marine work for six jests in lock, dam and bridge construction on the rivers, 1 have only been m full time mxrme operations since Janu ary I of this year. Throughout m> presenta tion, 1 want you to keep In mind that "F ttut came on uatch" for this job the first ui the year. My duties as satety supervisor with Union Barge Line Corp. are fo help administer the corporation hazard control program in towboat operations. In addition to Union liarge. I have the same responsibilities in the Keystone Div. of Dravo Corp., a sand ,\tid gravel producer with a fleet of tow boats, barges and dredges, with some tow ing in the coal trade operating on the Monongahela and Ohio Rivers in the Pitts burgh, Pa., area. Also, Keystone Div. op erates nine land plants and three large mixer truck fleets. My third area of responsibility is the Potomac Sand and Gravel Co. located in Washington, l). C, recently acquired by nur corporaiion. This is a sand and gravel producing company operating in the Potomac Uiver with five dredges, five tugboats, one towboat, two stiff teg derrick boats and i large fleet ui -and barges feeding two Urge prffcessing di.-trilmtiun land plants. In more detail, my work consists of mak ing inspections of all plant and marine equipment, making recommendations at all levels of management, developing and condueling safety education meetings for super visors and working out problems in design with maintenance and engineering depart ment people. In short, much time is spent on planning ahead, keeping up to date on new (ethnological developments and selling me service--safety. To do this job properly, you must tike the work. You must be analytical minded, and like to work with ail kinds and types of people from lop management down ilirouch the eraiti-mcn. The first essential thi work is to be able to work with ..ad gci along: with all these people The job can only be .lone by mixing wtih the jwopie who do these jobs, observing their perations, asking them questions to leant .til the details possible about the operation. You must convince ihese workmen that you need their help. The quickest way to learn the routine and Hazards of a job i* to ask the man who i* performing die operation. The many years ui experience ot alt the workmen miiM not he ignored. To tins end. much of my lime is -(wilt aboard our marine equipment under actual operation. Employment with Union Barge Line en ables one to enjoy a situation not common . many people in marine safety in that uur parent company Dravo Corp.. is a ''uiliicr of marine equipment, as weft as an <>f, rotor of marine facilities. I teamed early that the best time to get safety devices <.n a piece of marine equipment is when it is being built This cover* part of the area of the subject of our discussion here today, which, as you know, is "safety built in." It is much easier and less expensive to get such items as proper sloped stairways, shaft coupling guards, proper fire protection systems, hand rails, deck toe rails, rte. on the boat when it is being built, rather than after-it it in service with full tpel bunkers. This is something our entire marine industry should strive for in the iuture, by taking advantage of the experi ence over the past years. The Inland Waterways Safety and Health Association has formed a subcommittee for this purpose. Our aim is to develop minimum standards on various safety hem*, that can be built into marine equipment. Eventually we hope to have a manual that can be placed in the lands of boat building com panies and operating companies to help than build rand maintain their boats and. plant equipment a* hazard free a* possible. Of course this same information can be used to make existing equipment much safer. 13 1961 National Safety L'omjress Now, through the medium of some colored tides, { want to take you with me on a trip over several pieces of marine equip ment and show you some of the situations I have noted and photographed in my trav els. Whose equipment, or where it is, b not important. We will cover dredges, tow boat* and barge-. We will see old equip ment as well as new. We wilt sec hazardous 'ituations as welt as good situations. Many 'it the ideas you wilt sew ior safer opera tion are old. Many may be new to you. it we do nothing mure than to get you tu thinking, we will have well spent our umt here When lucking ior a good picture tu take for an introductory slide, I could not pa** tip this scene, Slide At>. i--Days' future. Two young boys, cub scout age, looking at the marine activities along the Ohio River. 1 am sure this takes us all back a iew years. To me, this picture means a lot of things, it pro jects into the future--here are two young minds being developed, The things they see and hear in the next ten years, that is in the 1960`s, will surely be instrumental it helping them make tlietr choice of an occupation or profession for their life's work. And, as L saw these two lads, the thought occurred to me--What if they choose the marine transportation industry f W hat would they be getting into safety-wise.' Well, it our industry' does not belter itself, they will come into an industry dial ranks 33th out of 41 major industries in this country'. Just about on the bottom. And for every million manhours they ami their buddies would work, 21 of their fellow workers Will have disabling injuries, losing a total jf 2298 mandays. Now 1, for one, do not want to wish that on any of our future workers. 1 particularly do not wish it upon these three. Landing Work Slide A o. 2-Stairs to Landing, When workmen and crew members get aboard towboats, they usually cross over a landing, a dock or a wharf. Due to the physical terrain and the nature of a river to cut a channel, most river landings require long stairways and gangways for access from top of bank to the river level. Thought should be given here lo angle of stairs, width, tvpe uf trend, cfc. Mt*-t uf the people using these stairs and gang ways are carrying a suitcase, tools, storeparts, etc. At least one hand is always full. Thus good railings should exist here on both sides of the stairways. Many of the women wear high heel shoe-, thus tread type should be considered, so as to not catch high heels and trip the ladies. Also, width should be such that tw. people ran pass easily. Remember alt the traffic to and from the landing, regardless of reason, uses these access ways. Make it as efficient and safe as possible. In many instances a well sloped ramp can be used ih place of a stairway. Consideration sltould also be given to the accumulation of snow and ice during the winter months, if in a northern area. Slide -Vo. 3--Life Ring Stand. For the protection of the workmen around landings, "life rings' should be placed at location.near the outer edge of the fleet. They should be visible and easy to get to and always ready tor immediate casung. Slide .Vo, 4--Life Jackets--Kapok Type When working near or over water, men -hould wear life jackets. There are many types on the market. AU liave advantageand disadvantages. This is one of the stand ard kapok types. Bulkiness is its greatest drawback. Stide So $--Life Vest--Vinyl-Room Type Another type of vest used in tnantw work is this "vinjl foam" model. The?*vests are light and not bulky. The buoyant material is a sene* of independent air cell*, thus die material will not absorb water Tearing the material or punching it full of holes does not affect the buoyancy. Tinmaterial will not support combustion. A disadvantage is that the pad is hot on tit* wearer's back in summer months, and in 'Ub-zero temperatures the material become-tiff. Slide -V<>, 6--It'orkmen Without Vests When men work near or over water, they should wear vests. A severe bump or mi*-tep or stumble can put them into the drink, and when the current is swift and tiic water is muddy, as it is during open river conditions, it is imperative that they be -cen in the water. Slide So. F--Rowboat Seme .\ common scene on the river. This is a yawl play 14 3foruic industries .it a crew change on % dredge. * hie m *hcc men is ihc Mate Wc keep hearing that men ,ir< good -wimmers. It is well to point out that it's usually % good swimmer who Irowns, the non-swimmer most alwavs liaihi his vest. If a piece of rigging flic- and tuts a man in the head, knocking hint un conscious and into the water, being a good -witnmer won't help at all. The real purl^sc uf a vest t- to then a man so he win be seen to be hauled in, not a com* petthvc device for good swimmers. I have twen tempted many time* to put up signs .iving--"f'tood swimmers never drown, they mt Boat away and sink." f often see yawls .<> fully loaded that they look more like a "troop <btp" than for what they are in* ended. Walkways and K:iiiinc- Now let's go aboard some equqiment and ~ee some stairs, walkways and applications I liand rail guards. People move ail over lie equipment, and for ju*t plain walking, -everal tilings have been done to prevent r.tils. Also several iiaanrd* exist which can -ause falls. 9tide -Vo. S-- 1`uubiiat Underway. Here vc see material on the guard. This guard i? not too wide and ucb obstructions In crease the chance fur a man overboard. Note that there are no life lines or rope railing on this boat. Slide So. 9--Life Liner. These hues serve a* a good railing. When stem lines are i-n), the snaps are too-ened, then re-snapped .liter tiic -tern line* iiavc been dragged back ud lightened in place. Slide Xo 10--Rope Ratlings. Here tiic guard fa much wider than tiic lop of the deck house, so rope railings are used. No nce, however, that there is no toe rati on tins guard. If one slipped on ice and slid -lawn under this particular rope face down, l-e would not have anything to catch onto. Slide .Vo. 11--Toe Rail. Here we -ec a t*e rati to act as a catching point, should >ne begin to slide overboard. Slide So. 12--Mariner Stairs. Continuing with stairs, here is a nice application. Thc>c -lairs are well sloped, they aren't too sleep, or too flat; they are equipped with good hand nils; tiic treads are open to prevent -now and tee from accumulating, and there plenty of head room at the tair entrance. Slide So. 13--Coated Treads. These stair treads are painted with a non-skid mix and at night they reflect light. At night these stain stand out like piano keys in dark room. Slide So, If--Ttna Knee lhind Rails. Hand rads on tow knees are very' helpful io deckmen, especially when the decks are wet ami the men are carrying ratchets, lines, tools, etc. This is a stairway and any stair way should have a hand rail. Slide No. 15--Cover Barge Hand Rail. Here is a rail on a covered barge. Note the non-skid walking surface on. the gunnel. Slide So. 16--Dredge Hoist Railinp. Hoist bindings -hould be well guarded. Here ;i -ection can be removed while landing the material. Then this section can be replaced, giving continued protection aqaint falls verboard, Slide So. IF--Searchlight Without a Rail ing. A hazard exists here in that there is no railing around this searchlight Search lights require considerable maintenance and -Itouid be protected as this next light shows. Slide So. IS --Searchlight toitk Guard. Railings such as these prevent falls. Slide ,V* 19--Engine Roam In this en gine room, note the good railings, also note the tne rail on the Heck to keep tools, bolts, pipe, round#, etc. from falling below when working on engines. Slide So, 20-- Roofing Taper Walkway. Here U a good application (or a non skid vnlkway. This is regular roofing paper an chored to the top of tins tar pitch roof, bove the engine room of a towboat. Slide No. 21--Sand Well. No guard near the walkway here- One could slip into this is an out of the way place, but men do go in this area to cheek the equip ment and work if need be. Slide So. 22--Spilled Gravel on Walk- ;.av. Here is a nice walkway, with a good '.ui.lruil hut look at the mess here on this uk. This gravel is tough stuff to walk ivr One could fall easily and strike his fiend on .-omc steel object, causing a serious injury. This gravel was spilling over the edge uf the walkway to the next deck 20 feet below where deck hand* were working binding barges. Slide Ho. 23--Sagging Belt. The cause f thi gravel situation which you have just 15 1961 Xiitionul Sotetv Congress seen, is the sag in this belt. An extra set uf rollers here woulrl prevent this situation. Slide Xo. 24--Cninvyor Belt. Another belt here with spilled gravel. This r.*tn also fall trclow and strike a worker, A longer skirt would help elimuute itii' condition. Slide .Vo. 25--Dirty Gunnel The best deckhand in the industry could not walk over this obstacle course. Gunnels must be kept clean at ail times, and believe me this is a constant battle This particular barge situation was created at a landing where (his barge was unloaded. However, it did come in a tow back to a dredge in this condition. Slide Xo. 36--Cluttered 11`alku`oys. Here i a real accident trap. Tools on the walk* way and a hose across the walkway, a real tripping hazard. Xo railing on the left side. As you can see. this is high in the air, about GO feet to the water level. Slide -Vo. 27--Cluttered Rake oh Barge. Such items make it rough on deck crews if not cleaned up. Slide .Vo. 29--Hand tyirteh. Here is some thing that can he a real accident maker. This is a hand winch used for lifting yawls on >awl booms and raising conveyors around dredges. You will note that this has a fric tion-type band brake. Many times this handle is not removed as it should be. The clutch is released and the handle unwinds and hits the workmen right smack across the head, or breaks a wrist or arm. Slide A o, 29--Electric Hoist. Of course the more modem method is to use elec trically driven hoists and winches with push button control. Slide Xo. 30 -- Electric Driven Winch. Here is an electrically driven winch, note how the gears are not guarded. It would be very easy for one to get caught between these gears. Note the crowded condition the operator would be in while operating this winch. Better design would have eliminated this situation. Slide Xo. 31--Unguarded Belt Drive. Here is another accident trap--if one would slip and fall into this with his hand or arm, -erious injury could result Slide Xo. 32--Guarded Drive. Here is a drive that is 100 per cent protected. This could not cause injury if anyone would come in contact with it Slide Xo. 33--Partially Protected Drive. Here is just about a 100 per cent guard ing job, however one shaft end has been left unprotected. Note tliat one shaft end is covered with a metal cup and one left exposed. Yen can't see it. but there's a real sharp key sticking out of the groove which could cause injury to someone's knee or wind up clothing if someone enme against it. Slide Xo. 34--Shaft Cover. Here a walk way passes under a shaft. However the shaft is welt protected with proper guarding. Slide .Vo. 35--Shaft Coupling Guard, Sole the wcll-fonned and well-insulated shaft coupling guard. This is the coupling be tween an engine and a light plant on a tow boat. This same drive operates the pressure pump for the hydraulic steering system Slide Xo. 36--Brit Drive Shaft Protects This is the scene in the engine roam ot a smalt construction job towboat. A four belt sheave drive was installed to run ar. air compressor m a changeover from manual to air steenng. This is a very good appli cation of scrap parts built into a very mce guard. Slide Xo. 37--,1/aix Drive Shaft Cauftux: Guard. Another w-ell constructed and weli anchored shaft coupling guard. This is on the main drive shaft of a Urge towboat. On many boats this area is used for storage This is fine if done properly. However i; any combustible material got against tht* exposed shaft it would be ignited by fric tion, the oldest fire starting principle in the world. Slide Xo. 3d--Flanking Rudder Bumper Plate Hazard. This is a real accident haz ard built into a new boat. This is the aid of the connecting arm on the flanking rud der control. When thrown to the extreme port position, this bearing point strikes against this bumper plate on the bulkhead, just to the right of this area is a door way. Anyone who would enter this area and try' to take a sliortcut, would certainly be killed if caught between the wall and the end of the control rod--thus a chain has been installed to prevent anyone from en tering this area. Slide Xo. 39--Resistor Bonk Protection Screen. This resistor bank area carries 440 volts. However, this very nice guard made 16 Marine Industries from scrap pieces of dredge screens elimi nates any hazard of electrocution, should some one fall into it or poke an iron rod or tool into the bank. Slide Xo. 40--Grinder Protection, This is probably one of the most abused items in our industry. However, note here that the grinder tool post is well in toward the wheel, face shield is in ptace and goggles are sup plied for the operator * u*e Mso wheels of the proper speed range and type should be used. Slide Xo. 4J--Kitchen Stove Guard. Most towboats vibrate a great deal, especially when flanking. Note here the weld rods that have been welded onto the stove top to prevent pans with scalding water from falling to the floor and possibly scaldins the feet and tegs of the kitchen personnel. Slide Xo. 42--Pilot House Stairs Hazard. .Vote here that the stairways to the pilot house comes up at an angle where you en ter them directly behind the pilot. Should 'rtc stumble and fall or mis-step especially it night when it is totally* dark, one could fall directly down the stairway backward. Al*o a small dim night light would be helpful on all such stairways at night. Slide Xo, 43--Mariner Pilot House Stairu ays--Good. Note that these stairs run par ole! lo the side of the pilot house. Here it is not so easy to back down the stairs hy mistake. It might be well if a small lunged rod would be placed at the top of ail pitot house stairs where they could only open from the "coming up" direction. From the pilot house side of the stairs, this rod would act as a railing. Slide Xo. 4^-Marincr Pilot House Controls. Note how all the controls in this pilot house can be reached by the pilot while sitting in the chair at the controls. In many pilot houses, the pilot must leave his chair and walk eight to ten feet to a radio, leaving the controls unattended. This particular boat is a very fate design- where all controls are handy and the pilot does not have to leave the controls except very* rarely. This is very important, especially when entering or leaving locks. Special Hazards and Corrected Conditions Aboard Marine Equipment Now, returning to the lower level of the towboat and out on the fleet, we will look ae some of (he hazardous situations and what has been done lo eliminate such con ditions. Slide Xo 45--Cable Reel. This is a real accident maker aboard marine equipment. Here we have a wire reel which is not blocked. On marine equipment which yaws and rolls this reel would roll. All reel* should be well blocked and preferably laid on the side, if possible. This is especially true on derrick boats when the deck goes out of level when heavy loads are picked up. Slide .Vo. 46 -- yellow Line on Cover Barge. This is something with which we are all familiar. I'm sure, it i$ a bright yellow line painted continuously down the top of a covered barge. Anyone walking here, day or night, and sees a break tn this white line knows that a hatch cover is open, pre venting a long fall into the barge. Slide Xo. 47--Catered Barge Latch Caver Handle. Here is something that has caused ovalities. When the hatch cover rolls and -trikes the end of the barge, a handle would tiy over and strike a man standing in line with it. To eliminate this, these lugs were welded onto the latch cover handle. It can only rise to a vertical position. Slide Xo. 49--Covered Barge Latch Han* die--Vertical Position. Here we see the latch ewer in vertical positirn, the lugs present ing it from coming down over the end of the barge where it could strike anyone who may be standing in line with il Slide Xo. 49--Covered Barge Latch Han dle and Employee. Here we see how an em ployee is protected by these lugs on the latch handle. We can see that the nun is at the right height to be really "clobbered" ' if this would be allowed to come on over striking his head. Slide Xo. 50--Ladder Shoes. Here is some thing that all ladders should have when used aboard deck or any hard smooth sur face. Vote the ladder shoes prevent the ladder from slipping on the steel deck. An other feature here is the portable ladder tep tread. This tread can be placed at any rung, allowing a 6 inch surface for the man to stand on. I sure would have ap preciated this when 1 was a kid picking cherries back on the farm when i spent all day on a ladder rung or tree limb m my bare feet. 17 196/ Hatienj! Safety Congress S%,ide ,V.t } I--Permanent Rigging. Here - a ratchet, attached permanently to the ~J<e end ot a barge. Tills metal plate is "elded to the end of the eye bolt It keeps tiic end oi ilic ratchet above the deck and 'nil not allow it to fall on deckhands* anger*. The piece ot metal also acts ai a j-crmanesit toothpick. Also note the non-skid irtacc aboard this barge. ''tide Ai. 52--Color Coated Ratchet, You "ill note that one end ot this ratchet is ,aimed green and the other end white. This :* `-mething a blacksmith did to make it c-i\v to determine the right and left side A the ratchet. This is not a safety item, it is more an efficiency item. Anyone or dering a broken ratchet bolt, will know immediately which is left or right hand >dc when ordering the bolt, Wide .Vo. $2--Door Hooke, All doors on marine equipment should be arranged so they can be hooked in the open position. Afany fingers have been damaged severely during windy days or when making up tow when doors have slammed shut on the workmens' hands. Slide Ho, 54--Sfozv Hood. On many of the older boats when the)* used large stoves and then replaced them with more modern mailer stoves, the hood (ticks out beyond the edge of the stove. Many of these hood* are low and are in the walking area of the kitchen crew, and become severe head bumpers. Note the hook in the upper left corner that can be used to hook the door in the open position. Slide Ha, SS--Steering Gear Room. Here is a shut of the tiller room. .Vote the lubri cating lines coming down to the various hudiings in this equipment. These hoses tic into a central-point lubricating system which i* a fine example of afctv and efficiency tied together. Slide Ho, 56 Central Lube System. These lines lead over to a central lubricating lo cation as shown in this slide. This allows a man to do all lubricating front a clear unltazardou* area and prevents him from climbing in and about the steering gear equip ment. Slide A`a, 57--Dredge Central Lube Sys tem. Here is the same thing applied to old equipment Vote Itow these caps and lines keep a man out of the hazard of climbing n on the digging ladder. Fire Prmecnon on Marine Equipment Slide Ho, 5d--Flammable Liquid Contain ers. Here t$ a common sight aboard marine equipment Gasoline and flammable liquid* are handled in iust about every type o> conceivable container that is made. Here we have two approved cans and sitting right along side of them is an unapproved fivegallon can. AH containers should be a saicty type can with the saute flame arrestor in the spout. Slide Ho. 59--Fuel Pent and Light Cover, Another precaution against fire on older boats is haring the light bulb covered with a glass shield and a steel cage protector to keep it from breaking in the area of a fuel vent where fumes might be ignited. Slide Ho. 60--Peek Fuel Vent. On newer boats, wc have this arrangement where the fuel tank vent is located down on the guard deck level. Slide Ho. 61--Hazardous Fire Ax. Here we see a fire ax stored away on the front end of a towboat. In this position, should someone slip . ud fall against this sharp point, it could cause a very severe injury. This hazard can be eliminated very easil> by putting a cap over the point of the ax as shown here. Slide .Vo, 62--Fire Ax Covered Point. Here the sharp point of (lie ax is covered with a small piece of copper tubing. It is very simple to make. Take a small piece of copper tubing and hammer it flat on one side, then place it over the point of the fire ax. It can be removed very easily in case the ax is needed in a hurry. Slide Ho. 63--M'ater Fire Hose. Mod alt marine equipment has water fire fight ing equipment aboard. Here we sec a vers well stacked hose connected to the water line with the nozzle in place. It is very important that the line be connected to the water valve and to the hose to save time in case it U needed in a hurry for a fire. Fog nozzles are also used. Slide Ho. 61--Fire Extinguishers. Most all marine equipment carries portable ex tinguishers. Here we sec a very well equipped, well maintained extinguisher, welt placid ua the rig. However, it is noted that it is out in the opes exposed to the atmos phere. All extinguishers, when placed out doors where they can come in contact with the weather, should be covered, either with 18 Marine Industries i ptu>tic bag or a box vwier built over the I'liinguishcr S`tide Ho. 65--Heat Actuator. 7tide Vo 66--Cylinders, Delay bottle and Trigger Head. Hide Ho 67--Main t'afZY. thde Ho 65--Siren. tlide Ho (6>--Pressure f,{^-rntcd fileetrie i.eitchrs. \lide Ho. 76--Hassle. slide Vo, it--Manual Controls. I'lutcfiKum slide Ho- 72--Boys' Future--ibhde Ho. It. In closing. I want to ask each of you this question: Wluu have you done to pro mote saietv in *.ur industry; Reeardle>( ni >our position, whedier it be vice president, operations manager, safety director, marine architect, captain, chief mate--what have >ou done? This is the group that has to qet things done. We are part of ait industry with great tradition. Tradition i< a hard thing to cope with sometimes, because from it comes re mittance to change. Nevertheless it must give way to more efficient and safer ways. Progress must not be stopped m our econ omy, II yon tlon't keep up with it, you will be passed by. If we all keep driving, keeping our mindcreative with ,t "don't give tip" attiiudc, 1 fed certain that bv ilic end of the next itecade, our little friends here will be proud of the `industry that we--then "old timers' will lav in their hand* MANAGEMENT, LABOR, AND GOVERNMENT IN AGGRESSIVE ACCIDENT PREVENTION PROGRAM By ARTHUR W. MOTLEY Dir., Bureau of Labor Standards. U. S. Department of Labor, Washington, D. C. In discusdnu: nn with >>m tlu alter- iKx.n, let me <av :>t the tii.il I nmddcr the "hide problem of accident prv- icntmn m the maritime Industrie*--toniett. i.irlv tnngslionntf and *hp rqumns. with which the Bureau of ludior Standard* <* iiHi*t directly concerned--primarily a mat ter tit three-way cooperation lietweeti man* lyentcnt. labor, and government. It con be likened to a triple-pronged effort on the |mrt of these grout* to bring about some thing desired by each: improved safety per formance. It is an instance where no sin gle group acting alone can attain success, bm all three, acting in concert, can achieve lngldv beneficial result*. \* member* of the Marine Section ui the National Safety Council, this audience i- well aware of past and current activities in the field of maritime safety, but perhaps a brief review of the background against which the U. $. Department of Labor's vafety work in the maritime industries ha* been projected will be helpful. Back in 1958, when Congress enacted t`ublic taw u ctusrd up a long-Maud- me gap m afegt,:tr<bng worker* in tone- Ivirttur. ship repair, and related maritime operation*. ThU law, which directed tin Secretary of Labor to e-Mnblivh and enforce regulation* "reasonably nereary to protect the life. Health, and safety ui such employ ees, and to render safe such employment and places of employment," amended section 41 ui the Longshoremen's and Harbor Work ers' Compensation Act (Public Law 09-80J). Passed by Congress in 1927, this latter Act represents the first attempt to eliminate in the field of safety and compensation, the "no-man's land" in which waterfront employers and workers had been operating. Based on the federal maritime authority, it applied to longshoremen and harbor work ers the already-established principle of statu tory remedies, regardless of fault--as op posed to negligence suits brought under common admiralty law--in cases of job-in curred injuries. This basic taw provided workmen's com pensation coverage for Itarbor workers and W I9oI XllhoHill Safety C'"lt<jrr.fJ tor it* administration by the U- S. Em ployees' Compensation Commission, an independent agency. However, under subse quent reorganization acts. Congress abolished the Commission and transferred its func tions first to the Federal Security Agency and, in May. 1950. administration ot the Act was vested in the Department ot Labor, where it is carried out bv the Bureau of Employees* Compensation. Related safety and health functions were delegated by the Sec. retarv of Labor Standards. In addition to the usual provisions con cerning compensation coverage and bene fits, it is Section 41 of the Act that is of particular interest from the safety stand point. As onKinallv passed. Section 41 pro vider "The commission shall mate studies ;md investigations with respect to safety provision* and the cause* of injuries in employments covered by this act and shall from time to time make to Congress and to employers and carriers such recommenda tion* as it may deem proper as to the best means of preventing such injuries," The only real authority given the Com mission was the authorization to enter places of employment covered by the act, and to examine equipment and conditions found. The original act did not confer authority to compel action looking toward accident prevention. Thus, m a sense, workers in these maritime industries were still in a "'no-man's land" as compared with work ers on dry land who were covered by State compensation laws a< well as State safety laws conferring rule-making and enforce ment authority upon an appropriate State agency. Nevertheless, by providing a system of workmen's compensation for maritime work ers. Congress provided a definite incentive, .-rnd the Commission offered encouragement, tor employers in the covered industries-- including stevedoring and ship repairing-- to develop amt extend accident prevention programs in their operations. Although un der no compulsion to do insofar as the Act's provisions were concerned, many em ployers initiated safety programs, while others expanded or breathed new life into their pre-existing safety efforts. Various maritime interests in a number of our major ports, including those on the Pacific coast, recognized during the 1930's j need for corrminjc unsafe working con ditions in their operations and for insti tuting safe working practices among their employees. They recognized, too, that safe methods are, generally speaking, efficient methods as well In some instances, the maritime industries adopted safety codes and applied them on a strictly voluntary basis--there were no mandatory safety re quirements at this time. Besides the safety standards in the sev eral voluntary maritime codes, certain volun tary promotional activities were carried on. \s early as 1946, the U. S. Employees' Compensation Commission and the Depart ment ot Labor launched a broad safety training program for waterfront employ ees under which monthly safety meetings were lo be held by employers at which insurance eompanv Aiety material was to be discuscd. At the same time, the Depart ment of Labor undertook to provide edu cational matcriaJ in the form of visual aids and other safety suggestions. This work was carried out with the cooperation of the managements of numerous progressive companies in the maritime industries. The Department also worked closely with a number of unions, holding safety meetings and conducting other safety promotional work among union members. These activi ties were purely voluntary on the part of management and labor--there was no com pulsion, other than a sincere desire to ``do something** about accidents and their re sultant injuries. Then, too, the Department's work in this area was necessarily limited to the part-time activities of a handful of federal safety consultants. This work was extremely significant, how ever, as it helped to establish a climate of understanding and cooperation between the three key groups--management, labor, and the government. Yet it soon became evident that this ex clusively voluntary approach with limited personnel and funds, was not effective in bringing about much improvement in the overall accident experience of maritime op erations covered by the Compensation Act. .Already known as a high-hazard activity, the maritime industries during the decade 1944-1957 compiled the unenviable record of 189,097 longshoremen and ship repair men disabled by accidental injuries--at an average rate of 18,900 a year. In addition. 20 Mitrwe Industries 1.345 workers were killed on the lob. Fre quency and severity rates remained high. Clearly the voluntary efforts (hat had been undertaken had not produced the desired results by way of reducing the accident ex perience in these htgh-hazard operations. Meanwhile, Congress was not aware of this ituation--various maritime safety bills were introduced after 1941, but none was reported *tit of committee. In 1958, after extensive hearings at w'hich individual employer*, emplojer associations, labor unions, shipping interests and govern mental auencies testified, Congress enacted Public Law X5-742. approved by the Presi dent August 23. 1958, to which 1 referred a lew moment* ago. In brief, the law* authorizes the Secre tary of Lb--,r to * < I > establish and en force safety and health regulations appli cable to employment* covered by the Act; f2) study and imc*titfate safety provisions and (he cau-e* -<nd prevention of injuries, and from time to time to recommend to Cungro* the be.t mean* of preventing such injuries; (J) provide for the establishment :.nti super* t*i*/n > f safety education and training pnxzram* for employers and em ployees; f4) c,nult with and advise em ployer* on the t>er means of preventing mjurie*. !.ct u* bnerfy ci-fiM-lcr these four basic cnc-by-tew hirst, "establish and enforce safety regu lations." Under the authority granted the Secretary of Labor by the 1958 Law, we proceeded to draft a set of proposed mini mum standard* covering longshoring and *hip repair operations. All available codes and standards applicable to these industries were analyzed and evaluated in preparing the draft regulations. These were then cir culated widely among employers, unions, trade associations, the Coast Guard, the -Vary Department, and the Maritime Ad ministration for informal criticism and com ment. After study and consideration of all criticisms and suggestions, a second draft was prepared for use at the public hear ings. Four such hearings were held during the tatter part of 1959--Chicago, New Or leans, San Francisco, and New York--in order to afford interested parties in all pans of the country opportunity to express their views. The hearings were well attended, and many individuals and groups submitted writ ten, rather than oral, comments cither be fore or during the public sessions. Ag.un. comments and suggestions were eareiull> weighed, and the regulations became ef fective March 21, I960. This audience is acquainted with these regulations. 1 have outlined the procedure hy which they were brought into being because It illustrates a cooperative--not ,itt authoritarian approach. Based on prcvtou<h established voluntary standards, armed at through the cooperation and collaboration of management, labor, and government, the Safety Regulations for Longshorinq and Ship Repairing constitute a sound and rea sonable guide to accident prevention in the Affected operations. As for enforcement, we have resorted to our authority to compel action only in those few instances where our consultative, edu cational approach has failed to produce compliance. However, there are a few em ployers, I regret to say, that have not fully responded to our consultative efforts and have given only lip service to the safety and health regulations. I have also been somewhat disappointed that white most em ployers are cooperating with our program, they have not given us more of the bene fit of their advice, opinion,--yes, even criti cism--for our use in improving our efforts to be of service. We welcome such advice and constructive criticism, and arc hope ful it will be forthcoming in greater amount. ! assure you it will be accepted m the same spirit as that in which it is ottered-- one ot mutual respect and confidence, re inforced by a sincere desire for bettering the industries' safety record. Second, "study and investigate safety Pro visions, the causes and prevention of in juries: recommend the best means of pre venting them'* Our safety staff, both in Washington and in the field are continually carrying out this directive of the law. When they visit or inspect a facility, they are constantly on the alert, not only for haz ards, but also for methods of controlling them. Where applicable, this information is parsed on to other employers and employees in the- daily contacts our field safety men make It is relayed to Washington, where it is used in a variety ot ways; to assist m improving the performance of other field men, for consideration in connection with tvfit Xational Safely Congress ;uty proposed amendments to (lie regula. lions, published as part of safety articles m various periodicals, and used in con* neriion with the many technical safety publications and bulletins of the Bureau of' UOior Standards. This becomes a matter hi `'spreading the word," and is an imjxrinnt pltasc of increasing the scope of .itciv knowledge. Again, it illustrates the --perntive approach we have followed. Third, "provide for safety education of . "ift.iyers and employers." Heavy emphasis Ini' lccii placed on this activity, not only Ui .iii'C of the mandate landed us by Con* m-<. but because we in the Bureau have )*ur -tressed the importance of safety train in',: ami education as one of the most potent forces m developing safe working condilions and safe work practices, not only in maritime operations, but in all other safety ,irea in which the Bureau ttas responsibility. Once more, it is a natter of a joint, co operative approach. We have continual!)* ** itiglit and received the wholehearted sup port and cooperation of employers and their -i"oantions, workers and their unions, eduvaiional institutions, other government agen ie*. and many others, in order to provide nrrdcd snletv training and education. We .ImII continue to seek--and, hopefully, to liiain--such cooperation from management, labor, and government, as die occasion war rants. I'nfonunatciy. some of our efforts to encourage safety training have not borne iruit, due to problems relating to pay for workers undergoing training. Certainly, cost U a factor here, but the cost of training. .> compared with the cost of accidents, can leave little doubt a* to which is the greater economy. Fourth, "consult uith urn/ advise employ4 rsThis is the core of much of our safety wurk. In keeping with its long-range policy of promoting safety, rendering consulting, technical safety services, and providing edn- i otional and training opportunities, the Bu reau of Labor Standards reties heavily on voluntary compliance of affected parties. While we intend to enforce the law con scientiously and impartially, we expea to continue spending the bulk of our lime, as we have in the past. In technical consulta tion and advisory service. I think it is significant that three of the d.ve-mentioned four points in our mandate from CufigTti- call fur activities that seek to bring abool conformity to, and compli ance with, accepted safety standards, as dis tinguished inen compulsion and enforce ment. We liave stressed--and will comimu to stress--the techniques of consultative, ad visory, and mtomativc services throughout >ur |rogr.ua ui safety in the maritime industrics. The most valuable role that tin Bureau of Labor Standards can play in protenting maritime work injuries is to buttres* and extend its technical advisory', consulting, and training services in this area. You who are complying fully with tin regulations and who are cooperating with us in our efforts to bring about a greater degree of safety are just as interested awe in government ui seeing to it that the fevr firms repeatedly found in violation arc brought into compliance Therefore, we shall not hesitate to use our legal authority to effect compliance with the law and the regulations in those relatively rare instance' witcrc the "consultative approach" (ails bring ft about While we have noted a high degree us oenpliance with the regulations on the part of the great majority of employers, further action has had to be taken in the case of a few firms. During the last fiscal year, court action wax begun seeking (> restrain two ship repair yard* from con tinuing operations that were in violation if the regulations. In one case a restrain ing order was issued, in the other it wa* tlenied. Xo cases have been prosecuted, a- yet, under the criminal procedures contained in the Act. Short of instituting legal ac tion. we now send letters from our Area offices to the managements of those firms which have been repeatedly found in viola tion of the regulations and which lave not respoodcd to violation notices we have served. These letters summarize the code violations found and serve as a warning --a danger signal--prior to more drastic action. In some Instances, we plan to sched ule conferences with such managements, ami anticipate some success in bringing about full compliance in this manner. A few figures concerning our safety ac tivities in ship repairing during the fiscal year ended June 30, 1961, give some in sight into our work in this area. Bear in mind, these relate only to ship repairing: our iongshoring activities are not included Marine Industrie! Suwmom of Ship Repairing Safety Program activities f'ensviUation* ..................... 2.SC* Evaluation Sun eys ............ ... ................ 393 Accident investigation*.............................. IS* tVimplaint Investigations.......................... M ihips Inspect-d . ...................................... Violation* Cited ............................................. i.SJO Violations Immediately Corrected ............ 1.033 Recommendations Made ............................. 833 Recommendation* Immediately corrected $57 Training' Number of Sessions held ..... If7 Training' Number in Attendance.............. 2.333 a*My Meetings: Number held .................. 301 .safety Meetings; Number in Attendance 4 527 .\umtx-r of Publications Distributed___17.279 S much lur past activity. What about ; r- Mem* un-1 prospects in the foreseeable future" 1 In anticipation of extending coverage the atetv regulations to shipbmkmp, conducted a detailed study of these operations, drafted preliminary regulatory proposal* and submitted them to the indu*iry. Comments and suggestions received were used in preparing a second draft for voii-ideration at a contemplated formal hear ing At this point, issuance of effective dnt-bnaktng regulations has been delayed ivtvimg clarification of a jurisdictional ques;im We hope for an early solution of this ;-r- litem, a- the hazards of shipbreaking art .-re..! ! A number ot proposed amendments :>< the ship repair regulations have been trailed and submitted to the industry for mmern. The** are specifically designed ;<> Oral with the problems of toxic, fire, and explosion hazards aboard vessels undergo ing repair. From our studies of accident mviigati'*n it is abundantly clear that this is an area where regulations are neces sary and where considerable research must be carried out. ft is proposed to require medical examinations lor employees exposed to metallic fumes to |>ermit early recogni tion of metal fume poisoning so corrective iction may be taken promptly. Further definition of the term '`competent person" m connection with the certification as to maintenance of gas-free and non-toxic at mosphere* aboard and around vessels has become necessary- We are now engaged in developing specific standards to assure the technical competency of persons in this work. 3, In tlie issuance of amendments--ex cept those that are purely administrative m nature--ihe Bureau ha* followed it* original concept of seeking the widest pos sible notice and comment before promulga tion. The only procedural change we have made is to hold a single public hearing m Washington instead of several hearing* m different parts of the country. Since the hulk ni the testimony is received in writ ing rather than orally, the opportunity atiorded iniereted parties to comment and criticize i* not impaired. 1 Ever since the Ship Repair Safety Regulation* became effective, there has been a "teeling" in *<me quarters that they do not apply to the small b>wtyard operator. While we recognize that often the small vard cannot be held accountable for safety and health measure* on exactly tiie same basis as the large operation, and that the degree of hazard frequently differs as be tween large and mal! yards, there is no arguing the fact that a worker in a small yard can be killed ju*t as dead if, for example, he is hit on the head by a tenpound block falling from a height of, say, fifteen feet, a* he can m a large yard. Size ui the operation i not I he controlling fac tor. The small yard is definitely covered by our safety regulations, and we lave followed the "rule of reason" in applying iheir requirements to such yards. There is need for further study in this area, especially with regard to operations that nay be unique to snail boatyards, and spe cial study of the associated hazard* is in dicated. j*. The regulations require that employ ers keep records and report data on In juries and man-hours of exposure in em ployments under' the Act. The Bureau of -Labor Statistics receives these reports, and compiles injury frequency and severity data for individual companies, ports, districts, areas, and national totals. For the fir*t time, comprehensive fijfure* on accidents ui the maritime industries are being received, There has been some misunderstanding of the reporting requirements and conse quent difficulty in obtaining data as to the extent of disability in individual cases. Much time lias been spent by the field staffs of BLS and our own Bureau in obtaining complete and consistent reporting. Although the figures obtained for the calendar year I960 are subject to some error, we expect to attain a satisfactory degree of uniformity in reporting during the current year. IVt>l XatmtuU Safety Congress ti. Training sessions and safety meetings li*\e increased in number and attendance as tnst ns we liave been able to meet the demand for them. Tills important phase of nr dietv program is developing in intensity* n* the initial need for concentrating on mi>cciioiis and enforcement becomes less j<retng. 7, We have maintained a close coopera* tivc relationship with the U. S. Coast Guard Thus, wc have almost entirely avoided duplii.tlion of effort or conflict of jurisdiction in a situation where the lines of demarcation arc narrow and in some eases ill-defined. The Bureau 01 Labor Standards has also maintained--and will continue to maintain "-cordial working relations with the states and with other federal agencies such a> the Army, site X*v>, the Maritime Admin istration. and the State Department, alt of which have interest* ck>cly touching on the field of maritime safely. In conclusion, it can be said tlint through out all our activities in the field of mari time safety over the years, we in the Bureau of Labor Standards have consistently followed the philosophy of the "team" ap proach. We have not tried to "go it alone." We have continually sought--and obtained-- t! advice and counsel of affected parties, including management, tabor and govern* ment agencies having an interest in this field. In the reverse direction, we have em phasized the concept of voluntary compli ance with reasonable standards, and wc have minimized the "police" aspects of our work. In short, we have relied--and shall continue to rely--upon educational, informa tive, consultative means, backed by enlight ened self-interest, rather than formal au thority, to make significant progress in the task that confronts all of us; safeguarding the lives, the limbs, and the health of thocc human beings who make their liveiihoM in maritime occupations. This, I believe, typifies the joint ta-k faced by your industries; by management, and labor, with government pnnicifsttinu at adviser, as counselor, as stimulator and promoter in this cooperative endeavor, it should act as policeman and judge only in tho*e few rases where cooperation fail* to produce the desired result: making the Industrie* *ufe for those who man them. MANAGEMENT AND SAFETY By HENRY Z. CARTER President, Avondale Shipyards, Inc., New Orleans, La. There i* a general agreement that the pre vention of occupational injuries is achieved, first, by control of the working conditions. ,ind secondly, by control oi the actions of people. Certainly management can accom plish such controls and that is why it is generally agreed that safety is a manage ment function. In discussing this, we should take a look at the history of occupational safely. Wc have engaged in all forms of productive activity for years. During that time, no doubt we have tried to protect workmen agatnit the hazards of these activities, but it has only been in the last half century that there Itavc been well organized efforts to prevent occupational injuries. These ac tivities have taken many forms--the socalled "safety program" seemed something sc{iuratc from the "production program." keyardlc** of how much was said about the responsibility of management and sujwmston in regard to accident prevention, many times the "safety program" activities (ended to take away such responsibility from line supervision. When safety inspection* were made by safety personnel or inspec tion committees, it tended to relieve those who should really see that working condi tions and practices were as safe as possible. At times management responsibility was referred to tn terms of "supporting the safety program." This often led to the im pression that accident prevention was sepa rate from the rest of the activities of the organization and only needed support from management rather than active direction by management by specific delegation of responsibility and holding them accountable. Xo wonder after this half century oi 24 Martne Industries i.rganizcd accident prevention effort, wc still talk about it ns something that develops below management level and for which some body has to go to management for ap proval and support. We should consider it as something that will be successful when management initiates and directs such ac tivity through its line organization and nec essary staff help. Also, accident preven tion should be integrated into production a* completely us possible. It we wilt observe those companies wliose management has recognized this, we will ec that they have been successful In keep ing their occupational injuries at a mini mum. On the other hand where results >ji safety efforts are less consistent, it is often when loo much of the total responsi bility has rested upon the safety depart ment and when the safely program is IcaM integrated m the production effort. We sltouid consider some of the activitic* which are important to the prevention of occupational injuries and how they can br*>t be integrated in the production effort. 1 Selection and Placement of Employees. This requires close co-ordination between a number of (eoptc. If pre-employment medical examinations arc ued. there must Is* adequate information on the physical, ex istence, and other requirements for each 10b to get the greatest value. This is 'chievcd by job analynt carried out by iwrsonnel and physical requirements should be made avaiL-ible to die examining doctor that he may interpret the results of ex.minatum of the prospective employees in terms of these job requirements. 2 Training. Training is carried out in venous ways in different organizations de luding upon their needs. Sometimes safety training is carried out separately from job training, that is, safety training being done bv safety personnel and job training by the immediate supervisor. In most cases, both job and *afety training on the job seem* jumm effective. 3 Accident Investigations and Records. Most companies require foremen or super visors to investigate all disabling injuries >t the employees under their supervision and to submit a written report. This is not to place the blame, but to take cor rective action for the future prevention of this type of accident. When supervision is required to submit such reports to in* snjicrior with indication of corrective action or recommendations on what is necessary, he is reminded of his responsibility for ac cident prevention each time he makes an investigation and report. 4. Maintenance of Sufe Working Condit.jns. All no doubt agree that a workman's immediate supervisor has the most direct re*pnn*ibilitv for hts safety, therefore, that -uperviwir dtould also have responsibilitv fur teeing that the man's working area .md conditions are sate. The supervisor -hould periodically check all tools and equipment used by his men to *ee that thev are tn a safe and workable condition. 5. Supervision. It is considered sound managonent principle that an individual dtould be responsible to one person rather than several persons for various parts of in* job responsibilities. On this basts, ait employee should be responsible to his im mediate supervisor tor the safe performance nf his job. and the supervisor should be responsible (for safe performance of the people under his supervision) only to hi* immediate supervisor. Why should there In different categories of rules covering dif ferent aspects of the some man's job? Is it better to have "safety rules'* as suclw or is it better to have operating rules and procedures which are such that the man will perform this job's safety? 6. Safety Education. This phase of ac cident prevention is one where results are most difficult to determine. It is hard to say how much of this needs to be done. Safety education should be effective as pos sible and should be directed at specific ree-ognized needs for such education. Mere use of films, posters, etc., without support ing action by supervision is relatively in effective. These are just a few illustrations of liow safety effectiveness can be maximized by integration of safety controls with produc tion controls. We can sec this is a sound approach and will agree that much of the real control will be in the hands of those in the various levels of production manage* ment* I have long recognized that successful accident prevention can be achieved through good management which effectively uses good technical knowledge within the organization. /WW XattoHiil Siah'tx i ,`itt/r,- - DISCUSSION OF PAPER ENTITLED "MANAGEMENT AND SAFETY" BY HENRY Z. CARTER By R. D. DAUTERICH Industrial Relations Met-., Maryland Shipbuilding & Drydock Co., Baltimore, Md. % We agree with Mr. barter: To be most ticeme, the rr-jM.n-ibility for safety mu*t start with the chief executive and thw down through tlie line organiza(ion. Three wav, in which the chief execu tive call implement ihi* responsibility arc. 1. To personally uit the scene of a major accident and stay long enough to fully understand all tliat happened- 2. Wlule making a plant tour, make safety suggestions or corrections on tiie spot. (This arm its will be a mild irritant to full tune safety peo ple for various reasons, but the over all effect is very worthwhile.) 3. Read disabling injury reports and make written comments or queries on them. H. We have stopped having production su pervisors investigate and make written reports of accidents except where they are eyewitnesses. Our reasoning is as follows: I. Mom line 'upemsort are not adept .it carefully gathering and accuratcl> reporting all pertinent facts. ?, To at aid the iwssibilitv of blunt on himself or those under him, .i up*rvi*or usually is unable to con sider an accident with sufficient ob jectivity. Of course, if any member of supervi sion is at fault in connection with an accident, the fault must be pointed out and any additional step* taken that are deemed appropriate. C. We suggest that more graphic word?. h sought to replace `'accident1' and "ac cident prevention" m industrial safety work. Many workmen, as well as peo ple of all walks of life, seem to have become hardened to the word. An `ac cident'' seems to have become something dial is almost inescapable rather than a harmful, hurtful experience that could base been avoided. At tins time, the best substitute we can think of is "dis- n do better than that. 20-20 HINDSIGHT By DAVID R. LAVALETTE Health Physics Engineer, Bethlehem Steel Company (Shipbuilding Division) Quincy, Mass. The application **f mick-nr |>ow*r to ship* a n means of propulsion iia effected dra matic change# m the shipbuilding industry. Included among these changes are: advanced Welding techniques, improved quality control procedures, lead shield fabrication methods, clean room application*, and health physics program* for the purpose r.f radiation pro tection. The latter of thee innovation* i the topic of (hi* discussion. 26 A radiation protection program is by no means the only line of defense against radio- irtnc hazards associated with reactors. Trior to operation, each reactor component .mil the reactor plant as a whole is sub jected lo an extensive te#t program to in*ttre safety by ascertaining that all ma chinery and protection devices are in proper operating order. The design of the reactor plant together with the probability and con- Marin* Industries sequences of any conceivable accident are thoroughly reviewed by the A EC's Advisory Committee on Reactor Safeguards to assure adequate control of all possible sources of ionizing radiation The nuclear industry tn this country is enio>ing a fine safety record. This fine record if not accidental. Historically, even during the hectic Manhattan Proiect days or World War H, the realization of radiological haz- ;tr'l wit? coincident with development of nuclear technology. Responsible agencies ,id industry have persisted in keeping coun termeasures well ahead of the possible liazard*. As elsewhere, our Quincy Vard radiation -,n'ety program preceded initial reactor op eration by a considerable margin. We emh.irkcd on an extensive radiation protection program more than three year* prior to our first controlled reactor operation. The es tablishment and appraisal of such a program w?U be the subject of hF paper. The basic objective oi our program is to minimize personnel radiation exposures and to in-ure that permissible exposure limits prescribed by law are not exceeded. The protection of the general public and company liability, und the fulfillment of moral obli gations are other paramount objectives. Permissible levels arc established by the C- S. Atomic Energy Commission, and doc umented in the Code of Federal Regulations, Title 10, Part 20. Many states including Massachusetts also have regulations relating i ionizing radiation exposures. Compliance with the requirements of certain other agen cies such as the Interstate Commerce Com mission and the Coast Guard is sometimes required' under special circumstances. Ad ditionally, when N'aval nuclear powered ships are involved, the regulations of the U. S. N'avv must be observed. Although some requiren >*nls are common m all codes, there are incc isistencies in cer tain details. It is therefore necessary, when inrmulahng a set of regulations, to ineortonue the molt restrictive features of all applicable codes. Our regulations and procedures are docu mented in a comprehensive volume entitled the "Health Physics Manual." The manual prescribes appropriate procedures to be fol lowed under a wide variety of circumstances. M*rO included are descriptions of facilities zud equipment, responsibilities of various groups, and tables of permissible exposure criteria. This manual was submitted to the U S Atomic Energy Commission, the Navy, and oilier interested agencies prior to beMiming effective. The fluthornv m` the Health Phssics De partment is advisory in nature except in <.ise* when emergenev corrective action* are required t avert the creation of unitr con dition* Health pit\*ir personnel ruutmclv survey for potential hazard* u*ing appropri ate instrument*. md advt<e line supervision relative to necessary protection measure*. The health physic.* group i organized on * three shift basis, with each shift comprised of a supervisor and two technician* m the field. An instrument calibration ami repair technician, and a laboratory technician are also employed on the day hift. Three film badge clerks are required for the personnel monitoring program. The size of the group has been tailored to cover routine >t>erailOlU. When operations require additional cover age, double shifting and overtime are utilized. The possibility of extended period* of heavy work toads does exist however, and we are currently considering the feasibility of train ing auxiliary forces which could be catted upon in tunes of need. Such auxiliary forces would presumably* be selected from other trades in the Vard. EDUCATION Unfortunately the nuclear age was ush ered in under a mushroom cloud. In the minds of many the term nuclear reactor is synonymous with atomic bomb. (Actually a nuclear reactor cannot perform like a bomb.) Conversely, there are many who feel that because radiation can be neither felt, seen, or heard, it can produce no bodily lurm- It is readily apparent, therefore, tliat an extensive educational campaign is essen tial to any successful radiation protection program. Chir educational program ha* included sjvCial presentation* for: management and su pervision, health physics personnel, produc tion employees, plant protection personnel, industrial radiographers, and the public C5ne of the earliest endeavors undertaken was the preparation and distribution of a booklet presenting a simplified, pictorially illustrated explanation of ionizing radiation, it* hazard*, and its safeguards. The booklet 27 !9tit S'ali-'nal Safety Cwir.-tr was originally mailed to every employee, and is given to all new hires. This presentation has proven effective in furthering the un derstanding of those employees who are sin cerely interested in the subject. For those who are less interested, hut have a need to know, a more direct means of communica tion is necessary. Because the booklet was originally distributed more than a year prior to initial reactor operation, additional copies were issued to those personnel who were ('Signed to activities directly associated with Sciential radiation hazards. This second is sue was nude a few weeks before such assignments. Management and supervisory personnel were given lecture presentations early in the program prior to training of other person nel. In this manner all supervisory em ployee* had an opportunity for orientation prior to their men. and could play a more irme role in subsequent educational activi ties I'uion itiik-crs and shop stewards were al-> invited to ;m indoctrination session prior m other personnel. This presented an oi<j.nunity for open dicusion of the pro gram and lienee promoted good tabor-man.lUeinent relations. Since trained health physics personnel are not readily obtainable, it w'as necessary to tram mc-n to serve as shift supervisors and monitor.*. Engineers with some background in nuclear work were selected as shift su pervisors, Men with some technical educa tion nr experience beyond the high school level were selected as monitors. Personality was carefully comidercd in the selection of candidates, because each man must double as a technician and a health physics am bassador. \ll health physics personnel were given .1 comprehensive forty (40) hour course in radiation protection principles; were re quired to oat* a rigid examination on the 'Ubjcct matter, and then spent two (2) or three (3) months gaining practical experi ence before being considered qualified. A yellow hard hat stencilled with the term Health Physics was issued to each man upon qualification. The yellow hats serve a two fold purpose: (1) to render health physics personnel readily identifiable, and (2) to erve as a badge of proficiency. Periodic open discussion periods and quizzes have aided in maintaining a htsk degree ot proficiency m the health physic* group. The problem* encountered in health physic* change rapidlv, A situation existing today may not arise again for several month* Review* aid in maintaining a state of readme** to cope with any situation. In general this program has proven htghlv successful. Education of production employee* wa* conducted on two scales. Tho-e employee* who were lo work in radiation area* re quiring film badges, hut not become involved with high radiation exposures or loose radio, active material, were given a brief talk re garding the significance and proper use ri film badges. Employees who were expeett 1 to become more involved were given at Ira-* two hours of lectures and demonstration* regarding the naiure of the potential haz ard, proper use of protective equipment, a-id the respective responsibilities of all in volved. On the job follow-up sessions haw been necessary. A group of sixlv <60) maintenance irsotinel were selected for a special sixteen (16) Itour course in decontamination tech niques. During these sessions, emphasis waplaced on the proper procedures to be i> ! towed in decontaminating various type* surfaces. Very lew of the men trained were actually needed, but the availability m a sizable trained force is deemed highly de sirable. All firemen and member* of the guard force have received several hours of lectureand demonstrations. Particular etnphasi* was placed on emergency situations involv ing radiation hazard*. Each of these group* has been supplied with a radiation mea*ur- ing instrument which may be used to assess a hazard under emergency circumstance-*. A somewhat different type of training pro gram has been developed for radiographer*. These men work with radiation continuously, whereas other employees may be concerned with it for only a few weeks in the year As with others of life's hazards, familiarity with radiation can breed contempt For this reason renews for radiographers are con ducted on a routine basis. Formal courses are given to all new mat. These courses are also required by the Code, of Federal Regulations, Title 10, Part 31, and hence must be documented with the Atomic En ergy Commission. 28 Marine indmtries Education of the community has been eft'ceied largely through lecture - discussion periods for numerous civic organizations. exist however, and it seemed prudent to be adequately prepared for any realistic eventu alities. This program was initiated three years prior Several alternatives were considered in t,-. reactor operations and has been conducted planning for possible decontamination tasks. ,.(i a continuing basis. Press releases based These included various combinations of trail upon conferences with various governmental ers, trucks, stationary buildings, and barges. agencies have also served to inform the A barge was ultimately selected for its ver community of our operations. The attitude satility, convenience, and economy of opera nf the community toward nuclear operation* tion. The most obvious advantage is that a ui Quincy seems to indicate that the public floating facility can be placed in close prox relations program has been successful. imity to a ship, thus promoting the efficiency Our experience lias demonstrated that two of service operations. li*ic principles are essential to the success For our purposes a used cargo lighter ni any educational program relative to radio was purchased, ind appropriately outfitted. logical safety. (I) The sometimes mystical The mam deck was divided in two general cunding nuclear terminology must be re area*? one for decontamination of materials, duced to simple everyday language, (2) ,tn<l one for decontamination of personnel. Repetition is essential to the *ati*factory The hold was equipped with tanks ami understanding of all concerned. piping necessarv for tiquid waste disposal FACILITIES operation*. A control area and issue area on the mam deck have also served as a Health physic* operations entail the utili- convenient base of field operations for health /,,tir.n of a few special facilities not nor physics personnel assigned to ship coverage. mally available in a conventional shipyard. To date the barge has been used for minor For >ur operation*, tour such establish ments appeared necessary: central facility, invtronmcntal sampling station, decontami nation barge, and film badge issue station. job* which might well have been accom plished safely with less overall convenience using less adequate means. To assess the facility's value vriely on this bast* would The centra! facility liouses a small cheni- be unfair. However, should a major de t-.ry laboratory for sample preparation, a contamination effort become necessary the counting room for radioassay of sample*. barge woutd prove invaluable. The prospect *pnee* for calibration and repair of field -urvey inurnment*, conference space, and ,in office. The grouping of these particular of engaging in nuclear shipbuilding activi ties without an equivalent decontamination facility would certainty appear indefensible -IKiccs within one area presented a slight A film badge issue station with a poten design problem arising from the presence tial capacity of 4,000 badges was established nt' instrument calibration sources in rela in the form of a portable building. This tively close proximity to a countmg room. budding can be placed at any nenrsary toThe use of a collimated beam gamma source.- cation. and proper arrangement of rooms has per mitted concurrent calibration and counting operation* without interference. An environmental survey sampling station The handling of thousands of film badge* together with the necessary paperwork in volves * major clerical aeration Space for those clerical activities was provided within was constructed on the waterfront The site a partitioned subdivision of tiie station. This of this station was based upon a study of design has enabled the film badge clerks to tidal current* and the location of fresh perform routine film handling duties and water runoffs to the river. Apparatus for render assistance to film badge user* con- the *nmpling of river water, airborne par currently. ticulate*. and |*rectpitation are located at this station. PERSONNEL MONITORING A decontamination facility was provided As previously noted, physically qualified largely as an insurance measure. The con personnel whose work involves the possi struction and testing of nuclear powered bility of ex|>osure to radiation are permitted ships does not necessarily require such a to receive small doses in accordance witli facility. An ever present potential need does * prescribed standards. When such exposures 29 National Safety Congresx *rur. employers must determine and record tached from cables, cither through mccluit.- ihe dose which each employee receives. .M* cal failure of a coupling device, or failure though there are many commercial film badge of (he operator* in properly attach the services available for personnel monitoring source. purposes, we have found it more satisfactory to conduct our own film badge program at the Industrial Health Engineering Laborslory in our home office at Bethlehem, P*. Mechanical failure of couplings has a|>- patently been eliminated bv instituting .1 requirement for routine inspection, and re quiring the vendor tu upply couplings mad K large scale personnel monitoring pro- of mi improved metal. Personnel errors lia\c tirum is a potential bottleneck. Supervisors apparently been eliminated bv requiring ever? i personnel who may need film badges source coupling operation to be checked by must anticipate their needs for Medical De- two men. Overexposures resulting from <ie- tnrtment approvals and submit requests for ruupled sources are additionally guarded film badge service welt in advance. Their against by requiring that a survey meter U- failure to do so results tn a deluge of last used after every exposure to insure tluu minute requests, which {am the system, thus sources are properly restored to their shielded resulting in costly delays and inconvenience. containers. Our experience indicates that such delay* cun be avoided only by the issuance of timely reminders by way of memoranda or telephone. One excessive, although not biologically significant, exposure hat occurred u a re sult of a decoupled source Human error wa the apparent cause The aforementioned INDUSTRIAL RADIOGRAPHY During the past four years the Quincy Yard Radiography Department has tripled in sue. and the number of sources used has grown eight (S) to seventeen (17). Further* more, the inspection of lead shielding and Ixavtcr piping components has required the use of larger sources than were required prior to the advent of nuclear ship con structton. precautions were instituted after the incident. Several -other source decoupling incident* lave occurred without any resulting over exposure. In all cases the source has been restored to a shielded container with mini mum delay utilizing special techniques. Apart from the potential exposures involved, the cost of limiting access to a space where fifty or one hundred men are scheduled to work further accentuates the importance of eliminating the accidental decoupling of Health physic* responsibilities relative to sources. this operation consist mainly of developing procedures, equipment, and facilities, administering the personnel monitoring pro gram, educating radiographers, surveying radiographic exposures, and insuring com pliance with AEC license procedures and regulations. One of the most important functions of health physics is leak testing isotope source* Sealed radiography sources should not pre sent any contamination problems. If not properly encased, however, these sources can leak. In the past four years we have dis covered two leaking sources. If not detected, Three separate radiographic areas have such leakage could have serious consequences. been established. These are shielded fadlliie* which permit unrestricted radiographic operations with insignificant exposures to the radiographers or other personnel. Such areas arc equipped with alarm systems to warn the operators in the event of accidental intrusions by unauthorized personnel. Field 'perations on hoard ships must be conducted using appropriate barriers, ropes, warning ugn*. and surveillance. The use of remotely controlled sources utilizing crank out cables has also contributed `tgnifieantly to the reduction of exposures. >uck devices have presented some trouble* -me problem*. Sources have become de The degree of success of our radiation protection program for radiography is diffi cult to evaluate. One possible measure of success might be the personnel exposure records. During the three years prior to the establishment of a formal program the av erage annual per aptta. exposure for radi ographers was 780 rnron. During the first three full years since its inception the cor responding average has been 293 mrem. (The average annual per capita exposure limit is 3000 mrem.) Our experience illus trates a definite advantage in maintaining a radiation control program which is admin istratively divorced from the group which 30 Manne fndustnet primarily concerned with the production Ml radiographic exposures. nuclear power program The exceptionally high quality of naval nuclear propulsion units has tints tar limited the necessity for ny drastic health physics measure* at the Quincy Yanl. The opera***, testing, and maintenance of reactor -ystean* |o, however, require constant vigilance on the part of radiation protection pcrsooKi. \ nuclear reactor normally wiO no* con tribute significantly to radiation levels a tbc environment. To prove this, 00* of the &rw -tops in establishing a radiation safety pro gram for reactors is to imkr a uw*cy 0/ natural level* of radioactivity *a the area 'ttrrounding the site of prospective reactor operation. Natural levels nt activity are characterized hv seasonal variations, and are otciuwallv mgmented by contributions from nuclear weapons fallout. It is. therefore, tlcsirable 10 commence an environmental survey at least one >car prior to reactor operation in rder to develop a representative baseline Our survey was initiated in October of 1938, more than two and a half years prior u> initial reactor operation and has continued tn the present time. The survey has been a cooperative effort with the Massachusetts I department of Public Health participating m a routine exchange of samples and com parison 01 results. This arrangement ha* provided a routine check on accuracy, and introduced an impartial set of observation* which arc available to the public. Included in the survey are analyse* of: river water, bottom silt, clams, algae, airt**me particles, and precipitation- ft i* difficult to assess the value of such t program, or determine the optimum scope. To date, we have found no levels of radia tion in excess of the normal background, .tnd liave iiad no cause to refer to the data to prove that the background has not been affected. Certainly the negative results will prove useful should any question arise at a future date. Once reactor operations have commenced a prescribed pattern of routine coverage is required. Radiation areas are kept under surveillance by health physio personnel equipped with instrumentation and equip ment for the measurement of external radia- tkm levels, and tlte detection ut luo-e radio active contamination. Personnel not wearing film badge* arc no* allowed to enter radiation arras. Postmg oi such areas with warning drape* that must be moved aside to gam access, and maintaining a roving patrol have proved vir tually 100 per rent effective in enforcing this restnetkm. The placing of guards ,n all accent** wav once considered, but ha*, proven unnecessary. When operations require the opening nt internally contaminated systems, a pohethylene tent is usually erected at the *tlr of action to restrict the spread of eontami. nation. .\cce* to uch area* l< strictly con trolled bv health physic* personnel. Potentiallv contaminated equipment passing the access point is sealed in plastic bags. Strict accountability tor this equipment U main tained hy the us< of a system utilizing du plicate tag*. Contaminated material# arc taken tn the decontamination barge for Morose, decontamination, nr waste disposal. Instrument failure* have provided the only major problem encountered in this program. Mot commercially available radiation mon itoring equipment fia* prnver to be delicate, and ixireliaWe. This is epecia11v true of neutron measuring instruments. The prob lem is further compounded hy the extreme environmental condition* experienced in ma chinery spaces. The inaccessibility of certain shipboard spaces leads to rough treatment of equipment which further complicate* the problem. The only effective remedy for thi* Mtuation ho* been a routine maintenance and repair program conducted hy a well quali fied electronics' technician. CONCLUSION The program outlined almve may apjiear elaborate and expensive. It is. The site of the control program, fiowever, is not so much commensurate with the degree of haz ard involved as it is with the nature of the hazard. With some degree of rocrunipliffcattnn, tt might be stated that the control of ionizing require* extraordinary measure*, because special equipment and capabilities are nccesazy to detect radiation, even at levels which could prove fatal. The establishment ** an effective radiation protection program require* extensive ad vance preparation* including the acquisition M VJf>t S'utiotiai Safety Congress n( fncilittc^ And equipment, die development o( procedures, and the (raining of personnel. {Jvera.ll success is large)}- dependent upon thoroughness of forethought. A* unit anv type of vaiety program, the human element plays an important role. In foaling with llu. problem, it i- uece-sary to -trike a ii-ippy medium between stem ad- munition regarding potential dangers, and confident reassurance that when properly handled, radiation presents no more of a ihreai to man's welfare dun other itazards which we all encounter duly. It is geitcraiU possible to minimize reliance upon human acts by the proper engineering and main tenance of equipment, and the u*e of \t tective devices. In conclusion, tlie nuclear age tu ; rented a new ciiallenge to the art sci ence of personnel protection. That chaLer _-k can be met by die application of cor-.m .n sense safety engineering principles together with specialized techniques pertaining k. -lie field of Health Physics. DISCUSSION By R. B. CHAPPELL, JR. Industrial Relations Mgr., Electric Boat Div,, General Dynamics Corp., Groton, Conn. My colleagues and 1 have studied with considerable interest the paper authored and presented by Mr. David K. Lnvnicttc. He has done n most commendable job in presenting the cause for radiation protec tion programs His analysis and treatment of this field is timely and of interest to any shipbuilding industry. The author presents two bask points in Ins paper, the establishment of a radiation protection program and its subsequent ap praisal. With regard to the establishment of the program, the author does not make it dear whether the Quincy Yard Program in part or in total is novel m concept, or whether it was patterned in fart or in total after other shipyards. If it was modified from other shipyards, wliat were these modifica tions and the reasons for them. With regard to the appraisal of the pro gram, the foliow-ing points require clarifica tion. These points and their associated comments are not (mended to be critical, hut are offered for the purpose of broaden ing the scope of the presentation. A. What is meant by a "fine" safety program r Arc there any comparative or correlative statistics? It would be appreci ated if the author would qualify this term. B, The author points out that one of their earliest endeavors was the preparation and distribution of a booklet being mailed to every employee. He further suggests that this method proved to he effective in further ing the understanding of its employees who were generally interested in the subject. It is not clear to us what the author means !> "effectiveness" in understanding. Was there any attempt to determine whether this understanding exists? Was there any criterion used to evaluate this understand ing, or does he suggest that merely send ing a booklet to interested readers .will be an effective method of acquiring under standing? Furthermore, it would have been most interesting to see the contents of the training program given to the radiation worker. C. Our own experience of appraising novel programs includes the concept of "feed back criteria" as a result of experience. The author's efforts to provide this program in compliance with A.E.G licensing regula tions, etc. does not give specifics as to what their formalized retraining effort is, and how often the changing state of the an necessitates continual revision of the basic, initial program. The author touches lightly on the re lationship of the health physics department and other departments in the Quincy Yard. The essential relationship U largely advisory in nature It would be interesting to us tu know whether this organizational relation ship has proven satisfactory for production purposes, whether nuclear production activi ties can proceed with or without an ad visory health physics group, and to what 32 Marine industries extent an advisor)' group such as (his can hold up production. It would also be very interesting to learn more of the specifics on which the public relations program was evaluated as suc cessful, and the content of the attitude (rain ing (hat was given to (he community. Finally, the author mentions the prospect of setting up auxiliary forces for standby purposes- We concur wholeheartedly with this concept. In fact, we have not only trained two groups for auxiliary radiation monitors for the past year, but have had our training program recognized by the A E.C. In conclusion, we are indebted to Mr. Lavatette for (he opportunity io discuss his paper and in a general way, the stimulus his paper has given to our own investiga tion*. DISCUSSION By K. R. HOLTZINGER Chief Health Physicist, Todd Shipyards Corp. Mr. Lavalette, in the p;j>er just prc-cn1**!, has properly emphasize*! the sahen: i'Vi-o concerning the establishment and tiav-today operations 01 a program to provide protection from the radiological hazard* so recently introduced into the shipyards. As he mentioned in his introduction, such a program basically is not the only line of defense against these hazards. Yet, when nuclear operations in a yard have progressed to the stage of initial criticality for a ship's reactor, or when a nuclear powered ship arrives tor the first time to have radio active wastes removed or to have work performed on her radioactive *> stems, (he reviews, the recommendation*- and perhaps the responsibilities of most other groups are well behind. At that lime, direct re sponsibility for the protection of personnel and property* is turned over to the shipyard's Health Physics group. Let us summarize, from the paper just presented, the requirements which must be met to assure adequate readiness for this group to discharge its reponsibiIities: 1. Early establishment of a program ahead of operations. 2. Proper staffing of a new organizational component, which will be short-handed one week and over-supplied the next, with tech nically trained, competent personnel. J, Orientation and training of manage ment. supervision, employees, and probably, at least a portion of the general public in a vital field. 4. Provision of properly designed fadli- ;if, and adequate types and quantities of i-irument* and equipment, most of which ijic no uther use in the yard. 5. The preparation and approval of pro cedures which not only indicate how a new group wall perform its own operations, but which also present new- controls with re quired compliance by the operating group and its personnel. 6. The granting of authority over opera tions, under certain conditions, to other than the operating group. There are several comments regarding the above list that arc worthy of mention: A. The cost to management to initiate and maintain such a program is expensive, as Mr. Lavalette concluded. Also, it is elaborate, as it must be to provide its serv ice under various and varying radiological and operating conditions; 8. Not only management, but also su pervision and operating employees share some of the responsibilities for radiation protection with the health physics group: the former is responsible because it must delegate the necessary authority and pro vide funds for the necessary staff, facili ties, equipment and training. Supervision and employees are responsible because they must become familiar with these new haz ards, and must cooperate with the program by-following the procedures established for (he safe completion of their tasks; C, The "ambassador" role of health phys ics personnel, as Mr. Lavalette termed it, is enormous--not only to "telf the pro- 33 Vd/t-'Hu/ Safety Canfirfu -rum tnitinll*. but lu immifam the complete .>jKTatiun ni` manngement. <ttpervi.ion and unplovwj, and D- Outride t the technical field with which u arc concerned, the requirements t.nnl the problem areas) m establishing and maintaining an effective radiological safety program arv essentially the same as those encountered in establishing and maintaining .in effective general vsfelv program In a -hipjard. Before closing, I would like to qualify he author's statement that most comroerv hilly available radiation monitoring instru mentation is unreliable. Out tii context, this impression could result in a compounded mass of problems. These instruments are and henm-c .t tlie environment m which thes are used and the punishment they must take, often an instrument mas go erratic or dead on the job. or it mas be found in this condition when it should lie ready for use on a job. In this man ner such instruments >un be considered to lie unreliable. On live other h.uxl, I am certain tltat the author did mif mean to imply that generally speaking, properly maintained and calibrated comme ciai instrumentation, checked for proper operation prior to use, will not give a valid indication of the ex isting radiological conditions when operated by qualified monitoring personnel. In conclusion, i might add that from tlie success of the author's company in the field of radiation protection. Ids paper could just as well have been entitled "20-20 Foresight." STEVEDORING AND SAFETY BEFORE AND AFTER THE OPENING OF THE ST. LAWRENCE SEAWAY By W. STANLEY HUGGETT Vice Pres., Marine Div., North Pier Terminal Co., Chicago This i* ,* terrible hour fur a 'tevedore to make a `perch. He might he hung mcr from die night before, and V :4> or IQ 00 i- too earl} to get well as-un I prefer -icukiug after lunch where :t tew "bombs" would give me MUirage and additional thought* (however, the added thought* might not he ort the subject, but mn-t hkclv on mailers uch ns girt*, ctr ) I'm reminded of the ior\ of the mcm-dorc who was making his first speech be fore a group--it's on page 47 r.f the S'peaier't fokebook--it's a very old story but wry good. You've all heard it. I'm sure, ** I'll not repeat u--just think of it and Live a ipx-d laugh, beenux it will be the l-t-t one voii'lt have for the next few min ute-. Stevedoring in the Greet Lakes above tlie St. Lawrence Seaway has been referred to a- high-altitude stevedoring, or what me Master referred to as high-altitude sailing, contending that vessels were made to op erate at sea-level and not to fly nr operate f>on feel above ea*level. \Yc up here in die lulls Ix-can >tevcdoring operations on saltwater vessels prior to IW5. The ship* at that litne were no longer than 2.-8 feet, tlie controlling factor being the length in the locks in the Id seawav They were generally huilt with two hatches forward and two hatches aft; three com partment*. two for cargo, one for the engine room. The Imlds were not deep, many of the ships did nut liave 'tween decks, and the gear was simple to rig because it was small. Supervision of labor was relatively sim ple because four gang* was tlie maximum that could be used on any ship. The cargo consisted of canned goods, lagged goodand other types of general cargo, but there w-ere no heavy lifts and relatively little steel. When the St. Lawrence Seaway opened, allowing the larger general cargo vessels, ranging from 8,000 to 12,000 tons, to enter the Great Lakes, there were few people who had ever seen one of these vessels except in movies or cm television. These few people who had seen them were in Marine Industries the supervisory capacity. 1 would say that almost none of the laborers had seen the larger vessels. When the first ones arrived, there was a tremendous amount of con tusion and almost a fear of these "monsters." When asking men to climb down ladders into the lower hold of a C*2 the first time, they thought they were climbing down a mine shaft and they weren't happy aboul it. The deck forces were appalled at the height of the gear and had no idea of what to do first or second. This w-as not necessarily confined to labor alone. There were many persons in the supervisory positions who were of tlie <ame opinion. I recall one of our super visors on the first C-2 we were to handle had six gangs on board. When asked why the delay in rigging, he said he wanted a vessel's officer at eidi hatch white the rigging was being performed. We have no trouble of this nature anymore, but it was embarrassing tor the first time to have one of our own personnel make an ad mission of this type. Before die Seaway .per.e-J. there were normally two foremen on each vessel watch ing two gangs each. k\uh -xe man to watch only 22 men, it was relatively easy to look for unsafe acts. At that time, we had safety meetings only occa.-ior.aS!> . u-nally after we lad had a bad accident With the coming -if the larger ships, which can employ *i> amc gangs, we have hired additional torero*n and we try to have one tureman handle not more than two gangs- or at the outside three gang*. When there are more than three gangs working the ship, we place a head fore man on each vc*i to work between the gang foremen and the ships officers. This man's first duty it tu nil out a form wc have developed, which u a check list of the condition of the evsr. Prior to the war. mwn cargo was han dled by hand; there were no bft trucks or pallets used, and the pdx&g height in the shed was no factor. * overhead guards were not used even alter lift trucks were finally employed. Since the opening of the Seaway and the larger ships, safety meet ings with supervisory personnel and tabor officials have proven beneficial, we feel Overhead guards on fork lifts have become a requirement, as well as safety nets be tween the vessel's ratling and the dock, and in certain places in the vessel's hold. I might say here that the regulations set down by the U. S. Department of Labor have a definite effect on labor management, ,,nd most important on the vessels them, selves. Prior to the opening of the St Lawrence Seaway, many vessels that plied the Great Lakes from foreign ports were not safe to work on. In our standard con tract with all vessels wc handle, it is re quired that the vessel* be maintained in such a fashion as to pus* all requirements set forth by the U S. Department of Labor. It is standard procedure that the fore men in charge of the handling of the vc*,j*l contact the chief officer, requesting per mission t in|.vt the certificate of safely lur the guar, li the vc-et doe* not liave one. then we arc not required to commence work. 1 might -a;, wc have :.*d n-- occasion to stop work f>-r ,lv re-i. r far. We people in Chicago hate been for tunate in having uperv.j- r :?r. the De partment of LaU>r who -wen mo*t helpful and oxperativ* T!se i>*parmtent ha* set up school* x*te*> *ni ha* periodic meetings, which t br*t mv knowledge have ben wed attended Wc. urvelves, are having more -jtety aieeins* 'h-m w* bad prior to tre j.'tiv il : `he `-*rcec vessel*. We feel that tht* wtl nw*ih prove t- be beneficial With a xvcti-nueith ere in the takes, saxety to quite a problem, fftnanlwrty in that the lira several week* ut the saaoa arc more cr lea* a '.rawmg pmwd fur assay laborers aad a rehabdttaruxi penod. or l should say. a refresher <w*e for the men who have worked m pftrwm years. The largest percentage of accidents by far occur with the new men. Out of 100 accident rases which occurred tmder my company's supervision last year. 41 of them involved inexperienced men. and 15 were uncontrollable, these two types making up over 50 per cent of the total accidents. During the first several week*. w are normally working long hour#, seven day* a week, with no let-up, in order to alleviate the normal spring jam-up. Generally, there are not enough regular laborers to fill ail the position* during this period. This means that fresh crews cannot be employed for 55 P<>! Xnliomti Safety t digress cn?c that meeting after meeting ami con ference after conference we sliould mtk at Mich length About gear and equipment and 'o little about human failures. I suspect it is because it seems so difficult to do anything about the human equation. A not uncommon stevedoring accident i one where the gear is rigged to permit the landing oi beams or pontoons on the rfhore deck during uncovering operations. \ftcr the hatch is uncovered the gear is not re-rigged to handle the discharge of long logs or lumber from the hold. With the booms wing and wing the long loads make for a tightline situation. The midship guy carries away under the added stress as the load ern*es the onshore deck. Technically, this is a gear failure; but the cause is hu man failure. It is a human failure on the part ni the deckmen who failed to rig projK-rly and on the part of supervision who tailed to sec that the gear was re-rigged before starting the operation. Both would no doubt blame the accident on the "rotten guy" and we would discuss the failure of ws at great length at our next safety meeting. Actually, the problem is with the two legged guys called men. Why do we keep getting more and more rules and regulations regarding gear and equipment? I think there are three reasons. First: An accident experience m an indus try is bad and the union and the employer demand that something be done to make tools and equipment safer. They pressure for corrections of what they honestly (but mistakenly) believe to be the real accident causes. Second: Government officials respond to these demands and commission their safety people to do something about them. Third: Since it is always easy to deal with the tangible and difficult to deal with the intangible, safety people go to town on rules and regulations concerning gear and equipment This is only natural because here they have something they can really sink ihcir teeth into. But is all this time and effort productive of any appreciable reduc tion in accident experience ? Not so long as we neglect 90 per cent or better of the real accident causes. ft just seems sensible to me to find out what really causes accidents and to devote our time and efforts to elimination of these causes that would be more commensurate with the frequencies with which they occur, l agree that gear and equipment can be come lethal weapons; but why? Statistics prove conclusively that between 75 and 90 per cent of all accidents involve "human failures." Our problem seems pretty dearly defined. It seems to boil down to unsafe work practices. Let me ate you another example of what is meant by this expression. In preparing for the safety conference we reviewed last year's accident reports. We noted that wc had two reports for die same man, on the same ship, on the same day. The descrip tions of the accidents were almost identical. Both reports indicated that the man wa working with his lack to the rail and fell overboard when his picaroon suddenly pulled ircc. One report said he fell between the ship and the dock and the other said he fell off the offshore side into the water. At first we were sure that these were duplicate reports of the same aeadent, but the discrepancy caused us to cheek further. We learned that this man had been work ing in the morning with his back to the offshore rail and went overboard when his picaroon pulled free- He was uninjured; and after changing into dry clothes; was right back on the job. Later that day he was engaged In the same operation on the onshore side of the vessel and again had his back to the rail when the picaroon pulted tree and. again, he went overboard. Thi* time he struck a fender tog and received minor injuries. They could easilv have been fatal! .Uthough this man was a regular long shoreman, he had never received a minute's training in how to use a picaroon or how to stand while using it. He had teamed bad habits in the school of experience, and these bad habits had finally caught up with him-- twice in the same day! The foreman claimed that following the first aeadent he told the man to pull fore and aft--not athwartship -- and never to stand atop a deckload with his back to the rail. It would appear that habit had pre vailed over these belated instructions. In discussing this accident at the Gov ernor's Safety Conference someone pointed out that habits play a large part in safety 36 Marine Industries We can cither develop good or bad habits m doing any task. By now we knew that the tools and ma- shincs used daily in our indutry were also being mis-used daily. This equipment is just tike atomic energy in that it can be used tor our benefit or for our destruction. And m.-t tike atomic energy', how- it is used rests l-rctty much in the hands of the man using it. The big question is how do we get men to n<e these things safely* Someone 'iitnrestcd we plaster the waterfront with pn<ters urging the men to "Work Safely*" The consemu* was that this alone would he .-\hout as effective as a sign in a cocktail lounge admonishing the customers, "Don't in hy drinking!" It was soon apparent to one and all that men would continue to use unsafe work methods unless trained to do otherwise. With the advent of this realization in the minds of both Libor and management, our training program was bom. The union said it would provide the men to be trained if management and the gov ernment agencies would provide the training. The cafety people from the industry, the Male, and the V. 5. Department of Labor took the ball from there; They burned the midnicht oil developing an 18-hour course inr longshoremen in injury avoidanee. They Mtidicd accident reports tn derail to deter mine the areas in which training was most needed. They- developed chart* and other \<ual aids to assist m making the lecture portions of the course more interesting. They secured many good films which helped pr<n ide both motivation and instruction m ate work practices, and they developed many prr.rti-il demonstrations in the safe use nr tools and equipment, (a short, they tailor-made a course based on the local needs as indicated by analysis of local acci dent statistics. They then went to the union locals and said they were ready to train longshoremen. The reponse was most gratifying. On January 30th, 31st, and February 1st. the first course was held la Port Gamble. Wash. This is a small local on the Puget Sound with 36 members. AS of the men turned out to take the training. Not only did they attend the 3-day, 6-boor sessions tm their own time and xrithout p*y, bog they also arranged for their tallies auxiliary to provide lunch each day for the hungry staff and students. At the conclusion of the course these men were most generous in iheir praise and encouraged the other locals to avail themselves of the training. Kext, the instructors went to Anacortr*. Washington and again experienced the en thusiastic support of that local's entire mem bership. From there the training team went to the port of F.vcrctt with the same result, IV now isord of the course Iiad spread throughout the stale and into neighboring states on the Pacific Coast. The men began asking for training and. in ome instance*, even demanding it. In May and June, classes were set up to accommodate the men in the Gray* Har bor area. The Aberdeen local of Grays Harbor has a large membership. It was de cided to handle no more than 30 at a time as to do so would be to reduce the effectiveness of the session. Therefore, the classes were limited tn that number and a scries of classes set up so everyone would have the opportunity to attend. Each scries of course* was 18 hours. The men asked for J-bour sessions at night, two nights a week, for three weeks. The *et quota of 30 for each das was filled. Training wa* discontinued 'hiring the `ummtr months because of vacation*. Classes arc to Mart again this month and the remainder of the Washington ports will be trained. A* yet it is too early tn measure the effectiveno* of this training. We do know that it ha* received a tremendously favor able response from the men. We are still a little amazed to nml that longshoremen, after working alt day. wilt sit three hours at night and listen to instruction on injury avoidance. We fed that the key to this success lies in the tact that the men were convinced at the outet that this wa vxnething for their benefit. Several have stated that they would have been less likely to attend if they were offered pay because then they would have expected a management "brain washing session." We believe that the rea son w continue to get such a wonderful response is due to the word-of-mouth advertising of those who have taken the oerw. We believe that by making this a joint 1961 National Safety Congreu craft antenna*reeling motors as cargo winches. These were DC motors, and we had a rectifier converter built so as to be able to operate on 110 volts AC This gear model has round considerable use by stevedores wishing to work out cer tain hoisting problems in connection with prospective ship jobs. Paper drinking cups were a source of needless, wasteful toss. Investigation -bowed tliat another, and belter, cup, packed in a manner more advantageous to our needs, could be purchased at far less cost. In addi tion. each individual cup bears one of an as sortment of safely slogans. Paper cup costs were drastically reduced, and a means of bringing a safety message to the men was ichieved. We had a similar experience with work gloves, which employers itad traditionally provided for crriain ty|e> of work. A plantic-coated glove did nut stand up well under normal work use, nor did it afford a secure gripping surface. Attempts were made to launder these gloves between times of use. They usually nine lack from the laundry m a semi-solid hall. We found a rouglt, ner.prcne-coated glove, which offered not only a safer, better gnp, but also laundered well. Cot per dorrn pair of gloves wraa about equal, but wc obtained much longer life--thus effecting a reduction in cost, while increasing the safety factor. Without doubt, much of the successful re ception of this safety training course by foremen was due to their increasing aware ness that the atmosphere for accident pre vention was improving as a result of top management's awakened interest and activity. All about him, a foreman wns able to see real evidence of this, for perhaps the first More important, committee members re trained confidence in the strength of their wit unified accomplishments, and this gave ihem courage n proceed towards larger and mure important projects. At meetings, in talks with individual mem bers, at ever)* opportunity, the seed of the safety training program idea was planted. All were 'n favor, but all were concerned with the problem of turning it into a reality. A subcommittee appointed to study this problem reported in August, 195$, that there were two alternatives: (1) by nulling a monthly accident prevention training letter to foremen, or (2) by giving foremen personal training in Accident Prevention and First Aid. An outline of a program in sup port of the latter alternative w-as distributed to the committee, which approved the pro gram after thorough study and discusion. Correlated Area Accident Prevention Program A. Area Accident Prevention Committee 1. Establishes basic program a. Subcommittee works out detail*. 2. Promotes training for foremen a. Accident prevention B. Individual companies 1. Integrate program into own opera tions 2. Promote and support a. Constant instruction ot men I.Foremen in Accident Prevent!**' b. Safety training for foremen 3. Instruct job-level safety c* firr*' representatives C. Accident Prevention Bureau t. Advises area accident preven* committee 2. Advises individual comp*me3. Provides training instruction 4. Provides statistical data a. To area accident preventi-n . mktee b To individual member* In December, 1955, the commtitvc wa> given a detailed outline of a proposed train ing course, along with the statement that "The course content must not be at variance with the safety attitudes of management: training given to supervisory emjiloyeewhich conflicts with his experience- with management will defeat itself.*' l or tinbasic reason, training must actually begin ,>i top levels, so that management has the nccewry knowledge, the primary interv-t an i understanding of the importance ui *ufet> in operations and its close relationship to pro duction. Also stated at this time, was the importance of teaching a few, simple fact*, rather than attempting to cover a with, range of subject matter. . In January, 1959, it was agreed to hold a full committee meeting to review the entire course, excepting the first aid portion, which was to be the basic American National Red 42 .\(arine fnduslrirt Cross course. This meeting accomplished a number of things: by editing the course con tent, we avoided future conflict* of ideas, we added to the curriculum and aided in setting up schedules for attendance and the actual instruction of foremen. Our first course began in March, 1959, but not without misgiving-. Many times we lad dueuised the problem ni (ay for time spent. After several head-tplutim; meetings, the committee adopted the point *-t vtcw that our upemsory personnel (foremen and Mjperintendents) sltould be voluntarily interested in such a course- Management would provide the opportunity for them t<< lake advantage of the (raining, which would lament not only their job progress, but thnr home and fam ily lives as well Quite a number of top management per sons attended our first cf*urse, along with several superintendent*. However, the total number of foremen m attend-ince w-a* some what disappointing. We finished the course out, issuing first aid certificate;- and letters of commendation irom the Area Accident Prevention Committee tu rach uccessful student. By word of mouth, during and alter our first Course, word got around among fore men that the course wai not only worthwhile, hut actually interesting and enjoyable! Such response w-i evident that the second course was started in June. 1959, in the middle of the vacation period, when you might think it would be impossible to nrsmnixe anything <f this kind. The second da** added tu the impetus of the first, and from this time on we have found it necessary to keep a waiting list of foremen who call and ask to have their names included for the next course Now that more than two year* have passed, we r.fien experience individual foremen ap proaching to ask how the training program is progressing. Then they pull out their cer tificate from their wallets, check the date and remark, "U*1I soon be three years since I went through the course. I'm ready to take it again, whenever you let me know." It is obvious that the course filled a need for closer contact between top management and foremen. Our Foremen's Labor Relations Commit tee had recognized, in the interim, that to effect a completed training program required some plan to indoctrinate newly appointed foremen. This has resulted in a plan, ac cepted by the Foremen's Union and man agement, that *11 probationary' loremcn must attend the next regularly scheduled super visory safety training program to complete their probation. Part It: The Supervisory Safety Training Program Our Course is carried on at one location, a light and well-ventilated room of good ire, made available to u by one of our member companies. Except for short periods when the ship's cargo gear model 5s shipped fry another port for instruction purposes, it is kept available in this room. Our course consists of eight, two-hour classes, conducted one day each week, We arrange to hold classes both afternoon and evening on the same day, o that both night and day men have equal opportunity to at tend Foremen are advised that they may transfer from class to class at will, so tong as they do not miss any classes. T.ie beginning class is the most difficult of all. At this time, many of the men are strange to each other and to us. This has eased very noticeably word *,( (he course became widely known. It completely disap pears by the *ond or third session. Informality is the keynote. Questions and answers flow freely, but the course is steered so as not to deviate too far. We begin our course with a brief outline of the history of waterfront accident pre vention on the Pacific Coast, filling in the part played, the function and the purpose of the Accident Prevention Bureau, 'Next, we trace the beginning of the "Pa cific Coast Marine Safety Code." a major contribution to safety in the maritime indus try, which had its beginnings in 1925. Tied into this is the much more recent "Safety and Health Regulations for Longshoring." which the entire industry assisted in pro mulgating. This latter fact is unknown to many foremen, and the explanation makes the regulations more readily acceptable. We discuss safety programs in general, and specifically outline their purposes and objectives. Many persons, foremen included, confused accidents with injuries. In discussing this, we are able to illuminate the necessity for 43 1961 National Safety Congress immediate and proper investigation of the factors which lead to accidents, and their need to be recorded, so that an accurate pattern of accident sources and causes may be disclosed. This is followed by a discus* Sion on environmental accident causes as compared with behavioristic causes, and the relative importance of each. Since poor housekeeping contributes to a substantial number of accidents, much em phasis is placed on the need ior its correc tion. Fire prevention problems, mainly from per sonnel smoking in unauthorized places, are outlined. Personal protective cquipmoit is discussed in sufficient detail so as to inform foremen when the various types of respirators should !*e issued to the men, alone with proper directions to wear them. Using a basic approach, we spend consid erable time at several intervals during our course discussing ship's gear trimming prac* tices. both safe and unsafe, demonstrating them on our gear model. The causes and the results of excessive strains are visible to all. So that our course remains vital, we con sistently ask for class comment on each sub ject. This often results in good exchanges which tend to clrar up misunderstandings and open the way for fresh ideas. Also, Mich class participation makes the course doubly interesting to each of the partici pant. It also improves the quality of our course. Portions of a standard first aid course are given during each session. We require ac tive physical panidpatioa by each class man lier, so that we may be certain he grasps the information dearly. We stress what not to do in this phase of the Course more, per haps, than what to do for injured persons. We coocentrate on the three life endanger ing conditions: stoppage of breathing; ex cessive bleeding and treatment to prevent or control traumatic shock. Stress i* laid upon the key position held by foremen within the management frame work. He is the catalyst who converts the plans of management into actual production. Production with safety results from his abil ity to properly coordinate people with equip ment. materials and metitods. Close relations between foremen and management are an ab solute necessity, since foremen are the final link in the management chain and, as such, must be motivated and instructed to carry out the plans and policies of management. Foremen are management's safety repre sentatives on the job. Given the right train ing and the proper stimulus, foronen are 4 major factor in reducing the accident fre quency. As of this date, we have been able to trait, a large number of foremen, superintendent' port captains and others. The total approxi mates seventy-five per cent of the total ttj*erviory force in our area. With this broad and firm foundation tin der us, we have begun a somewhat different training approach which will continue during (he next two years. This is to be based eait instructional program geared directly t> each individual stevedore member companyneeds and desires. I anticipate that v; management within these firms must par ticipate directly in all phases of the instnic lion to obtain real effectiveness. We. in the southern California area, be lieve in the management approach. We hav. already proven that management can a* sumc leadership in accident prevention by accepting and energizing their inalienable prerogatives. Addenda When this paper was composed, during the firt quarter of 196!, it was a fairly ac curate description of the degree of progroof our area safety program. Beginning in April, this year, two steve dore member companies initiated operational safety tncelingt with their foremen. The meetings were so-called because one of our most difficult obstacles is a tendency for op erations personnel to think of safety as sep arate and distinct, a thing apart, and thi coupting of operations with safety draw, them together again, as they should ba. In May*, the first two were joined by a third stevedore member company, each of which conducted excellent, business-like meetings, closely related ta the normal stall meetings customarily conducted by top man agement to acquaint its key personnel with the comjiany's policies, plans, decisions and purposes. Such meetings form an excellent 44 Marine Industries opportunity for management to eek the co operation and help ot its key men in prob lem solving. Similarly, operational problemencountered by key people can be brought 10 top management for guidance or solution. There is, lv>, the chance to air an> griev ances which may occur. Some of these stem trom misinformation, *<r misunderstanding, winch can be rapidly cleared away. In .June, the trend ot companies towards holding their own operational safety meet ings continued, with the two largest steve dore companies in the area making plans to follow suit. This development U altering the type of atety program, followed ior so long in our irea where low effort level programs, with out real depth or integration into opera* uonat control, has given way to a vigorous. new program, developing out of. and direetlv l>enefiting operations. Key to this change is the belated recogni tion that foremen, talking bosses and ship bosses are actually the keys to accident-free operation', which management controlled but seldom used, with the inevitable result (hat foremen, as a group, lacked interest in ac cident prevention efforts, not having been -crtuiitly charged with this responsibility in conjunction with their jobs. Credit for a large part of the new-found recognition and regard for foremen must go to the supervisory safety training pro gram and to the foremen themselves, who very humanly responded to the attention shown them during the course and to the knowledge that they had a responsibility to discharge. THE LOST TIME INJURY By CAPT. LEIF M. JONASSEN President, Cleveland Tankers. Inc., Cleveland. Ohio I liave chosen tills topic. "The 1-ost Time Injury," tor presentation here u*da>, not *.nly because this is a *aietv cwiicrcuo-. hut because the lost lime injury i a major problem confronting industry, and mv pany, more so today than ever leture. This is not necessarily because the lot time injury frequency i* on the increase, but first, because of the humane and moral t actor, and second, because of the increas ing financial burden resulting therefrom. Because of this problem, wc have just revend)* inaugurated a formal safety program :n our fleet in mi effort to curb the lost time njury. The lost time injury is costly, not only ivra-ase of the expense and the problems *hat it creates in obtaining a suitable and ^qerkneri replacement, but also the inrra<e m expenses uelt as maintenance and ,r*. transportation, cost of defending suits, .,&l the spiraling awards allowed by the i.um over the past few years. Most of costs have increased substantially, and 'ecause of thec increases, sizable amounts ..e necessary to even endeavor lo settle a claim .umvnlily. More imj>ortantly, how.ser, a-i already mentioned, is the humane .md ttu-rd ..tilitraiiuii that wc liave. None ,,t u,- want- m >ee lo of life or limb and t Mitr>e the -ubtequent pain and los of i-iiniins* tu Me individual. I would like to tell you wliat we liave un dertaken and are, doing with the lost time injury problem, t would like to say that Although we have always been safetyminded, we lave never before had a formal participating safety program. Late last year, however, we decided that something more should be done about this problem. To find a solution, we had first to determine, if possible, the type of acci dent causing the most injuries. We took a good look at our past experience record and found that it was not necessarily the type of accident for which we were really looking, but rather tltat in most cases acci dents reported were those caused by care lessness on the part of the injured party. In other words, these injuries were those which probably would not have occurred if 45 1961 Xational Safety Congress iltc man had given any thought to safety ut to consquencw. Men have violated a safety practice at the risk of personal injury jo save tune, because it was easier, or for many other reasons, including the iact that they just didn't think. We believe that the latter is predominant, although we have found that a new man in that industry unfamiliar with die operation i. more apt to have an acci dent, Tims, it was determined, in addition to what we could do physically to curb the lo>t nme injury. that above all, these men needed to become safety conscious. So, how dt you get a seaman to become safety con scious? We tossed this question around our organization, and although we possibly didn't find all the answers, it prompted our in* Mitutmg a formal safety program and, in niMhinn, joining the National Safety Coun cil. Wc formed a safety committee to ad minister the safety program with myself as .-it active member. It is my conviction that tup management must play an active role in uny safety program. It w* the consensus "i the members, >i thU committee, also made up of our top operating people, that the job of making these men safety enn* .cions was of prime importance. 1 don't want tu infer that wc are blaming all personal injury accidents on carelessness. However, this we found was the basic fault. Wc are cognizant of the fact that we are m a hazardous business and that some in juries just cannot be prevented, due to the make up of the vessels and the trade in which they are engaged, and of course, the circumstances at the time. We are aware also that as management, we can eliminate fo some extent, or possibly even lessen, some hazardous conditions which may liave been a part of the cause of an injury in the past, >>r which conceivably may be a cause for an injury in the future. iVe are also thoroughly eomineed that a clean and tidy ship makes for a safer ship. In passing, 1 might add that this principle applies to any type of operation, whether it be on ship, shore or tn the home. In summary then, the purpose of our safety program was: 1, Endeavor to get the crew to be come safety conscious. 2. Promote good housekeeping, 3. Promote good safety practices and habits. 4. Eliminate or possibly lessen haz ardous conditions. 5. Eliminate injuries. Secondly then, our next step was putting the safety* program into effect. Jt was ap parent that quite a selling job was required to put number one into effect--getting the crew to become safety conscious. Contests have always been popular in promoting sales, so why not in promoting safety? We were told that u works, so we decided on the contest idea. Much thought was given to the kind, how to administer it, etc., and the more ideas we got the more complicated it became. We are in the tanker business on the lakes, where most of our vessels for part of the year are laid up because of ice conditions. Further, general business conditions change so that even in the navi gation season we may have vessels in lay-up. These reasons, plus the fact that the crew, especially the officers, are rotated on vessels throughout our fleet, made it difficult to find a contest which fitted all circum stances, which was fair to alt personnel, and which accomplished all of our objec tives. We wanted something, too, which would continue to keep the interest of the crews throughout the year. We finally decided to try two contests The first was a contest for each individual vessel and was based only on the number of days without a lot-nme injury. The second was a fleetwide contest and. in ad dition to being based on days without a lost-time injury, was based on good house keeping and compliance with good safety practices. To keep the interest of the crew, we had to create some incentive. So the first con test was designed so that the awards were gradually increased the longer the vessel operated without a lost-time injury. It i- probably a contest which is familiar to many of you and, in essence, it worked as fol lows. When a vessel, from the beginning of the season (or whenever the vessel goes into operation), lias 30 continuous days with out a lost-time injury, a drawing is held among the unlicensed crew and the winner 46 Aforme Industries it gi.es a $3 rift certificate. Then twice a month thereafter, as long as the vessel op erates without a lost-time injury, a drawing ,, heM and the award increased to a total A tour when the vessel Has operated as such tor 120 days. The drawing oi four $$ awards then continues thereafter twice a month until a lost-time injury does occur. U an injury resulting in lost time does trur the program must start anew with 30 consecutive days without a tost-time tntury being required before another drawing of one name is begun. The licensed officers have a similar pro gram except that the master and the chief engineer are included only in the fleet con test and the number of awards on each drawing is (united to one. The number of eligible officers (six) os board the vessel does not warrant more than one award. test, because we consider having no losttime injuries as being important; but of equal importance is the elimination, as much as possible, of the physical causes of acci dents. Each month each vessel is scored, first by being given points it it had no lost time injuries, or fewer points if an injury did occur, and second, by being given points basrd on an impcericn of live vessel. The inspection is one that is made each month by' a team made up of our marine superintendent and fleet engineer. An in spection check list lia been prepared where safety practices, good housekeeping prac tices, Coast Guard regulations, etc., are listed. This check list has been given to all vessels where the men can be constantly reminded of what should be done on their ship. The items on the lists arc not new to the officers by any means. However, the knowledge that die check Although not too much money has been involved in this contest, the comments from <,ur crews have been very encouraging, and wc think it has definitely developed safety cotuoousBcs*. The results have been very gratifying. Not only have our lost-time injuries been reduced in Comparison with list will be used tor grading purposes in tiie contest teems tu magnify the importance of many things tiiat at one time the men were apt to overlook as unimportant. The master, chief engineer and all other officers have been encouraged to use this list, have their own inspection and grade thcmscJve-, past years, but the total reportable accidents Although this grading by the officers is not have also bees reduced. part of the safety contest, nevertheless it You wouldn't think that the $a award emphasizes certain items which arc apt to would create much interest, but believe me, cause accidents and subsequent low <eoring members of the crew are now afraid of when inspection is made by the inspection having an injury. Dus. we think is good, team. except that it may possibly encourage a Six items from this list are checked by man not to report an injury. For that rea the inspection team and points given accord son, we did not include in the contest as a ingly. The score received is added to the dement the injury which did not result in points received based on the number of lo*t- lost time. I am sure, should a man have time injuries and a iormula is then used an injury severe enough to warrant medical giving the vessel a rating based on operat- attention, he would not refrain from re porting and seeking the proper medical help. The master of the vessel and the chief engineer, who could cither make or break live safety program, depending on their at titude, belief and practice in safety, have a -take, loo, for in the second contest, these officers are competing with officers of all other vessels in the fleet for award* which will be given toward end of the navigation tcaton for the saiest ship. This second contest is a little different, but the purpose is the same--safety, with the intent of reducing the lost time injury. The other four objectives of our safety program come into play in this second Con `mg tiays. The formula is necessary' in view of the difference in operating days by each ship at the end of the season. It is felt the vessel with the most operating days slioutd have a slight edge over the others since it has the additional days of exposure. The vessels arc given a rating sheet monthly which is posted on all bulletin boards show mg where the vessels stand in the contest. We believe this serves as an incentive for the top vessel to retain Us position and the stragglers to fight for the top spot. The awards presented to the men on the winning ship are not large. Nevertheless, these awards plus the natural desire of any msn to be a part of the winning team are 47 ivol National Safety Congrtst incentives. Awards arc given to the entire crew from the master on down. The indi vidual awards are based on the number of days that each man Served aboard the ves sel A pennant will be given to the winning ship and wilt be flown during the following reason. We are not giving all of the credit for our good record this >ear to our safety contests, but feel definitely they have played a part We are operators of a fleet of tank ers that are old in years, as such, were not equipped with the built-in safety features set by the standards of 1960-61, However, over the years we have made structural changes in these vessels in order to make them safer. We are, as part of our safety program doing something more at this time toward the elimination or lessening of hazards winch we, as management, can do without major structural changes. We have placed more emphasis on the painting of tripping and striking hazards with Day GIo paint; intuiting more abrasives on slippery spots including steward, engine and deck compart ments, with much emphasis put on areas around hose connections where the slightest spillage, even a few drops could cause a slipping accident; installing additional guards arid ratlings; having more frequent inspections and renewing, where necessary^ boarding ladders, working gear, hand tools, etc,; completing the installation of a com plete chemical foam and dry powder fire extinguishing system on all of our light product vessels, even though very costly and not required by any governmental regu lation for vessels the age of ours; and in stalling improved and more adequate light ing systems. We are also constantly bringing the sub ject of safety to the attention of the crews by the use of National Safety* Council liter ature and posters. At our annual meeting, where all officers are brought into Cleveland for a mutual discussion of problems, etc., we are placing more emphasis on safety talks and safety movies to emphasize to our officers what can be done in fighting oil fires and preventing accidents. We are con stantly stressing the need for prompt and complete personal injury reports and we are then following through with prompt investigation of cause, and how the injury' could have been prevented. This by no means covers the entire scope of our pro gram but does hit the high spots. Has this safety program worked? Also, from a business standpoint, have the results achieved been worth the cost of administer ing it? Well, first, there is no doubt in our min-! that the safety program has resulted ir. making every one of our men more safetyconscious, w hich makes for a good start This year with more operating davs of ex posure, the number of lost time injuries has decreased 22 per cent under the avenge i or the last few years. .Vs to the cost of administering it, r liave estimated that the total cost for this year i just a fraction of some of the awards which have been allowed by the courts for injuries we have had in the past As to the actual dollars and cents saved, this i$ of course impossible to determine. however, you can't measure in dollars and cents the feeling 1 have personally, knowing that we are doing everything within our t*ower to prevent an injury. BUILDING SAFETY INTO OIL TANKERS By ROYDEN H. ROGERS Manager, Construction Sc Development Department Esso Tankers, Ines New York, N. Y. f have been 2skcd to speak about the safety factors we take into consideration during the design stages of tanker con struction in order to eliminate or reduce the possibility of accidents to deck or en- U gine department crctv members. Therefore, let us separate into categories the basic features of tanker design that need to be properly engineered from the be ginning if hazards arc to be eliminated: Marine Indtutrirs A. Hull Design--l. Structure; 2. Deck from these pane! locations to facilitate erec Equipment; 3. Quarters; 4. Navigation Lay tion procedures. out, Now that we have done all that w can B. Machinery*--1. Location and Access to insure the integrity of the hull structure, Thereto; 2, Fire Fighting. let us talk about auxiliary deck machinery, C. Cargo System--1. Design; 2. Venting, We should keep in mind, however, when discussing the details that although such considerations are extremely important, they are relatively insignificant if any inherent weakness is designed into the hull of the vessel, or its main machinery plant, that could possibly result in loss of the vessel and all hands. Now, let us renew the de sign of the vessel in detail on the basis ot the outline just mentioned. The governmental regulatory bodies and ship classification societies set the standards for hull design on the basis of many years* experience with many types and sizes of vessels operating under ail conditions. Us ing such regulatory* body regulations as a basis, we in Esso then take great ore to ensure continuin' of structure at termina tion of girders and webs, insist on use of arcs or curves in plates at transition points, use brackets constructed as arcs to eliminate ^walled hard spots at their toes, and allow no brackets of any consequence to terminate in the center of plate panels. We require more X-rays of what we con sider crucial welds than do the regulatory bodies to satisfy ourselves that we have no incipient spots that might start cracks. We are strict regarding weld/riveting sequences, and take particular pains to see that no welding is done on riveted gunwale bars after riveting, or during the life of the vesseL such a* anchor windlasses, winches, steering gear*, etc. We are great believers in the value of a stem anchor and I mention it here because, although it does not affect the safety of the crew directly, it does indirectly, in that it helps to prevent ground ings. swinging in narrow channels, and re duces possibilities of collisions. We also use mooring winches on all vessels from 27,000 DWT upwards to con trol these large vessels when moored in high winds, heavy currents, under surge conditions, etc. Lines from mooring winches are caster to handle and adjustments can be made in length of mooring lines much more safely than by manhandling lines on bitts. In view of the high loading rates, often in the neighborhood of 40,000/50,000 barrels per hour, the draft of the ship varies considerably in a short period of time, and we consider a quick means of compen sating for change in length of mooring line very desirable. We consider a fast acting rudder very necessary to give maneuverability in nar row channels. We are designing our newer vessels with a rudder area 15 to larger than normal, for 40* helm angles, in lieu of 35*, and for hard-over to hardover time somewhat less than required by the ctassific ':on societies. As the result of this, we have built extreme maneuverability into our vessels from 48,000 DWT and larger. The classification societies require a cer tain number of riveted seams in the shell and deck of oil tankers but do not state their exact location, except in general terms, such as "near longitudinal bulkhead," etc. We have gone one step farther and lo cated the required seams at carefully cal culated positions on the shell and deck en velope so that any crack starting within a panel and completely severing it, but ! should next like to discuss the sub ject of safety requirements as they pertain to layout and construction of crew's quar ters. Danger from fire is one factor we al ways have uppermost in our minds when laying out quarters arrangements. Therefore, we keep combustible materials to a mini mum and do everything possible to con tain a fire once it starts. We never use combustible material for quarters' sheathing terminating at the two rivet seams bound ing the panel, would leave a residual sec tional modulus of such value that the re maining hull girder would not be stressed beyond the yield point in the damaged con or sheathing grounds and always have at least one or more air ports in every room of an opening type for emergency access, es*en though not necessary from a ventila tion standpoint in this day of air condition dition. We allow no shipyard to deviate ing. 49 W61 National Safely Congrest We build so-called steel fire towers m 'ttir quarter*' space for venial access. ?uch towers have steel boundary bulkheads and vertically they extend from the lowest deck tc* the boat deck. Access to the fire tower is through steel doors at each deck level. Once in the tower, a man cm bypass a lire on a deck between the one he is on .>ud the boat deck. U`e never permit open stairways on our vessels, tmless there is a metal door at the top or bottom of the ladder to act as a tire barrier. All semi and permanent awn* ings are constructed of fireproof or self- extinguishing materials and insulation u*ed has to have such characteristics also. Painting is kept to a minimum cm newer vessels by use oi^ setf-c*>lorcd bulkhead and ceiling panels. We are presently considering the use of a fire-resistant paint, where painting is required, now that such paint is available for application directly over previously painted surfaces to render then fire resistant We do not allow any opening-type air forts on the poop front at the upper deck level and those installed axe of tise fixed light type, fn rooms so stinted, breakout panels are installed in room doors in case'* ianuned door does not permit ready tpov We are presently kicking into the possibility of installing room doors that overlap the jamb so that there can be no question of their jamming. No doors are permitted in the poop front bulkhead at any level. All acee>:i to the aft quarters u from doors lotocaled in recessed area-ways in house sides. We firmly believe such construction re duces the chance for fire on deck or gas fumes from gaining entrance to what might be considered the heart of the tanker. No Access is permitted to bridge 'tween-deck space from inside midship quarters. Such access is from outside only. On our more recent construction, we have reduced the inclination of oar Udders so that they more nearly approximate that of the normal house step. This has proved to be very worthwhile and has received much favorable comment. We also care fully check headroom clearances associated with ladders at angles of various degrees f slope, and use a standard diagram of -karanees for such purposes, which has proved very useful. Vertical ladders are Always installed continuous to a definite tep-off platform. None are ever allowed to terminate more than one step height ;ibove a suitable landing. We are very insistent that ait tripping hazards be eliminated insofar as it is phys ically possible to do so. We always cut down coamings in way of ladders and walk ways unless required by regulatory bodies and will not allow grating runners to project above gratings transverse to line of travel. Generally, this means terminating grating runs at corners on non-skid floor plate platforms where right angle turns are ne cessary. Obstructions that have to be in stalled in line with normal passageways are painted white ior quick visibility at night. All walking lanes are covered with nonvkid type paints whenever possible. We axe very careful to see that the scup pers do not discharge into lower decks in *uch a manner that water has to run across deck passageways in order to reach nearest scupper opening. In the winter, such scup per drainage water frequently freezes and pxesous a sheet of ice for the crew to walk across. We insist on carrying scuppers through deck and thence transversely across under overhead into nearest vertical scupper at outboard side of ship. On our newer vessels, we have recessed ;dl machinery casing doors that the heavy doors cannot be opened into the face of a person uvng the fore and aft passageways. On practically all post-war construction, stores are handled bv an electric crane, either through side ports aft opening up into a passageway providing ready access to adjacent storerooms, or by means of an electric monorail lift suspoidcd from a structural support at fidley top level. This monorail extends from side to side of the vessel over the poop, and is so designed that stores and spares can be dropped through a batch directly into storage spaces. With such equipment, no "make-do" skids or jury rigs are required to itandle More* or equipment. Doe to the size of our 77,000 and 86,000 DWT class vessels, 855* in overall length, and 112*6* and 12$' in beam, respectively, we have decided to increase wheelhouse visibility to the greatest possible extentUnder day operating conditions, a half height folding door separating the wheelhouse from a chartroom can be folded back. 50 Marine fnduilries When this is done, a watch officer standing n the centerline has dlO* visibility and <! he moves six feet off the centerline he ran look directly aft. We are also adopt body clearances for different slopes that hu proven very satmnetory, Hmndraits are in at least two tiers and single handrails arc seldom used, and never on any grating from ing the V- S. rivers system of sloping which a man could fall from any height. wheelhouse windows forward to reduce Routing equipment is provided with ade store. quate guards and hot pipes are located away 1/ The various navir' anal and communtca* from normal access, or if this is not pos f. non instruments are utng installed in a eon* sible, arc adequately insulated so that no jjl wile at the forward end of the wheelhouse, member of the crew can inadvertently come fnder this arrangement, the watch officer into contnrt with such pipe* and suffer t has. everything he needs to control his ves burns. uri in one spot, plus a practically unlimited We take great care to see that ventilation * held of vision. Over the wheelhouse door*, openings and water pipes arc not installed tort and starboard, facing outboard toward over switchboards, control equipment and ' (hr bridge wings are located a rudder angle generators, in order to prevent any water indicator and an R.P.M. counter. These dropping on such vital equipment. Motor instruments arc readily visible from the starters are arranged with door interlock* extreme bridge wings and enable the pilot so tiiat the power and control circuits arc '-r watch officer to confirm that his orders completely dc-emigucd when the door is uc bog carried out. The rudder angle open and, also, the internal arrangement is indicator mounted on the overhead in the such as to prevent personnel contacting the f ahcdhoQve has three faces so that it is hot leads when working on the starter. Suit- 1 rcadilr risible from any position in the able block valves and interlocks are pro wheribousc. Thai R.P.M. indicators are angle vided as necessary to protect engineers work * racoKed errerbead ta the wheelhouse for ing on equipment from being injured quick refrrrtx-e from any location therein. accidentally by coming in contact with live Having these navigation instruments steam.or electric current when starting up readQy risible from many locations on the equipment. nan^nng brvlge deck is very important fees one cos**ders the time involved in moving US fee; across the full width of the bodge We are using open tjpe chemical feed tanks with pump injection, rather than leed through a pressure tank, so that accidental blow back of chemical is not possible with For read? accessibility in an emergency. boiler water treatment. , jl I i' * -* arc arranging to store the emergency lifeboat rsfio m the poop rather titan in the msdvhrp boa< as formerly, so that any severe Grange aoridship will not result in complete low of radio facilities aboard ship. For the saw reason, we are providing for a supplemental supply of medicines to be wmred aft under the control of the chief engineer. Is the case of the power plant, we do * ur wiww to see that safety is designed into h from the very beginning by using -unable material*, equipment of robust con uratioe. and providing easy access to the various component* thereof. Suitable ladders ud gratings, floor plates, steps, platforms and properly located lifting devices are pro vided for as required. Headroom on lad ders and over gratings is carefully reviewed to make cure clearances are adequate. For The fire fighting system is carefully de signed to cover every possible contingency. On our newer vessel*, we are replacing the steam smothering system for the cargo tanks with an on-deck foam system having moni tors mounted at strategic locations at the after end of the forecastle, midship house, poop front and on the fore and aft walk way. On the 77.000-86.000 DWT vessels, we are insulting a diesel-driven fire pump under the forecastle. With such an arrange ment, any of the crew isolated forward would be able to fight fire if an explosion .midship should cut them off from the fire fighting pumps aft. To ensure that every crew member in the deck department knows how to, use it, we are insisting that this equipment be used every time wash-down water is required forward. this purpose, our design group for several The on-deck firematns are constructed on years fas been using a diagram giving a loop basis with suitable cross-connection 51 [9Ql National Softly Congress and block valves located so they can be utilized to make the firemains intact again it they are severed by an explosion or collision. Such a svstem of firemains en ables water, or water fog and foam, to be u*ed on deck at one and the same time it required. The storage room tor the CO, bottles used m fighting fire m the pumproom and machinery spaces is ventilated by a :<pa- rate natural or mechanical system and all bulkheads and doors are of gas-tight con struction so that there is no possibility of gas entering the quarters in case of acci dental discharge ot the bottles. On our newer vessels, we are installing water fog tn fight pumproom fire*. This ha* certain advantages; for when CO, is used for fire protection it is necessary to provide some built-in time delay to allow* all personnel to be evacuated from the space before re leasing the gas. In the cue of water spray protection, this can be put into use immediately with out harmful effect to anyone in the space. On our newer vessels, we are installing a series of spray nozztes to protect the poop house front with a water curtain to pre vent spread of fire aft which might destroy a major portion of vessel's fire fighting capacity. At the same time, such curtain protects members of the crew* assigned to use foam monitors at poop front. On our newer construction*, we are plac ing the cargo discharge lines in the cargo tanks with cargo discharge riser penetrating the deck directly under the crossovers. As the size of vessels increased, we have finally reached lines 20' in diameter. With the high cargo loading rates in use today, and the need for the crew to constantly cross the lines, even on suitably designed walk way crossovers in the most inclement weather, it was decided that, from a safety joint of view*, a hazard could be eliminated by clearing the decks of the cargo discharge tines, on crude carriers where product con tamination from any leaky* joints would not be any real problem. On our two new U. S. flag tankers, Esso Boston and Esso Baltimore, the discharge lines in the cargo tanks were not fitted with couplings but were fitted with expansion loops to eliminate the possibility of leaking .mints that might contaminate cargo if the vessels were plated in clean service. The installation of large diameter lines ia the system also meant that the valves were in creased in size and we have had to con sider power as a means of actuating them. Such valves are too large to be operated manually, except by a major effort on the part of the deck crew which often results m wrenched backs, muscular injury, etc. Consequently, the valves of the main cargo yvttem in tanks and in the pump room of our latest 47,000 DWT tanker, Esso Norway, and of the six 77,000 DWT and six $6,000 DWT vessels under construction, are, or will be fitted with, hydraulically operated cargo valves arranged for local operation In our cargo pumping system we have emergency pump shut-offs located at the pumproom entrance aft, amidship on the bridge deck aft (with shut-off buttons both nude and outside house) and on the mid ship house front bulkhead. The stop in side the house was installed so that if access to the outside stop was impossible because of fire, or because of blowing of product from a burst loading connection, the cargo pumps could be shut off from inside the midship house, with protection given the crew member by the steel house bulkhead. On new* construction, we are interlocking the mechanical ventilation system of the midship house with the emergency cargo pump jhut-offs, to further limit any possible chance of drawing oil or vapors into the midship house, m case of a broken dis charge connection amidship that would spew oil anj sapors over the house. Generally, the Esso family design their vessels to operate under a closed system of loading and discharging. This means all ul lage covers are closed, vapor u discharged through risers at mast heads and all ullages arc taken from tapes on sealed float gauge recording devices. There are literally hundreds nf ways ui promoting safety by incorporating safety features into tanker design from die be ginning. I have mentioned only a few be cause of lime limitations. All this atten* non to safety detail will be of no avail, however, unless crew members are made safety-minded by constant drilling on the subject. No design can overcome a lacka daisical attitude about this subject on the part of either employer or employee. 52 Marine Industries CAUSES OF CLAIMS AND THEIR EFFECT ON CLAIM COST IN VESSEL OPERATION By EARLE SMITH Safety Dir,, Waterman Steamship Corp., Mobile, Ala. Before we itave a look at some of the causer of claims and increased claim cost in vessel operation, let us have a look at ihe claim consciousness of the American public today as represented by the two fol lowing incident*, which involve a relative and a friend. One of my aunts had occasion to visit i>ne nf Mobile's modem super markets, and white shopping, she stepped on a green bean which had apparently been dropped by one wi her fellow shoppers. She slipped and jell, injuring her right wrist. On visiting one of our outstanding orthopedic physi cians, he was very quick to inform her of the claim possibilities of her injury, even to the point of Miggcsting a capable at torney. The second incident which indicates the trend of the times involves a young man vi horn 1 lud coached in football. He was driving to work early one morning and as he approached a traffic light, it changed from green to amber, When he suddenly -topped, a city bus ran into the back of his car. There was no damage to either vehicle; but he probably suffered a mild back strain. He was able to secure com petent medical evidence that the injury* was of such seventy as to justify a sizable settlement trom the city bus lines insurance carrier. On the surface, this would seem a legiti mate claim, but early in his college career, and long before this happened he suffered a very severe back injury resulting in his being placed in a piaster cast and rendering him unable to play any more football. While he had been able to lead a fairly active life, his back continued on occasions to give him trouble. However, he maintained that for sometime prior to the bus accident, his back had not bothered him at alt and (hat the sole cause of his present condi tion was the bus striking the back of his ear. These two incidents, I am sure, are very irmlar to experience* nil **f >ou have oe* ca*ion to deal with everyday. For thi reason. 1 sltould like to talk to jou about raues of claims and their effect on claim costs. In other words, factors which moti vate claims and thereby result in inereased cost of personal injuries in connection with vessel operation. We have found that one of the most important tacrors in the motivation of claims is the lack of ability on (he part of a Master and/or his officers to get along with ships' personnel. Master's or department head's ability to run an efficient ship or department and lo treat men under their supervision as human beings can greatly reduce claims as opposed to accidents and consequently reduce operating expenses. Last year, one vessel in our fleet cost us only $600.00 in claims. We attributed this almost entirely to the ability of this vessel's Master to get along with his men. He always took time to give a man a draw u he had one coming. He always saw to it that a man got proper treatment if he was injured. He also gave time off to men tn their home port and granted extra shore leave in foreign ports. Actually, his lost time record has never been good because he is very quick to knock a, man off if he gets hurt. However, his claim cost record has been fantastically good. By contrast, another ship had $13,00000 in claims against it in the same year. The Master on this vessel always seemed to have bad luck in that he was never able to pick up a good crew (according to him). Late one afternoon while I was sitting in his office, one of the crew came in tor a draw. Although he was allowed to make the draw against his earned wages, he had to take a lot of verbal abuse from the Master because he was late in making his request. At the vessel's next port of call, the man requested a Master's certificate-- received a "not fit for duty" status report from Public Health on some trumped-up 53 1961 A'alional Safety Congress Ulness and was able to take some time off at Misrepresentation of facts, for example, our expense. saying that the ladder was clean and dry If the Master had given the man the draw and told him to have a good time, he probably would have finished the trip and we would have heard nothing from him but because he did not stop to con* sider the man's feelings or treat him as he would have wished to be treated him self, the compai.y had to pay out $720.00 it might otherwise have saved. It scents more than a coincidence that those vessels on which the Master is con cerned with the welfare of his men al ways wind up in the group that has the lowest claim cost. failure of the Master to report an acci dent or illness promptly to the claim de partment often results in increased claim cost. Many times the man is put off until a report is received from the vessel. He ieels he is being deprived of something when it was dripping with freshly applied fish oil, also costs the company money, ft does no good for the claim department to deny liability in a case like this and at the time of trial have the seaman show up with two or three witnesses and a pair of oil soaked pants to prove his point The claim department needs to know the truth, the whole truth and nothing but the truth ii it is to operate efficiently. Poor investigation and reporting of all conditions causing the accident has con tributed more to increased claim cost than any other cause For example, an able seaman was pulling the slack out of a tent ganttine prior to raising gear when the tent gantline slipped off of cleat caus ing him to lose his balance and fall back wards, striking the back of his head and right shoulder on a winch cylinder. that is hit due and will sec? legal advice This accident was reported promptly and which almost invariably results in higher the report apparently was a good one, but settlement than if the claim is settled di the condition of the deck was not noted rectly with the seaman. in the report nor were there any photograph- failure to report factually has also proven to be an important factor in increased claim cost. Distortion or omission of facts which are favorable to the injured employee can only result in failure to offer proper com pensation in which case he secures legal advice with invariably a resulting higher taken of the accident scene. Consequently, we were unable to refute the claim of ait tinscasvorthy condition, "Grease and oil on deck." The result was a $30,000.00 claim loss, where a complete and proper investi gation would have resulted in about a $5,000.00 claim. claim cost. Another example, late one afternoon after Of even more importance is the failure to give tiie claim department the facts it needs to equitably dispose of the claim. Of ten the question of the injury report as to whether the man was sober is filled in wiih a question mark. A report which says the man slipped and fell on a ladder, or was hit by a 4 x 4 which dropped into the hold, does not tell the claim depart ment anything. Was the ladder clean and dry? Was the location adequately illuminated and were the trads and handrail* in good condition? Was the 4x4 left in a pre carious position by someone for whose ac tions the ship would be responsible--or was it knocked into the hold by a longshoreman, securing for sea, a day man came to the chief officer and requested some linamait, saying that while driving wedges, he had struck his knee and that it tvas not bad, but as a precautionary measure, to keep it from getting sore, lie wanted to use some linament. Sometime later, after the voyage payoff, he requested a Master's certificate again saying the knee was O.K., but since he was getting off the vessel, he had better get the knee cheeked at Publie Health. Our next contact u'ith this sea man was through his attorney stating his client had a knee operation for an injury caused by his slipping in grease and oil on deck. or dropped on die mail by another teaman? These are the things that the claim de partment needs to know--and the failure of the Master to report these facts costs die company money. We were unable lo refute his claims be cause the Mate liad not examined the acci dent site or looked at the injured knee or tied down the cause of the accident by get ting a statement signed by the seaman set- 54 Marine htdtatries tmg forth facts as to how the accident happened. These are only a few examples of the many such instances where the failure to establish all of the facts relative to an ac cident scene has resulted in increased claim costs. A verv important cause of claims and increased claim cost can be a feeling among a vessel's personnel that the company's in terest in them is onl> tor its own personal gun This t, indeed, one of the causes we have spent a great deal of time on. First, a great effort has been made on the pert oi our claim department to treat an injured or ill employee fairly--thus es tablishing a reputation of iar play. They try to make an employee "whole" again, it, where the injury is an established fact and due to the vessel's fault, the employee receives I-/M wages and overtime. If there is a permanent disability and/or if an umeawonhy condition was the cause, the employee is paid an additional amount. We feel this policy has paid off since we are getting fewer and fewer claims where the claimant t* represented by an attorney. One of the important reasons we have been able to follow this policy has been the insistence on the part of our operating and claim departments that all incidents be reported promf'tiy and factually. During 1959 and i960, the vessel in our tleet that had the highest claim cost as well as the highest accident frequency was proving to be a real accident prevention problem, in that the answer was not ap parent as to just what we could do to help them attain a better record, One week-end late in I960 an emergency arose and it was my duty to sail a vessel. Shortly before sailing, the bos'n and the ship's delegate me to me and reported the cat walk over the after deck load was not property *ecurd. Inspection verified their report and the .Master, at well as the traffic department, were informed the ship would not sail until the cat walk was prop erly secured. When the vessel next called in Mobile, the bos'n and ship delegate met me and took me to the crew's mess where they showed me a bulletin board Uiey had made indicating the number of days by depart ments, since the last lost time case. They also informed me that in the future, they would do everything possible to promote safety among the unlicensed personnel and that they were going to strive to make their ship the safest in the fleet. To date, there have been no lost time cases and less than $2,000.00 in claims on the vessel. This is an example ot how claims can be reduced and accidents prevented when -vamen ted >ou are not only interested m their wdtare. hut arc willing to do some thing about it. Failure to join a vessel by a seaman quite frequently results in a claim. Since one t the tew acceptable excuses to avoid a fine by the Union is a "Not Fit For Duty" slip because of an injury o: illness, the seaman will make sure he has such an ex cuse. On one such occasion, a seaman wa* injured while wrestling in a local bar. This, plus an over-consumption of alcoholic bev erages, caused him to miss the vessel at sailing tune. The next morning he promptly reported to Public Health and secured a "Not Fit For Duty" slip for a back injury which he had reported on the vessel some two weeks prior to his failing to join, but which had not caused him any disability (ip to this time. Another example of failure to join, which increases claim cost even more is when the seaman is on foreign articles. Recently, one of our vessels sailed from New Or leans and an A.B. faded to join. Some several months later, he appeared in our claim department with information showing that his reason for failing to join was an automobile wreck in which 1 c had been quite severely injured and was hospitalized for an extended period of time. Our investigation revealed that he had been on a frog gigging ` expedition near his home in Mississippi and on the way back to the vessel, the car in which he was riding became involved in a wreck--thus we were responsible for his wages to the end of the voyage as w*U as his maintenance and care until lie received a "Fit For Duty" status. Lack of transportation rights as a claim cause is a constant problem since an in jured or ill seaman always has transporta tion rights back to the port he joined. Re cently. we had a vessel pay off in a gulf 55 I&6J Xational Safely Congress part where the voyage began. Severn! of ttie seamen on this vessel had joined on ibe West Coast, so that when the vessel paid off they bad no transporinttoti rights Hack to the port they joined. Consequently, these seamen al! asked for Master's certificates since they wanted not t*v return to the West Coast but to col lect the transportation in cash due them tmder the contract. Five of them were successful in getting "Not Fit For Duty" status from Public Health on such vague representation that they had coughed up hlood or had black-out spelts. If the Master had not been alert to the situation and reported to the claim depart ment, these men would have collected trans portation. A* it wa, transportation was denied until we got a definite diagnosis from public health, and only one ever re ceived any subsequent treatment. In summation, the controllable factors which are causing claims and increased claim costs are: (1) Failure of the Master or department head to get along with vessel personnel. <2) Failure to promptly, correctly amt completely report an accident or illness. (3) Failure to create a feeling among i>cr>onnel that the company is interested in their welfare- (4) Failure to promptly mid properly in vestigate accidents. The final analysis of these controllable factors causing claims and increased claim costs dearly indicates that better personnel relations is of paramount importance in the prevention and control of claims. There is a further indication that better personnel relations will be ol aid m controlling "Fail ure to Join," and "Lack of Transportation" types of claims. Finally, the Cost of personal injuries in connection with vessel operation may hr more adequately controlled with: (1) A well rounded joint labor manage ment accident prevention effort. , (2) Good employee relations. (3) Prompt and factual reporting of ac cidents. (4) Prompt and proper investigation of accidents. (.>) prompt and fair handling of legiti mate claims. THIS IS A SAFE SHIP By H, C. ELLIS Manager, West Coast Division, Marine Transportation Department Socony Mobil Oil Company, Inc. One of the reason* I am talking with you today, I feel quite sure, is became some one aboard our <1 nips in our small West Coat tanker fleet took us seriously Many years ago we instituted a formal safety program aboard our ships, and part of the culmination of this program is the fact that last year we placed first in the National Safety Council Tanker `lection Safety Contest with a record of no lost time accidents. This fact, 1 feel, helped contribute to the request that I present a paper here today. This accomplishment has given me a great deal of personal pride and satisfaction, not $o much because our ships took first place. hut because I know that through the hard work of everyone concerned--no one aboard nur ships was seriously hurt last year. Of course, we had the usual run of minor bums, something in the eye, and slips and falls. No one, however, was hurt seriously enough to lose lime from the job. We thereby avoided a lot of pain and suffering, as well a* cost, that goes along with tost-time acci dent*. Needless to say, a lot of effort lias been made to try and keep the slogan, "This Is a Safe Ship," a true statement of fact This message, in various ways, is imparted to every* crew member who comes aboard our ships. It also serves as a reminder to the 56 Marine Industries regular crew. This is accomplished m many ways, and I'd like to tell you about some of the things wc do and some of the things hat have happened to US As on many other ships, a regular monthly safety meeting ts held by the officers to dis cuss and argue out any safety problem* that have arisen and to keep continuously in front of all concerned the fact that we have an official safety program and are vitally interested to see that its purpose ts accom plished One of the most successful aspects of our program is that from time to time informal safety meetings are held by the unlicensed crew, usually supervised by an officer, in which again our safety program is brought to the fore. Occasionally attention is called to infractions of our safety rules. When this happens the infraction is discussed, and we aiwavs make sure that the correct way of doing the job is explained and demon strated. You might think that these meetings of the unlicensed people would turn into "bull sessions," but we have found this not to be the case. We are of the opinion that the men actually doing the physical work can make or break our safety records, and this is where we endeavor to concentrate our efforts. We have found that this generates a con siderable amount of "esprit dc corps" when it comes to safety aboard our ships. For example, several years ago one of our stew ards came aboard his ship in Seattle, and, in proceeding along the deck to his room amidships, ducked underneath the loading/ discharge hoses at the manifold, lost his balance, fell overboard and landed on the dock. He was seriously injured and tost a leg as a result of it. While this was not a matter for levity, the captain nevertheless later said to me. "You can't charge us with a lost-time acci dent when the steward fell off the ship. He was all right when he left the ship. He wasn't hurt until he hit the dock." Needle** to say, his ship was charged with a io<titne accident, We have since prohibited this practice and installed an access ladder from the deck to the catwalk amidships. There is another area of management that we think can be used with success to help improve or keep your safety record. We try* <>ur best to see that men returning from leave or vacation are re-assigned to their old ship. This contributes to morale and helps the men keep an interest in their work and accomplishments they have achieved aboard their ship. We have also found that this pays off in helping to keep a tight, wellrun *hip With a tight, well-run ship you have not only economy in operations, but you have economy in maintenance as well. Why should a first assistant overhaul a valve he lias just removed from a pipeline just so some new first can use it when he comes aboard and doesn't have to do the work? Why should a chief mate paint over the side just so his successor can take the credit for it later when the port captain from the home office comes aboard ? We feel that as a result of their lack of interest, which is understandable, the com pany suffers and in the pocketbook, too! Shipyard bills go up and the feeling of the men is that "What the hell, why should 1 knock myself out. I'm not coming back here after vacation!" This attitude also generates carelessness and the first thing you know the accident record takes an upward spiral. Coming back to your old ship is like coming home. You know where everything is, how to take this comer slow, and how to duck here. You can even find your way around in the dark sometimes if necessary Picture what could happen when you go aboard a strange or unfamiliar ship. A wiper could tall down a ladder because ``hey didn't have one in the same place aboard my last ship." A cook gets his fingers mashed in the galley door because ``there was a door closer on the last ship I was on." We are all strained and ill at ease in strange or unfamiliar places, and being so, we think, helps make for accidents. So we try to make every effort to see that each member of the crew when he returns to work is put into familiar and safe working places and living quarters--his old ship. One of the unions on the West Coast has made it a practice, in order to spread the work and jobs, to rotate their men on the ships, every seven months. This means that at the end of a seven-month period, a man has to get off and make room for another union member. You can imagine how this affects a safety program. There just isn't 57 1961 Xational Safety Congress any! We are not placing any blame on the union; (hey have their problems, )ust like wt in management, but it's too bad that such .v thing has to be. This U an area where management could ml should try and work something out to make ure employees are kept aboard for lonsrvr periods of time, say at least two tears, so that the men would have the op portunity of developing safe work methods and habit* the way the company feels they should. This is for the men's protection and routd certainly save some grief and misery. As you all know, no matter how* hard you preach and hammer away on safety, vimetimes a bad accident happens and is difficult to explain. We had one in 1959. One of our ships left her moorings at a submarine line up the coast from Los An geles at 1 45 one night, headed for San Pedro. The ship was about 2 miles off at full speed when the third mate reported he heard a faint cry for help. The ship im mediately was turned around and steered on a reciprocal course. It was then discovered the Bos'n was missing and was presumed Inst overboard. The mooring launch at the submarine line terminal was asked by teleplione to help in the search and the Coast Guard was notified by radio. The launch and a plane from the Coast Guard immediately set out. However, over two hours later the body was sighted floating face down in the water hv the hip`s lookout. The body was recovered, and, al though artificial respiration and oxygen were applied for over an hour, the ship's crew was unable to revive the Bos'n. A doctor later attributed his death to drownincr. Our Investigation of what happened could only determine that upon securing alt the mooring lines and gear after sailing, the Bos'n dismissed his gang and was last seen going aft toward the fantail- Karlicr in the lay he had a couple of sailors mov e a Urge, full trash can from under the fo'csle head to the fantail to be emptied after leaving the moorings. His cap and bits of trash were found next to the railing on the port <ide and laying on some of the lines that had been used at the submarine moorings. The large trash can was missing. We can only presume that he fell overboard in at tempting to empty the can. Fortunately, he had no wife or children. Now, here is one of those unexplainable accidents that we mentioned. We don't mean the accident itself, but why and how did it come about. We can't explain it. Here was a very capable and experienced seaman. He had gone to sea for us for 15 years and itad been Bos'n for 15 years. He l ad never had a really serious accident before, yet he violated two basic safety rules that we know of. maybe more. The first one 5$ "Don't rely on Do It Yourself, get help if you need it." It goes without saying that if it took two men to move the trash can, it cer tainly would take two men to empty it. The other rule or regulation violated was that it was apparent he had tried to empty the can over the ratling, possibly standing cm a bit while doing it (his cap was found next to the bit) instead of using the trash chute provided on the railing on the stem. Another rule he might have violated is "One hand for yourself--one for the ship" in do ing any precarious job. We feel that if he had followed this rule he might have saved himself when he lost his balance. Why did this experienced seaman fail to follow these rules after all the safety meet ings he had been in and all the demonstra tions and instructions in safety he had given to new men under him? This is why we say that sometimes accidents are unexplain able. Maybe we all can learn a lesson from this that no matter how experienced you arc and how mueh you know, no one should take safe working habits and practices for granted. And then, there arc (he thoughtless people who know better, but just didn't think. We recatl the case awhile back of a cook telling another cook that when grinding meat in the meat grinder to always use the wooden tamper to press the meat into the grinder and not to use fingers "like this." He then proceeded to push the meat into the grinder with his fingers and promptly got the tip of them cut off! What can you do about a person like (his? We think he learned his lesson the hard way! Another and very pertinent part of otr safety program can be likened to one of the slogans by the National Safety* Council, under whose auspices we are meeting here today, in connection with their drive on automobile accidents and deaths--"Drive De fensively." Our men are urged to "Work Defensively." Don't rely on an accident not 58 Marine Industries happening because all the mechanical safe guards are provided for a given job or be cause your fellow worker is experienced and trained to work lafelv*. Our men are urged to discover potcmiallv dangerous conditions and work methods and correct them before we have to analyze an accident to see what went wrong Yet, despite all this, a serious accident occurred that is a good example of not "Working Defensively." A fireman was instructed by the second assistant engineer to renew the packing on the steam valve on the soot blower line in back of the port boiler, a job he had done before and with which he was familiar. He apparently had difficulty in removing the packing after removing the packing gland and decided to remove the bonnet in order to complete the job. He claimed he opened and closed the valve two or three times to -ee if there was any pressure on the line and decided it was safe to remove the bon net. He then slacked oiT the four bolts of die valve bonnet and turned the valve wheel to break the joint. The bonnet blew off. and the man was scalded by steam about the che<U arms, neck and face. This caused him to fall from the grating where he wa working to the floor plates, a distance of about ten feet, breaking his left leg. Why didn't he check to make sure steam was off the line and that the drains were open before doing the job? We feel that he didn't "Work Defenrivety" 1 All the safeguards were there, and he was well trained. Somewhere in his safety education the "Work Defensively" attitude was missed. Somewhere we mied! I'd now like to quote to jou an excerpt from a talk given bv our port captain in 1959 before the annual Western Oil & CaAssociation Regional Safety Conference in Long Beach, California, which we believe pretty well hits the nail on the head in summing up our attitude toward a good and efficient safety program "1 believe we sitould all be reminded that -jfety aboard ship is the day-to-day constant uperviston to correct, educate, to show, and to explain, Chip away at carelessness, negli gence and foolhardiness, little by little, until >ou have a reasonable amount of safety. `The problem is to find some way to re mind the men of the established safety pro cedure*. These procedures are not the whimof the people who suggest them, but the result of a detailed analysts of accidents that have occurred and the best way to prevent hem in the future. "The method* of reminding men of safe practices arc many and varied You can lit erally kick a man when he violates a rule of safety, but this obviously is not good motivation. The most practical way is repe tition. You remind the men at every occa sion, by sign, by word of mouth, commenda tion. and by every* means of communication known to man. And then >eu Repeat, Re peat, Repeat and Repeat. Time is not a fac tor when it comes to promoting safety." When you have done alt thi* and continue to do it, we believe you can then go aboard one of your ship* and say with a great deal of satisfaction and pride--"This is a sate ship." SAFETY CONTROL --NS SAVANNAH By CAPT. GASTON R. DeGROOTE Master, NS SavannaA, States Marine Lines, Inc.. Camden, N. J. I have great respect for the accompli-hments of the National Safety Council-- particularly in the maritime field. As a ship's master. I know first hand the im portance of what the Council is doing to encourage safe practices and prevent ac cidents. Your sponsorship of this panel to day is an outstanding example of your de sire to probe deeply into this vital subject. The papers committee has asked me to *pcak on the nuclear ship Savannah, oi which l have the privilege to serve as mas ter. States Marine Lines considers it a great honor to have been appointed a* general SU 196J National Safety Congress agent tor the government in operation of this vessel, the world's first nuclear powered ' merchant ship. As vou may know, she i< now undergoing final tests .Jid systems checkout in Camden, X, f., and will shortly receive her first loading of nuclear fuel. By way ot introduction may l point out that this paper must--ot necessity--take a -omewhat different approach to the subject <t safety than that followed by your past -peaker* For example, it would be superfluous to discuss her* the conventional safety features of the NS Smannah, which are similar to those found m any modem vessel built in the United States. I will also limit refer ences to radiation safety measures--designed to protect the health and well being of per. sonnet. Although tins would be a logical topic to include in any discussion of the ^Oidnno/i, there is a more detailed paper covering that field already on your agenda. Instead, my discussion will deal with safety as demonstrated--first, in the con struction of the Satannah's nuclear system, and second, in the controls which assure aie operation ot the reactor plant. My remarks will be of a semi-technical nature rather than a presentation of safety ideas or results. ft should be noted at this point that the systems l shall describe were determined to be necessary- not just for this type of reactor, but for this specific reactor, in stalled in the Savannah. Different reactor types that may be used in future ships may or may not require these particular safe guards. Similarly, advanced concepts of the pressurized water reactor itself could call fur completely different methods. It shoutd also be noted that in this proj ect the Government has an active upgrading program in continuous operation, whereby we hope to simplify equipment and con trols as much as possible. 1 should probably emphasize at this point that in addition to safety instrumentation, the Savannah is equipped with a number of control s> stems that serve other purposes, such as auto matic operation. The NS Savannah U a single screw passenger cargo vessel of advanced design. Her length overall is 595 feet 6 inches; her beam, 75 feet She will draw* 29 feet 6 inches, loaded. Her displacement is 22,000 tons, and her cruising speed is S3 knots. Maximum shaft horsepower is 22,000. There .ire accommodations for sixty passengers, who wilt also have the use ot attractive dining and recreation facilities including a swimming pool. The SVntmnafi will require a crew of about 110. Some 9400 tons of cargo can be earned in her seven cargo holds. Approximately amidships, abaft of No. 4 hold. Is the reactor compartment. The nu clear reactor is the heart of the Savannah's propulsion system--it can take her 14 times around the world without refueling. The world's fossil fuels--oil, coal and gas--are ample for year* to come, but are not in exhaustible. So we look to the atom for a new kind of fuel to meet future needs. In merchant shipping the prospect of nu clear power is extremely attractive because cargo capacity can be increased by eliminat ing the need for storing a targe fuel supply. It is important to point out that the Sawnnah is not expected to be economical at this time as compared to conventional ship*. Instead, its purpose is to demonstrate to the world that the force of the atom can be hamessed and put to peaceful use for the benefit ot all mankind Also, to allow Ameri can steamship companies to observe the pos sibilities oi nuclear power for future ves sels, and thus to foster the growth of our American Merchant Marine. Now let us look at the Savamniit's nu clear plant. As you are already aware, I am sure, the reactor generates heat--which raises steam to run the turbine. Fuel is placed in the core of the reactor in a unit consisting of pellets of enriched uranium oxide encased m stainless steel tubes. A controlled nuclear reaction takes place, caus ing tremendous heat Water is circulated around the hoc fuel, carrying heat to a secondary water system in a heat exchanger. This secondary' water supply, converted into steam, drives the turbine. The reaction is controlled by twenty-one boron stainless steel control rods. When the reactor is shut down, all the rods are fully in place within the core, and neutrons re leased by the fuel are absorbed by these rods. When the plant is started up these control rods are withdrawn, singly or in groups, and the number of neutrons avail able to split the atom* in the uranium is incre3ed. 00 Marine Industries The Savannah's reactor system was de signed and constructed with safety as a paramount consideration. Under no circum stances will passengers or operating per sonnel be exposed to dangerous, uncontrolled radiation. Operation rf the ship will not adversely affect any environment in which it is located. The nuclear plant will be completely protected from any possible dam age due to ship movements, at sea or in port With this in mind, we first observe that the reactor core--where nuclear fission takes place--is sealed within a carbon steel pressure vessel with a wait 014 inches thick, dad internally with stainless steel. This ves sel is approximately 27 feet long and 5-2 feet in diameter. The pressure vessel, in turn, is encloed by primary shielding which consists ot a steel and lead tank filled with water. Next, there is a steel containment vessel which surrounds not only the core, the pressure vessel and us primary shield tank, but also most of the associated reactor systems, such as heat exchangers, pressurizer, pumps i related valves. This con tainment vessel is a structure 50 feet long and 55 feet in diameter. In addition, the ship'* hull i< specifically designed to protect (he containment vessel against damage from collision. An egg crate structure ot steel on the bottom protects the Sacannak from being pierced through grounding. A concrete wall four feet thick holds the containment vessel firmly in place, and also serves as the secondary shield As a further cushion against any possible damage, there is a special resilient collision mat which lines the sides of the compartment in which the containment vessel is located. It cm-ists of alienate layers of redwood and sted, and is two fret thick. There are -way brackets, designed to support the containment vessel in the event that the ship is rolling or pitching. Thi* possibility has lccn iurther dealt with by installing the latest type stabilizers which function to reduce the "roll" of the ship. The upper portion of the containment vessel is provided with extra protection by an envelope of tend ami polyethelene. Fi led))-, the base oi the compartment has an insulating water shield. This adds up to approximately 2400 tons of steel, lead, concrete and polyethelene which shield the containment vessel--and the reactor plant--from any possible damage. Needless to say. the designers rightly feel that more than adequate safeguards have been built into the Savannah. Indeed, it will be one of the safest vessels afloat. A complex system of instruments con stantly monitors reactor performance, as well as operation of the pressurizer. pumps and other parts or the plant. These instru ments transmit signals to x mam control panel, and also to the automatic safety and control systems. The safety system is designed so that, if conditions develop which could be haz ardous to the reactor or to personnel, the reactor will immediately and automatically shut down. To do this, all control tod* which have been withdrawn are returned to thetr original position in the core, instantlv stopping the fission proces*. At the same time there also are visible and audible alarms. This automatic shut down is accomplished by either of two methods, depending upon the type of emergency--one called scram ming and the other called last insertion. In a scram action, it takes only 5/10 of a second for hydraulic activators to insert all withdrawn rods into the core. In the case of fast insertion, electric drives are used, taking a maximum of about 4 minutes. Either a fast insertion or a scram signal over-rides all control signals, manual or automatic. Once a scram is initiated it can not be stopped by the operator. Fast in sertion can be stopped by the operator by means of an uver-ride switch on the con trol console. A manually operated switch also permits the operator to cause a scram at any time. There arc two alarm panels and two am plifiers, All scram signals enter these panel-. From there they arc applied to safety am plifiers which trip and release the scram action in the control rod system. Now what are the conditions in the re actor plant which will activate the safety system fur automatic shut down? One con dition would he an ahnomtnl nuclear level 61 1*61 National daftly Conpresr --another condition could be non-nuclear, juch a$ abnormal temperature*, pressures, ;nd flow rates--item* familiar to us in con ventional marine power plants. Both the nuclear and non-nuclear charac teristics of the NS Savannah, therefore, take into account all the possible conse quences of nuclear power plant operation Nuclear conditions in the reactor are- measured continuously by 10 measuring channels which cover the entire neutron flux range of the reactor. These channels re ceive their signals from 10 neutron de tectors located in vertical wells around the shield tank of the reactor. There arc at least three detectors for each of three power ranges--start up, intermediate, and operat ing power. Therefore, situations which would and operator error. This design and the built-in safety features have been reviewed by at. least six independent organizations, including government agencies and inde pendent nuclear engineering consulting Arms, during the construction and testing phases. Therefore, the NS Savannah incorporates the latest and most reliable safety features known to the nuclear and conventional power industries today. lend to an unsafe condition in the reactor I have just described for you the safety at any power range are always monitored by at least three detectors and- at times by "even detectors. <ystcm and related instruments of the nu clear ship Savannah, Because a nuclear re actor, like a conventional plant, requires During plant start up, an unsafe condi tion-measured by any one of four de tectors--will scram the reactor. In the inter mediate and power ranges, at least two skillful operation by well trained personnel, 1 would like to mention in conclusion the training participated in by her deck and engineering officers. detectors must signal an unsafe condition liefore a scram is initiated. This guards agaimt hut down caused by instrument lailurcs. but still provides for maximum reliability and safety. The 21. engineering officers, all hand picked by Stales Marine Lines, began (heir training in September, 1956. This group successfully completed a fifteen month course at Lynchburg College and in the held at In addition to nuclear protection, the I*-\ver plant is also instrumented to pre- >cnt unafc conditions of a non-nuclear nature. This non-nuclear instrumentation is a network of standard reliable indicators, controller*, and equipment to provide in formation and to control the primary, sec ondary, auxiliary, propulsion, and ship serv ices systems. The basis for design of the non-nuclear instrumentation is two fold: a) rimplicity, and b) fail safe--that is, to fail to the more favorable non-operating con dition upon failure. Also, alarms are pro such sites as Hanford, Washington; San Jose, California; and Idaho Falls, Idaho. Simulator training at Lynchburg in the sum mer of 1960 completed the field training. Following this training these officers joined the vessel at Camden where they are par ticipating in equipment testing u the ma chinery* is installed. In addition to being licensed by the United States Coast Guard as marine engineers, these men also suc cessfully passed the reactor operators* two day written test required by the Atomic Energy Commission. vided to indicate equipment or instrument Six deck officers, all holding masters li conditions which would place the plant in censes, were selected to participate in train nn undesired operating condition. ing for the Savannah. Although this course Of course, the containment wiiich en closes the nuclear portion of the plant must contain penetrations of piping and instrumen tation cables. To keep these penetrations wr in less detail than that undertaken by the engineers, it was designed to provide a good appreciation and understanding of the limitations of the reactor. at a minimum we have converted many ef our pneumatic controls to electrical, using multi-conductor cables for penetration, then reconverting to pneumatic control at the main control console. Thus, it is possible to have the more rapid response of a pneu It included schooling at Lynchburg and training at Argonne National Laboratory'. Chicago: Taft Engineering Center, Cincin nati, Ohio; and the Damage Control School at Philadelphia, conducted by the United States Navy. After completing this twelve matic system, and stilt maintain integrity month course, the master, chief officer and of the containment ilcriqn- second officer were selected. 62 Marine Industries The Savannah, in addition to being equipped with the latest safety control de* ures. will be manned by the best trained personnel to be found on nnv merchant ves sel in the world. Speaking in their behalf, and in behalf of States Marine Lines, l wish to ask for your continued interest in the .VS Savannah as she takes her place in he American mer chant marine. A P. & I. UNDERWRITER'S PART IN MARITIME SAFETY By JOSEPH E. DOTI Vice President, Marine Office of America For the benefit oi any who mav not be familiar with marine insurance terminology, J would like to explain that "P. & I.," in the subject of this talk, stands for "pro tection and indemnity." P< & 1. insurance is a form of marine insurance which ship owners carry to protect themselves against various legal liabilities arising out oi the operation of their vessels including claim* for loss of life, injury and illness at sea men, passengers, longshoremen and other third parties; loss of and damage to cargo and damage to docks, bridges or other prop erty. However, the Marine Office oi Amer ica has expanded the traditional "protec tion" concept to bring it up to date by providing extensive service* to our assured.on behalf of Maritime Safety, through it* Division, the United States P, & 1. Agency. Our Company became a leading pioneer in the cause of Maritime Safety more than thirty* years ago, at a time when the move ment was stilt in its infancy. Although a substantial proportion of .American industry already had committed itself at that time to the doctrine of safer operation, the move ment had made little progress among the seaiaring community. There were various reasons tor this-- first and foremost, was the fact that sailors generally are conservative men by nature. That is, they are conservative in their opinions and ideas but not always in their conduct. They are inclined to view innova tion with scepticism and change with cau tion. Generally, they take pride in their profession, particularly in its vinhty and the capacity it generates to endure hardship and danger. Consequently, there was re- sistance u> a movement which preached care and caution, as being too "srisified" for hard-boiled seamen. Shipowner*, in general, reflected these views of their men. In addition, they were confronted with the inevitable obstacle of ...tut Setting up a Safety program and providing trained personnel to operate it cost a considerable sum--even in the Thir ties. While it was urged that the expense would be small in comparison with the bcnehis derived, the fact remained that cost* would be immediate and specific but bene fits slow* in appearing. Many of them, though real and important, necessarily fall into the category of intangibles. Still another difficulty vv* an apprehen-ion that the Safety program might breed legal difficulties. Some of the more con servative legal advisers of shipowners were worried that any record of a ship's defi ciencies--actual or suggested--might provide a damaging background in the event of litigation over personal injuries or prop erty damage, claimed to have resulted from <tich shortcomings. Another concern wa* that some ship owners felt that Safety Meetings, even those limited to officers--might encourage criticism of working practices and working conditions and develop influences which would tend to undermine discipline on board ship. Some shipowners saw this as a very real hazard. In spite of gTeat resistance, our Agency as then represented by its recent former President, Edward C. Holden, Jr. (whom most of you know well) persevered in persuading our Assureds to embark on fVtfZ National Safety Congress such new course. Progress was slow but steady. By the end of that decade, many companies had established safety depart ments and programs in their organizations. Then came World War II which dealt a severe blow to marine safety. With men dting all over the Seven Seas, there was little opportunity to strive for safe work ing practices and conditions but at the end of the War, interest was not long in re viving. For one thing, `horeside industry had made great strides in safer operations. The safety movement there had not been impaired seriously by the War. The effect of this shorcsidc safety progress now car ried over into the maritime industry and the ground lost during the War was re named quite quickly. Within a comparatively short time, no large company operating ocean-going ships could afford 10 operate without a safety department. Smaller companies soon were following suit Our own Safety Department increased in activity and ttze. I might men tion here that this renewed interest in mari time safety was pretty well confined to 'Kean-going tonnage for some vears. In the past few years, however, the inland oporators have been making impressive strides in catching up. Results of (he revival in marine safety interest have been impressive, as shown bv the Safety records of the leading ship ping companies, and there cm be no ques tion but that the maritime industry lias accomplished significant safety progress dur ing the period since the end of World War II. We like to think that the part played by our Company in this advance has been con structive and significant. A glance at the activities of our Safety Department gives an idea of what an underwriter can con tribute to the cause. SAFETY INSPECTIONS For one tiling, at the invitation of our Assureds, our Safety* Inspectors try to visit their vessels and conduct Safety Inspections at reasonable intervals. Ocean-going vessels are usually impeded at New York, New Orleans or San Francisco and inland craft at these and various other ports including Houston and Chicago. On each such visit, the vessel ii inspected for Safety hazards in company with ships' departmental heads, when available--and often with Safety representatives of the shore establishment. What do our Safety Inspectors look for on tiietr ship inspections? Certain basic conditions are familiar to all ship inspectors-- defects on ships which, like original sin, have been with us since time immemorial. 1 refer to things like unsafe gangways, rickety ladders, missing handrails, bad light ing, cluttered decks, home-made benches, jumbled storerooms and similar items of bad housekeeping. However, as Under writer's representatives, our Safety Inspec tors are in a position to compare ships of many different lines and thereby gain a range of experience considerably greater than that available to the average owner's representative. Thus, when a new product is being widely accepted in the industry and suddenly re flects a new hazard, our men are able to look for trouble on all ships equipped with the product without waiting for each shipowner io leam the hard way by suffering similar casualties separately. If old equip ment that is common to many ships of about the same age suddenly starts giving way in unexpected places, our people get the word quickly and not only pass it along hut are alerted as to what to look for on their inspections. Synthetic mooring lines and stoppers are examples of new products with new haz ards, where our experience has been of value to some of our Assureds. As another instance some of our Companies began us ing a new soogey compound which they did not know had an acid base. It worked fine, as it was an excellent cleanser, until on one ship a new manila gantline was made up and the forward face of the bridge was soogied down. Some of the soogey inadvertently got on the gantline, as it usually doe*. When the *oogeying wa finished, the gantline wa Coiled up and hung in the forepeak. Two months later, still looking brand new, it was broken out and rigged with a bein'* chair to paint the stack. A seaman was hauled up and had just made himself fast when the line parted, dropping him to the deck 40 feet below. Investigation revealed that the in-tde of the line was completely rotted. The result--a permanently injured seaman ami a claim that cost the shipowner in ex cess of $60,000.00. 64 Marine industries 1 I On another ship, the booms were soogied, the guylines triced up against them, and repeatedly by cargo drafts and may drop a seaman or longshoreman into the hold; j ,shrn the booms were raised and a strain inoperable fire dampers, frozen by rust or > taken on the guyhnes, they ail parted paint; lack of identification plates on valve-, | promptly. On a third vessel, a manila moor lines, etc.; missing warning signs around ing tine was coiled near a bulkhead that switchboards, overhead obstructions, "N'o had been soogied. When the line was used Smoking" areas, etc.; and the absence of next ume, it gave wav as soon as a strain Safety color code painting on deck obstruc came on it tions and other tripping hazards, Speaking of chemicals commonly used on ouard ship, a not infrequent cause ot bad iace and eye bums has been the partially Reports of inspections, listing deficiencies with recommendations for correction, are promptly submitted to the Assureds who ..pen can of lye or other bowl cleanser usually forward copies to the Master of the leit on a shelf and ready to fall or to "spit" ship concerned. Should the shipowner so into the face and eyes and even to blind prefer, written reports are omitted and our i the next luckless user because of built-up Saiety Inspectors report directly to As pressure. sureds' representatives. In any event, it is understood by all that our recommenda Old equipment is even more guilty than new in presenting hazards. Wastage of ma terial and objects tn the less accessible places --inside of objects and underneath painted or protected places--is something that our tions are merely suggestions. We hate neither desire nor authority to force our at tention on any assured who does not wi-h to avail himself oi our Safety serxier- Gaiety Inspectors are particularly alert to Somettmes tor one reason or another, the detect. recommendations oi uur Safety men are not earned out--at least, not carried out A iew years ago we had a rash, of in promptly. For example, when one of our juries to longshoremen when runners inspectors noticed that only a single line whipped out of runner guides because the was rigged around the top accommodation guides were rusting loose or were exces ladder platform, leaving an open gap of sively worn on one side or had been knocked about three feet between the line and the out of alignment. Minute, careful inspec platform, he recommended that a double fine tion was required io detect these faults but be installed. Somebody "did not get the word" \ it was found that the condition was quite general and that many guides were being and nothing was done On the very next voyage, when the vessel returned to the held ut place by only a fraction oi the >i<me port, a seaman coming back at night riginat metal. fell from the top gangway platform to the ; Many stewards and guiles personnel cover pier below and was crippled for life. N'o / icebox grating* with plastic-sprayed card- one knew exactly what had caused the man \ board runners. These are dangerous at to fall but from the start his law-uit al ,! tripping hazards and also, as slipping haz* leged "failure to provide double hand lines" j ards. Sometimes they conceal a further haz- --the inevitable result $75,000.00 payment. ] ,trd arising from a broken or missing sec- More recently, one of our Safety In j tion of the grating. We had two nasty spectors reeor-Tiended that open manholes 1 ankle fracture claims as a result of such in the resistor houses be kept covered in 1 missing grating boards where the Space port, that signs to this effect be stencilled was covered by cardboard, in new con inside the covers, and that the covers be struction. lightweight aluminum gratings, painted white. A few weeks later, an elec 5 which give better traction chan the old trician stepped into an open manhole in the \ wooden ones, are being introduced. resistor house. Again, an accident that could Other items for which our Safety In have been prevented and a claim that could spectors have teamed to keep wary eyes. have been avoided. ( include square cornered stack hooks which have carried away at the comers in the SAFETY MINUTES past because of metal fatigue -- rounded Next, at the request of certain of our stack hooks are much safer; welded hold Assureds, we review all Safety Minutes . (udder rungs which crystallize when struck submitted by their vessels ami comment upon 6* IV6I National Salety .Conyrest (hem by letters to the Assureds. Copies of our letters or transcripts of their contents are then forwarded to the ships concerned, with covering tetters by the shipping com panies. In our review, we consider and offer -uggcsiions on specific Safety problems raised m the meetings but basically, we look hie compliance with Assureds' directives, genuine Safety interest and regular and reasonably frequent meetings with sufficient membership participation to show that all hands are interested and thinking about Safety. DIRECT CONSULTATIOK Another service is conducted by way of direct consultation with appropriate per sonnel m the marine departments of our Assureds. Their own particular problems are analyzed and discussed with them. Very often we are in a position to offer suggesuon* as a result of similar experiences -ittaincd by other of our Assureds, which have not yet become general knowledge. For example, a ship sustained a casualty w hen a winch drum collapsed, revealing that the shell of the drum had been badly worn down. Quick drill testing of the winch drums on other ships of the fleet showed that a number were m simitar condition. Because of our position as a clearing house for such information, we were in a position to warn other Assureds before they found out for themselves--the hard way. On another occasion, we warned our As sureds of a scries of accidents involving aluminum stcpladders. They are popular on uoard ship because of their light weight but have a tendency' to collapse without warning once they are bent and then straightened >ut. Magnesium ladders have proved to be even more treacherous and both can be dan* serous around electrical equipment. An example of new hazards reaching our .mention promptly through reported in* (line* concerns a piece of equipment which lias made its debut on new ship construction as a replacement for the time-honored Lyle gun. A rocket is now used, presenting the great advantage of mobility and adaptability for use in the most favorable location on the ship. The apparatus is equipped with a circular shield to protect the operator from blase The illustration in the accompanying instructions show's it held at arm's length. shoulder high when firing, but in practice, it has been found that it is so heavy* (about 26 lbs.) that when held in this position men do not have strength enough to cope with the recoil and the shield is apt to fly back and strike the operator in the face. As a precaution against such mishaps, a line ma> be rigged between two stanchions, on which to rc<t the appliance--or it can be tied down to a pipe rati with the shield out board. When tnpods arc provided on which to mount the apparatus, they take care of the recoil problem. 1 might add one final precaution to take in practice tiring and that is to make sure that enough line is attached to the rocket to provide a "tail"; otherwise, the rocket may fly aimlessly and even boomerang back on the ship. SAFETY LETTERS A major method of distributing cen tralized information to our Assureds tor their ships is by means of Safety Letters published by our Safety Department twice a month under the authorship of Arthur E. Wills, a member of our Start. These are of various types: a supervisory scries, a series of oil tankers, a special for dry cargo ships, another for inland marine and a senes of general Safety* Letters more or less suit able for all mariners. Since 1953, when these letters were initiated, the circulation has increased from 154 to around 1300. The increase has been accomplished solely by individual request I might add that we have not restricted distribution of these letters to our Assureds. The members of our Ex ecutive Committee felt that any responsible shipping company, so desiring, should have the benefit of these Safety Letters, and we have put many applicants on our mailing lists from all over the world. Inspiration for our Safety Letters comes from many sources such as, the frequency and character of injury claims reported to us; reports by* our shipboard Safety In spectors; suggestions by our Assureds; ma terial in Safety literature, etc As an ex ample of a Safety Letter's causation and function, one of our Safety Inspectors was aboard a tanker one day when he noticed a corroded strongback bolt from a tank top, which had just been removed for replace ment. This formed the* theme of one of our earliest Safety Letters and proved of much interest. 1 brought this bolt with me and you may wish to pass it around. You 66 Mann* Industrie! can imagine what might have happened if ,-hip, adv ice on safe practices for most ship that bolt had carried away while a man board operations, procedures tor conducting was looking down into the tank--there *feiy meeting* together with an abundance would have been a decapitation job which of material for discussion. After approval by every guillotine would have envied. each Assured, copies arc distributed to the When we issued a special Safety Letter dealing with Radar some fisc ) ears ago, orld-widc requests for eopk - were re- rcised including many from foreign ships. This was shortly after the collision between Master and department heads on all of their vessels. These manuals are highly prized and have been in great demand. They have even been made a part of the curriculum of one of the major maritime academies. the STOCKHOLM and the ANDREA DORIA and among the applicants for copies of our Radar Safety Letter were half a dozen officers from the DOR1A who walked into our office one morning. Several thou<and copies of this letter were issued, three edition* having been printed. Another special Letter dealt with the characteristics of modem tanker cargoes and was in such demand that the American Petroleum Institute requested several hun dred copies for distribution among its mem bership Still another on Weather Routing resulted in a request from the t'niled States Weather Bureau for several thou;and copies. Many of the Satety Letters have been reprinted by various agencies; such as. the Marine Section of the National Safety Council; the "Proceedings of the Merchant Marine Council of the L*. S. Coast Guard"; the M.S.T.S. Magazine and various publica tions issued by individual shipping com panies. DISCUSSION CROL /-> To help in the creation of. a forum tor shore personnel actively concerned with Safety, Captain Robert H. Smith, Manager of our Safety Department, look an acme part in bringing about the formation of a "Tanker Safety Discussion Group" in New York City m 1952. This was followed shortly by the organization of the "DryCargo Discussion Group. ' Since their for mation, we have actively participated in the monthly meeting* of both groups. The training film devoted to modern methods of fire fighting on oil tankers re cently completed by the L*. S. Coast Guard in conjunction with other Industry* group* was first conceived at a meeting of tlte Tanker Discussion Group and several of its members took initial steps towards its preparation. We are hopeful that ih>* film will constitute a major contribution toward dealing with a terrible and much-uwircquent form of ship casualty. Proof that our letters are '`getting through" to the seamen came as a sugges tion from an unlicensed man on one of the -hips. He was much impressed by a par ticular letter and suggested to his Company that it be reproduced and mounted tor dis tribution and permanent display on all the >hip% of tliat fleet. The idea was well re ceived and was carried out by having the substance of the letter printed and mounted *xi a card between sheets of plastic. I brought a sample with me in order that ynu might pass it around among you. SAFETY MANUALS hi another effort to reach the personnel oo the ships, our Safety Department pre pared two separate manuals as "Guides to Accident Prevention"--one for Tankers and the other for Cargo and Passenger Ships. These manuals contain specific Instructions for setting up a Safety program aboard ADVISORY COMMITTEE Another Safety forum has developed m the Advisory Committee of our Agency. This Committee, which meets monthly, in cludes top Management Executives of av. era! of our Assureds and our own Compony. In order to widen the .Agency's useful ness to shipowners and operators, the Com mittee includes in its discussions major Safety problems and matters of industry wide importance, such as. proposed Inter national Conventions, new or proposed legislation or regulations, etc. The recom mendations of the Committee are followed through by appropriate action on the part of the Agency's Safety Department or by our Assureds * 1 mentioned some time back the obstacles encountered during the early day* of Mari- 6? 1961 National Safety Cmgress time Safety pioneering:- It is interesting to note how time ha* dealt with some of them- The fear that Safety Meetings on board ship might undermine discipline has been well dissipated. True. <ome such meet ings occasionally degenerate into "gripe ses sions" where some individuals seek "to re build the *hip." However, this only occurs when the individual in charge doe* not pre-ide with a firm hand. That is a fauli >f that individual, rather than the system, ,m'i emphaMic* a point which shoreside in dustry learned long ago; that is, the need for Safct.v training of supervisors. On the other hand, when their officers have interested themselves in ihe Safety program sincerely and have put genuine citort into helping it to succeed, the men have been quick to recognize It and have responded appreciatively. Under such con ditions, discipline and morale have definitely benefited. \s 1 have mentioned, industry generally ha* lone realized the need for special train ing m Safety for it* supervisory personnel and ships' officers are. of course, supervisors in the fullest en*e. It is not news that the effectiveness of a ship's Safety program depends on the attitude and interest of Man agement toward it, but it i* important that vuch interest be demonstrated. We had a case not long ago of an As sured whose fleet had a v cry poor loss record- This fact was not surprising since it had no Safety program whatever. A new President took office with this Assured and <x>n became "sold" on the value of a good Safety program. After broad consultation with several Safety activities, including our Company, a program was drawn up care fully for the ships of the fleet. Suitable directives were prepared to launch the pro gram--but they were not put in the mail. Instead, this busy executive got up early and met every ship of the fleet as it came back to the home port. As soon as he got aboard each ship, he went to the Captain's cabin and handed the new Safety directives to the Master, sitting down with him to explain in detail just what was wanted and how to go a1- .ut producing it. It is hardly yurprising that this crash program achieved remarkable effects in record time. TSie cost bogie has retreated from the foreground in the Safety picture. True, to day's Safety costs are higher than ever but much more *o are the costs of acci dents. Direct costs including iury awards, settlement and expenses of litigation have reached startling proportions and indirect costs stilt are conservatively estimated as more than four times greater than direct cost*. The consideration of public relations t*. perhaps, the most intangible of all, yet also, perhaps, the most cogent. Public good will is as vital to the owner of cargo- earning ships as it is to the owner of passenger ships. Unfortunately, many mari time casualties are very* spectacular in their nature and as such, attract the attention of the newspaper* and fire reportoml imaginations until the public image of the shipowner* involved is very badly damaged. In tact, more than one -hipping companv has been seriously affected or put out of business by one or more such casualties-- not by the actual direct costs of the claims settlements (most of which are tmured) but by the force of public opinion causing a boycott of their ship* or product* ear ned. And more than one shipowner who survived such an experience has been con verted from scepticism into strong advocacy of an aggressive Safety program. To conclude briefly, our Company is proud of it* efforts in the cause of Maritime Safety and of the results which the in dustry has achieved. It has been a most pieasant and rewarding experience. ELECTRICAL SAFETY IN SHIPS By CAPTAIN O. T. ESTES Chief, Electrical Engineering Branch. Merchant Marine Technical Div. United States Coast Guard. Washington. D C Clectrical safety in ship* includes the pre vention ot' shock, fire and even panic; 1 pro pose to take these one at a time and tie them into everyday experience*. Much ha* been said and done to protect the unsuspecting person from electrical shock Suppose you wish to install a washer or electric dryer in jour basement. Or posibly you are remodeling your bathroom. Whether you this fob yourself or have ,i contractor do it, the work should be ex amined by the local CUV or county electrical inspector, Following the National Electrical Code (210-22 and 410-95) this inspector will require grounding type receptacle outlet* in kitchens, workshop*, garages, etc, where the outlet may supply equipment used by persons -landing on the ground or on grounded con ductive material* Metal enclosures for light ing fixtures, faceplates etc. in these area* mu*t be grounded. Tlie purpose of all this i- to eliminate the jiossibiltty of a person bridging across a source of voltage. I-V.r example, a person in a bathtub -Hmiidn't be reaching over to touch the face plate on an electrical outlet or a mirror light. However / he does he will not be shocked if the bathtub, radiator, faucets, faceplate and lighting fixture enclosure arc all prop erly connected together to ground. The same i* true of your electric dryer or washer and cl tub or pipes in the basement The same i* true aboard ship and this principle is applied to large vessel* inspected by the U. S. Coast Guard under tiie "Elec trical Engineering Regulations" CG 239 (46 CFR 111.05 and 46 CFR 111.60). In a steel hulled vessel everyone is walking on or touching ground wherever they go. You might ss> that aboard a steel vessel one foot is always in the bathtub. And the hands and other parts of the body are nearly al"ay* within reach of -ower cables or elec trical equipment containing lethal voltage*. Aboard ship the cable armor, the enclosure* ol lighting fixtures and other electrical equipment should all be grounded to the hull of the vessel, thereby bringing all exposed iiKt.d !, ,t c-munon potential and eliminating shock hazard from this source. Thv puriabte tool* u*ed aboard diip arc good examples. The metal enclosure of the tool, that part carried in the hands of the operator, is connected directly to ground (vessel- hull) through a third conductor in the supply cable. Tin* requires grounding type plug* and receptacles, With this grounded enclosure arrangement the opera tor i- vntt-guardcd against holding a "hot" (faulted) tool tn hi* hand* while touching ground with other part* of hi* body. This rule of connecting all ex|>afcd metul to ground potential is simple and direct. Un fortunately it is sometimes nut followed. During the last year our record of marine casualties listed three deaths by electrocu tion. While working mt a barge in Florida a young shore worker was stripped lo the waist. When he reached over to pull on a portable fan his bare sweating chest touched a hatch coaming as his hands contacted the faulted electric fan. Death resulted, This would not have happened if the exposed parts of the tan had been held to the po tential of the barge by a grounding connec tion. Similarly a death occurred during repair work on the Dutch-yacht Frieda in a U. $, port when a worker's body was in contact with the metal hull while his hand* held a "hot" electric Kinder, Here a jury rig ex tension cord had been employed which did not contain a grounding conductor to ground the too) housing. A real booby trap was set up on a T2 tanker. The ground strap to one propulsion cable armor was defeated by someone who insulated it with tape. This permitted 2300 volts on this cable armor when a ground fault occurred and an unsuspecting engineer was electrocuted. 1 could go on and on giving examples such as shock to weiders or shock by tools end resulting falls off ladders. The latest pub lished figures indicate that 12 deaths were Ivol ,\altutuil Safely Congress in IV,'? by electric -bock on U. S. N'*xy ships. Skhat is tiic amwer to tlii?* electrical shock problem: Whether m vour small boat or in an ocean liner, it boils down to not hridgine parts of the body aero** a xoltage source, It the electrical derice i' completely discon nected bv a disconnect snitch then tt can l>c touched in safety. Disconnect -witches winch all -upply conductor- are needed in or der to service equipment witlwut exposure 'ln*.k. The servicing personnel sometimes ad to u-e the disconnect and work "hot." Preventing thi* i a matter of indoctrina tion and education. But for electrical equip ment that i energized awl running, reducinc -hock hazard i< a matter of connecting all c\.|i>i-rd metal in ground potential. In a metal hulled vc*el the rround is th* hull. In a plastic or wooden hulled small vessel ground it is the bonding system which cvmnecti all metal enclot ires together. One caution to you who may he doing it y imrscfi. 'Hie prounding conductor that con nect* the tool frame to ground should be of grind sue and with tight connections so it will be of minimum re*i<iancc. This is to iii-ure that on tool fault lids grounding con ductor will carry *ufficiet current to inter rupt live fu*e or breaker and keep the tool hr<uing at ground potential. The same site for grounding conductor as for supply con ductors is a good rule. The bed scheme U tn Itavc a multi con ductor supply cable for all tools with die ,ru colored wire used for grounding. Fre quent maintenance checks to see that the it rounding connections ar* properly con nected and of low resistance i a good pre-.mtioti. An rhntmcter check between ion! hmi-ing and ground dmuM read less than S r.hm. hire is the greatest dread >f seamen, awl rightfully *n. In tlte last three years our ca-ualtv report files indicate 163 fires at tributed tn electrical origin. One half of the te*sel? were a total Ins-, and IS deaths re sulted. So as not to alarm you who operate large ships, let me quickly point out that thee fires, hiss of vessels and deaths were primarily attributed to small pleasure vessels and fishing vessels. On large Coast Guard inspected vessels of over 500 gross tons, dur ing this period there were 25 fires reported hut no to** of trssel* and no deaths. ;o Being an electrician 1 feci that electricity is blamed for many casualties without justi fication. When the investigator doesn't know what caused the fire he "presumes" it to be of electrical origin. However there is one statistic I cannot deny--the report* for year I960 show H small boat fires started at the m-truit the engine starter button waj pushed. Oh yes, it could he argued that this doesn't mean that there was any faulty electrical cqirpment. The starting batter)*, contactors ;nd starling motor were probably operating in a perfectly normal fashion and if the ex* plosixe vapors had not been in like engine compartment these fires or explosions would not have occurred, it could be argued that the presence of gasoline vapors, propane sn- or other cmnlwstiblc* was the proximate cnu<e of the fire. Hut this is a fine point liecause the normal sparking of contact* or motor rommulatnrs can ignite explosive vapors. The problem is solved equally well by re moving either the electrical equipment or the iiazardous vapor* o that the two are not present together. The vessels involved in the** report* were generally small in size and gasoline was the principal source of explosive vapor, tn smalt boats we rely on the ite of a blower system to clear out any explosive vapors prior to energizing the electrical equipment in the engine compart ment. A good sniff with the nose before tarting is also highly recommended! In large ships the accumulation of eomliuniblc gases in the engine room is less likely since this is a manned and well ventilated space. However to be safe from fires of electrical origin large and small ves sel* must be designed, built and maintained with precautions in mind. Fire hazard can exist wherever electrical potential is present and the electrical installation covers a far greater ares on a vessel than any other type of installation. We must guard against over fusing circuits, locating electrical equip ment in spaces where flammable vapor* or gases may normally accumulate, using equip ment with less than minimal electrical clear ance?. and overheating, particularly of light ing fixtures, in proximity to combustibles. Much of electrical safety is just common sense. Finally, consider panic When tn 1904 the Central 57<icmm burned in New York Har Marme Industries bor with 957 victim* mo-tl) women and chil dren there u-at panic. In 1912 when the Titanic sank with loss of 1,517 lives, and in 1932 when the Storra Cattle burned with a loss of 124 lives, there was panic aboard. One of my jobs today is to "sell" >ou on ihe idea that electricity can add safety to a -hip by reducing panic. The human being i.y nature afraid of the dark. Place him hi tiie dark, in a strange place, with other peo ple, in threatening circumstances, and the tage is set for panic. Part of the answer iu panic aboard ship, even in the time of great danger, is to keep (he lights on ami to tell the person how to help himself, all of which can be done with proper electrical arrangements. The SOLAS conventions iiavc brought about international recognition of this tact but it is sometimes hard to "sell" to the man who pays the bill for an emergency lighting system. SOLAS 1929 first required emer gency lighting systems in passenger ships and SOLAS 1960 has extended this require ment to cover international cargo vessels. The idea of protecting tlie unsuspecting passenger by furnishing him with sufficient lights to find his way to the lifeboats as re quired by the SOLAS Conventions is sound. Haring emergency lights to assist the crew m restoring normal services nr to better employ fire fighting and damage control methods is also sound. For example, recently on a cargo vessel *n electrical failure to the only electrical system, left the ship in total darkness below leek*. The chief engineer in his one man (ante and haste to restore service tripped over a deck plate, fell, struck his head near he switchboard, and died, if his ship had Keen built under the present requirements lie would have had sufficient emergency light ing to effect repairs. None of us will quarrel with the need of emergency tights in the operating rooms of hospitals. How would you like to be per forming a delicate operation on a person or *ft machinery in the dark? You are seven ikiks duun hi the bowel* ot the ship, how <!n \qu get to safety? Probably the best argument I can give tor keeping the lights on in an emergenej i* the case of the .Indrtu Dona. I rue there were 43 lives lost in this collision, but aiout 1700 were saved. 1 make the statement; All the while lifeboats were being lowered and exen a* the ship was oxer at 45* and sink ing the emergency lights were burning. Sow I ask the question: How man) deaths might we have had that night on the .hidria Dona if the ship had been tn total ilarkness, with no guiding lights or announc ing system to lead the passengers and crew from the. underdecks to the boats? W ith this "panic argument" I hope to hate "sold" ail of you on the need for an emer gency lighting system, that lights are needed to restore servK-s after casualty and lights are needed to guide passengers to the open decks and lifeboats or liferafts. To summarize, we lure discussed shock, fire and panic hazards aboard ship. The remedy to the shock and fire hazards lie* in welt designed robust electrical equipment with the exposed metal parts grounded, proper protection against overcurrent*, good connections, isolating high temperature items from combustibles, etc., and proper maintenance. Fortunately the electrieal in dustry has generally supplied equipment which has been designed to combat shock and fire. Unfortunately the human doesn't always install or use this equipment properly. The remedy to panic is in not letting a panic situation arise. A partial answer to the casualty and panic situations ties tn pro viding an emergency lighting system. Light* under emergency condition? give those on hoard a better chance. In the marine electrical safety field as in any safety field the continuing efforts of the National Safety Council, ship owners, ship operators, the Coast Gua.'d and other? is needed to educate those who haven't vet learned. I'-,! ' , REVIEW OF MARINE CASUALTIES By COMMANDER JOHN H. HAWLEY Chiet, Casualty Review Branch. U. S. Coast Guard, Washington. D. C. \i the ifitr.ituv t.. :l v Vrchut- n. iigtun t in-cnbed i i\**t i* Pm. toffuc." One sinrv hvs u tin? a \i-iut u* the* Capital a>kvd hi- tasi ctrher wl.ii it meant, The cabbie replied "It mc-in- ;.m`t een nothin' yet." Prom a marine casualty point ui new, it least, we've vecn plenty. In man> areas we've profited by past mistakes, in others more etiort is indicated. A brief review of .unit of the significant aspects of more recent casualties may light the way. Y..u no doubt will recall the Amoco Virffiiiu disaster on November 8. 1959. in the Houston Ship Channel. The vessel was load ing automotive KtL^oline and number 2 heat* mu' <.it at the Hess Terminal. The evidence developed hy the Marine (hard of investigation was largely circum stantial but tt apjiears that there was acci dental discharge of gasoline into the water men the tanker which was ignited hy open tl.ime ml lantern* med as nmning lights n a loaded *-.nd barge being pushed or txwed past the area Incredible as it may seem, the evidence indicated that the night mate in charge >>i hading aboard the Amoco I'i'rymta and the master of the tug Pan Six who was die <4twrr in charge of the pumping opera tions <<n two tank barges alongside had |.,ih l*ecn put on notice an hour or more I<fore the fire that there was gasoline on the water around the vessel hut pumping *`|>cration* were continued. Sie crew mem bers from the .dm/vu t'iryinio and one liretnan h *t their live* a< a result of that ca*ua!t>. \side from the mure obvious lesson, this casualty pointed up the problem created by iccidental spiltagr* of any commodity which might create a hazard to safety. In the ,hm;o l 'trginio c**e, the Board also fount! lint at some lime prior to the casualty a tank barge Itad been Itolcd while being -lulled and a> a result gasoline flowed into die channel. While not contributing since it preceded the fire by 12 hours, it un questionably created a dangerous situation at lliat lime. i.arKcl) a- a rc>uit of this casualty, the entire problem of spillages, leakages or dis charge of hazardous or dangerous material into navigable waters of the United Stales lias been made the subject of a special Coast Guard studv. That study is still go ing on. The problem it vast and goes bevond the basic responsibility of the Coast Guard tor safety of life at sea. While petroleum products in the w-ater are primarily a hazard to ships and water front facilities, the spillage of other dan gerous materials such as poisonous ehemicals into nvers which provide water for drinking and industrial purposes could con ceivably imperil the lives and livelihood of thousands of people. The solution is basic ally simple. Prevent spillages ami discharges to the extent possible. This is nothing new. Normally, no ves sel will purposely dump cargo into the rivers. On the other hand, accidents do happen. Recognizing the potential danger if some commodities are accidentally spilled, extra care is indicated when they are be ing handled. Greater attention to navigation and the placement of barges strategically within a tow arc two of the more obvious considerations. When accidental spillages occur, immedi ate reporting by the master, operator, owner or person in charge is essential so tliat precautions may be taken to close off water intakes and protect water from facilities as well as otiver shipping. For the present time at least, such reports should be made to the nearest office of the Coast Guard. Undoubtedly when the Coast Cuard study is completed, there will be recommendations for specific regulations in this regard. A 14 year record for U, S. ocean-going certificated passenger ships was broken on October 22, I960, when the combination freight and passenger vessel Aten* Corsair collided with the Italian freight vessel Lor- rare Marcello in the tower Mississippi River. Five passengers and five crew members lost their lives and six passengers and four crew members were injured in this, casualty--all from the Alcoa Corsair. Not since 1946 has 72 .Vfimr,* hteiii'fries a passenger been killed aboard an inspected U. S. ocean-going passenger vessel as a result of a vessel casualty. It was in that year that the passenger vessel Yukon stranded on the shores of Cape Fairfield, Alaska, with the subsequent loss of nine passengers and two crew* members and the tolai loss of the vessel. The Alcoa Corsair/Lorenso Marcello col lision, typical of most other collisions, w* due to personnel fault The Alcoa Corsair was downbound and rounding Sixty Mile Point which entails about a 90* right turn over a 2-mile course. The Lorenzo Marcello. upbound, was heading for the Point as is the custom and the Alcoa Corsair was keep ing to the bend. It was a clear, dark night. The vessels were in sight of each other when over two miles apart and when within one and one-half miles, two-blast signals were exchanged. There were conflicting ver sions as to what subsequently occurred but two facts were indisputable. The Alcoa C'orreiV was permitted to swing about 16* further right than the axis of the channel below Sixty Mile Point and the Lorenso Marcello turned nght at the last minute in the face of the Alcoa Corsair. It was tlie opinion of the Coast Guard that this casualty was caused by the failure of both vessels to navigate with caution. The Alcoa Corsair failed to make a timely and sufficient alteration of course to port to inure a safe starboard-to-starboard passing and the Lorenzo Marcello failed to recog nize the inerasing danger of the situation which should have been apparent. The case was unique in one respect. In the face of the traditional master/pilot re lationship. it is seldom that the vessel's offi cers do not share the blame for an accident. In this instance the situation was more than just a case of meeting vessels, but one of vessels meeting in a river where a knowl edge of local conditions and customs dic tated the special qualifications of a pilot. In addition, it was considered that under the circumstances, the officers cm the bridges of the two vessels who were not pilots would not realize that their vessels were standing into danger prior to the time col lision was imminent Hence, it was con cluded that the responsibility for this col lision rested solely with the pitots of the two vessels. No review oi past casualties would be complete without comment about radar. In the past two fiscal \ear* there have been two particularly Mumficant radar cases. One was the collision between the 5S Mormae/>ine and the fishing se-el lane off Cape Flattery, Washington, on September 27, 1959, and the other was between the British freighter South African Pioneer and the fishing vessel Powhatan off Cape May, New Jer.se>*, on April 10, 1961. In the first case, the Mormaepine was proceeding full ahead at ll.S knots on a northerly heading off the Washington coast early on the morning of September 27. 1959. Upon sighting a fog bank ahead, the lookout was posted on the bow and fog signals were commenced. The engine was placed on standby but no reduction in speed was made. The radar was on and appeared to be operating satisfactorily show ing a good presentation of land mass but no vessel targets were observed. The vessel had entered the fog bank arid visibility was between 500 and 1,000 yard;. At 0746 the master ordered right rudder to enter the Strait of Juan de Fuca. At this time, the lookout reported by phone to the master that lie heard a whistle abend. Immediately the engine was stopped and the master checked the radar which w*as on the eight-mile sente but observed no vessel tar gets. Approximately one and one-half minute* later the lookout reported sighting a vc*?cl 1,000 feet ahead fine on the starboard bow. This later proved to be the FV fane. The Jane appeared to be underway with little or no way on and was heading across tlie bow of the 2fomtaepine from starboard to port. Upon receiving the report from the lookout, the master ordered full astern on the en gines. The rudder was already hard right. The response to the engine order was im mediate but these maneuxers did not suc ceed in evading the Jane and at about 0755, with the Mortnaepine making an estimated three to four knots through the water, her bow struck and holed the Jane on her port side. The `Jane, a 49 foot, wood hull fishing vessel, was en route Neah Bay, Washington, to Destruction Island. After clearing the harbor, she headed west at half speed-- approximately five knots--into a nine toot 72 1961 National Safety Congress westerly swell. At 0720 fog was encountered. For signals were commenced and speed was reduced to four knots. The .Kfonnaefine was first observed bearing down on the port side of the Jane about 50 to 60 feet away. The Aformatpine was undamaged but the Jane was severely holed and sank three minutes after the collision. Three of the five crew member* aboard the Jane were rescued but the master and the fifth crew member were b*st. In the second rase, the South African I'tonecr was en route to New York from Charleston. S. C., heading on a course of 015*T at 14 knots. At about 0542 on the morning of April 10, 1961, visibility dc* creased to one and one-half miles. Fog sig nal* were commenced and the engine was placed on standby which would result in a reduction of speed to 10.2 knots as the ves*el reached maneuvering rpm. The radar na. on the eight.mile scale Sea return extended three miles from the center of the rope and rain areas appeared beyond this range. Sn contacts were observed on the -cope. \t 0545 the kcikout was sent below to rail the stewards' department. Between 0549 ami 0550 a red light was observed close alward 10 degrees on the starboard bow. Hard right rodder was ordered and moments later was shifted to hard left, then amid-hip* and full astern. At 0551 the stem of the Pioneer struck the Powhatan amidships no the port side at a 60 degree angle. The Pioneer's speed was estimated to be slightly under 10 knots. The Posvhatan, a 78 ft. wood hull fish, mg vessel was proceeding south-southwest it a speed of seven knots toward Hampton. Vn.. through rough seas and heavy swells. There was no lookout on the bow. There was a helmsman at the wheel and the master was making a loran fix from the receiver located in his room immediately abaft the herlltmtsc. The Pioneer was first observed l>y the hclnvman wIk. slamtcd the warning. When the master came out of his room the Pioneer was so rlac he could not see Iter navigation lights. Almost immediately Uiereaster the Pawhaltm was struck and cut in two. The speed of the Powhatan at the time of impact was estimated somewhat less than seven knots. Thrrr w> m. damage to the Pioneer. Out of five crew member* aboard the Powhatan. four tost their lives. tn both of these case* personnel fault was considered to be the principal cause. Both the Mormoefme awl the South African Pioneer were going at an immoderate speed. On both fishing ve*scls there was evidence of improper lookout In both of these cases *-ea conditions were such that the fishing vessels could reasonably be expected to be obscured as radar targets. Both of these fishing vessels were constructed of wood and could further be expected to produce poor radar returns and on both the Sionnaefine and the Pioneer the navigation personnel was undoubtedly influenced by the absence of any radar targets on the scope. You are all familiar with the recommenda tions annexed to the International Rules of tlte Road adopted at the I960 SOLAS Con vention concerning the use of radar. The following is quoted from recommendation 2: " , , Information obtained from the use of radar is one of the circumstances to be taken into account when determin ing moderate speed. In this regard it must be recognized that small vessels, small icebergs, and simitar floating ob jects may not be detected by radar. . . If heeded this recommendation should * far in preventing the type of casualty suf fered by the Jane and the Powhatan. These two casualties also indicate the need for in creasing the radar reflectivity of wooden vessels. Radar reflectors are available and prudence dictates that small seagoing vessel* install such devices. But as pointed out by the Commandant of the Coast Guard in action on the Mormaefine/Jane <-*, "The increase in radar detectability presently of fered by this equipment is definitely limited and offers no assurance that vessels so equipped will be observed by* radar,'* In Iteavy sea* the odds are even further re duced. From the safety point of view another particularly significant casualty was the breaking up of the T2 tanker Pint Ridge off Hatteras on December 21, I960. The round and Commandant's action is this case appears in the November issue of the Proceedings of the Merchant Coun cil. Briefly, the vessel, in ballast, was head ing into heavy weather. Speed had been reduced to about nine knots. She was roll- 74 Marine Industrie* .!> and pitching lieavil> and possibly taking .reen seas over the bow, but none of the witnesses had the impression that she was jv-unding or slamming hard- At 1145, De,-ember 21, without any wanting, there was t loud crack and the vessel forward of .umber six tank was observed to raise up mii of the water. On a subsequent sea the \c*scl lore acros* the deck and the bow -beared around to the right, then broke .mpletelv off. At the time of the casualty the master, htef mate, second mate, third mate, radio .dicer, chief steward and quartermaster were tn the midship Itouse which was on the ir.rward section. A* the forward section -rparated the bow was observed to be high in of the water and the after end awash up to the boat deck. So lifeboats were 'lunched from the forward section, and `cmietime during the late afternoon or early .veiling of December 21, the forward sec tion sank. There were no survivors from the iorward section, nor were any bodies recovered. The Marine Board convened to investi* .-ate this casualty found that the failure was primarily of the ductile type indicating a high stress condition. In this connection, the Board found that the loading distribumti of the vessel resulted in a sag numeral <t almost plus 150 and a hog numeral of .ilmost minus 20, calculated in accordance <tith the American Bureau of Shipping pub lication "Guidance Manual for Loading T-2 Tankers." The maximum sag numeral rec ommended in the manual is 100 and the ngurc of plus ISO reflects a dangerous con dition of stress. In addition to improper ballasting, the Board concluded that the weakened struc tural condition of the vessel was also a con tributing factor. Audio gauge readings of the main bull structure after the casualty indicated a generally borderline condition, .vnd some areas where wastage was actually excessive. The vessel had been drydocked two months before the casualty and was attended by a Coast Guard inspector, as well as a classification surveyor and the owner's representative. There is no doubt that they did what they thought should have !*en done, and their requirements for re train and renewals were made in good faith. The problem they faced is the most diffi cult one in the field of vessel inspection; tiiai u, the determining of the condition *! .tn aged vessel and deciding what must be done to permit the vessel to continue op erating with safety. It seems logical that as a vessel advances in years, examinations ind inspections must necessarily be increas ingly detailed and critical. Be? Mid that there must be a *ali*factnr> rcx-lution of the differences ot opinion which are bound to arise. In his action on the Pine Ridge case, the Commandant ctnmented a* f**llows in this regard: "Obviously the proper talancc between economy of operation and safety can only be achieved with lull cooperation, mutual assistance and a trank exchange of information between those directly concerned." During fiscal 1961, there were 2,015 cas ualties to commercial vessels reported to the Coast Guard. This compares with 1,98# the year before. In fiscal '61. 1.56 persons lost their lives m vessel casualties aboard com mercial vessels of all *i*e< a* opposed to 153 in fiscal '60. Forty of these deaths occurred on in spected vessels and 116 on uninspected ves sels. Among the uninspected vessels, those engaged in commercial fishing once again accounted for the most deaths, with a total of 58. Uninspected tugs ran second with a total of 21. The classification of vessel casualty which accounted for the greatest percentage ot these deaths oil uninspected vessels was flooding, sinking and capsizing. In the case ot commercial fishing vessel*. 29 lost their lives in casualties of this type, nnd on uninspected tug*. 16 lost their live* In our tabulation of personal accidents aboard commercial inspected vessels the category which accounted for the greatest number of deaths in fiscal 196! was death from natural causes. The total was 163. In this category 80 of the deaths to crew members resulted from one of the cardin tacular diseases. The second largest number of deaths from personal accidents on board inspected ves sels occurred as a result of falling overhoard. Sixteen persons were killed from this cause, of which nine were crew mem bers. Aboard uninspected commercial vessels tlte situation was reversed. Natural causes was second, having accounted for 26 deaths f'*hl Vo/j.f/ Stiffly Cmerest t which 21 resulted front cardio-vascular under circumstances which suggested the ijivcase to crew members. possibility of suicide The major cause of death from persona) accidents aboard uninspected commercial vessels was fatting overboard. A total of 70 lives were accounted for in this cate gory of which 28 were crew members oil fidiing vcse!s and 27 were crew members The third largest number of deaths from personal accidents on uninspected commer cial vessels resulted from disappearances of which there were nine cases, eight of which involved crew members. While some of these case* might have been suicides, off tugs and tows. These figures on deaths from falling overboard are the most disturb ing nf the >car On uninspected vessels this u.i the greatest single cause of death. six cases were on fishing vessels, which tends to increase the probability nf acci dental falls. On commercial uninspected vessels, positive In June 1959, when the Coast Guard is-tied its first approval on the work-vest tvpe life preserver it was hoped that deaths due to falling overboard would be mate rially reduced. They haven't been. The re tains of investigations received on these .-ate* indicate that in most instances on tugs, tows and dredges, life vests were available. How can we get people to wear them'' Stating it more broadly, now can we get people to take safety precautions of any kind' Scare statistics ulnioii.lv have Jitilc ef fect. ami certainly our seamen if not our entire po|Hilation arc safety educated. The problem seems to lie in the same basic hu man weakness that keeps us from taking our doctor's advice. If this is true, it would appear that more forceful leadership on the part nf ships' officer*, and other designated supervisors among the unlicensed persons, van go a long way towards correcting I lie unsafe conditions and preventing unsafe practice* which cause these casualties. Our records appear to indicate tliat in the tower echelons particularly there is a marked reluctance on the jiart of supervisors to in sist on safe work methods. This is especially true if die subordinate himself is known to l>e an experienced man. Going back for a moment to tfie figures on deaths resulting i rum falls over the side, tf the masters or supervisor* required that life jackets or life ve-ts be worn, and accepted no deviation, it i* reasonable to assume that many of those who died would still be w'ith us. The third largest number of deaths from personal accidents on inspected commercial vessels occurred as a result of suicide. Twelve persons died in this manner, of which nine were crew members and three were passengers. In addition, U crew manbent disappeared from inspected vessels suicides were almost incoctsequental, with only two cases tabulated. Among categories which account for the greatest number of non-tatal personal ac cidents, resulting in incapacitation for a pe riod in excess of 72 hours--slips and fall* no deck and other slips and falls--the same level accounted for most of them with a combined total of 202 injury cases un all commercial vessels, both inspected and un inspected. In these categories no one was killed aboard inspected vessels, but two were killed on uninspected vessels. The principal causes of these accidents were un safe practices and poor maintenance or housekeeping, which accounted for 57 cases; human error not otherwise classified, which means a misstep on the part of the indi vidual. accounted for 46 cases; and weather conditions were given as the cause in 52 cases. The second largest group of injuries oc curred as a result of slips and falls on ladders and stairs. There were 116 injury cases in this group covering all commercial vessels, plus two deaths on inspected ves sel* but none on uninspected vessels. Princi pal causes were unsafe practices or condi tions and missteps in that order. Our casually reports in recent years are beginning to reflect a greater number of personal aeeidents being attributed directly to intoxication. During fiscal 1961, It deaths and 41 injuries were considered to have been caused primarily by intoxication. Fights aboard ship are also accounting for more casualties. There was one death and 92 injuries recorded in this category. It is doubtful that this reflects a (rue increase in casualties of these types, but rather tliat reporting superiors and even witnesses are becoming less reluctant to call a spade a shovcL Prom an analysis of the death and Injury 76 Marine fndustria j it;. it t apparent that continued cfu- make te-#J* iafe have paid off and tin - i* j-.irtK-ul.irly true of inspected Uf coure, there is still plenty of r -r.m i-.r improvement a* evidenced by - me of the individual cases e have di. u-*cd here. die other liand the sum nf our rocualtv experience for fiscal 1961. supported by figures for previous >ears. indicates that greater effort must be exerted to get indi viduals to work safely. It is m the area of personnel fault, both from the standpoint of vessel casualties and personal accidents, that the greate-t strides toward* maximum saletv remain to he made. MARINE SECTION BUSINESS SESSION AND COMMITTEE REPORTS ANNUAL BUSINESS MEETING OF THE MARINE SECTION By W. M. GAGE Secretary, Marine Section, National Safety Council, Chicago The .itiiuud Imsinc** meeting of the Marine Section. National Safety Council was opened by general chairman, Uicliard W Berry at 10.00 a.m., October Ik. 1961 hi the Ltncoln-lkniglai Room of the t-v Salle Hotel. Chicago. Illinois. \ftcr a brief word of greeting iu the members present. Chairman Berry intro duced Mr. Merrill W, Pollard of the National Safctv Council staff, who spoke on the reorganization of the industrial service* activities of the Council in order in best -erve the need* of the membership. Mr. Pollard emphasized the need for interesting top management in Indu*tries in safety pro motional work. Ho pointed out the need lor wide dissemination of information on safety practices and for safety men to assist in this by wnting. up such material for publica tion. Member companies were urged to take an active part in Council activities. Mr. L. \\\ Dutton, Marine Section staff representative spoke briefly on the National Safety Council's campaign to increase the use of automobile seat belts and solicited the cooperation of the Marine Section. He aio referred to the recently issued brochure on industrial safety services and to the Council's publicity activities. Reports of committees and group* were made as printed below. Staff representative, Mr, L. W. Dutton, rvjionet] on a number of matter* currently under development by the N',ut"ii.d Safety Council of concern to ff Marine '*e*tinn He noted the evr-Ucnt work done l`v out going general chairman. Richard W. Berry during his term of office The work ui the industrial conference was describe'!. While each section seems to feel it ha* problem* and interests differing from the others, in the final analysis, there are much greater imilaritics than differences. Mr. iHmoti -poke briefly on the proposed actnitic* manual for the Marine Section After not ing the importance of the safety di*cu**oit groups now operating, he proposed that an additional group be formed on tlie West CottSC. The `ecttort w.-i* advised that the Marine Section now has two representative* on the American Standards Asst>ciati>*n Committee responsible for 216 code matter* An attempt will be made to have the code modified to take into account (hat -Marine accidents are counted on a 24-hour-a-dav basis, while credit i* given toward exjmsure tor 8 hours only. General chairman Richard W. Berry re ported cot the activities of the Marine Section during his term of office. At the conclusion of his report, he paid tribute to Mr. Harold M. Wick for his many years of untiring service (o the Marine Seetimt He was directed by unanimous vote of the members present to write to the American Bureau of Shipping expressing the apprecia tion of the Marine Section for the bureau'* 77 tV6t A otiouol Saiety Congress iciicru*il> hi making ( |*ossiblc tor Mr. Wick to devote much time and effort to the Section*' affair*. The report uf the nominating committee. Mr. Kol*n E. O'Brien, chairman, was re vival amt the committee discharged with dunk-, Alter minor amendments, the secre tary wa* directed (* east one ballot for the rr\ial slate. The new general chairman, Mr. W. Lyle Bull, ami vice general chairman, Capt. R. E. Mackey, were then introduced and ex* bussed their appreciation to the member*hip Hir their confidence. Mr. Bull invited the memlter* to a reception to be held in the Century Room of the La Salle Hotel r h-nn j*,m. that evening. I'rrxniaiiMii **t Special Award* was made l>v t apt. Hewlett K. Bi-Imp, Atlantic Coast director, l'. S. Maritime Administration. In pretiminarv remark*. Capt. Bishop endorsed ihc .Vatu.ii.il Safety Council's campaign to MV*nir.i:e the u*c of automobile scat belt?, n*.tmc that statistics -lamed that 73 per cent all auo fatalities ticcurrcd within 30 mile* < i the victim*' ItortK, and at speeds of te-- than At mile* per hour. St>eeial award* to author* of the best paper', read during the past year in the hiferem rutri?-rm- mn m .( ... Shij.l.mi.lit.a Mr I ..uv U - M.m-tll l \ward ;..>vpt.| U M* U haw-ru Cargo and Passenger: Capt. Barrett (Award accepted by Mr. R. E, O'Brien). Inland Waterways: Mr. John Kern (Award accepted by Mr. Bowden). Stevedoring: Mr. Alex Chopin (Award accepted by Capt. Buxton). Tankers: Capt. K. E- Mackey. Special awards were made to tire follow ing for their work m preparation of the film "Fire Fighting Aboard Tankers" -- Mr. James Hughes, Mr. Charles A. Culver. Mr. Wallace M. Gage. In connection with the hitter award.* and in recognition of the needs of the Marine Industry for safety training films, the fol lowing committee was appointed by the general chairman to study the matter: Mr. Charles A. Culver, Mr. James Hughe*. Capt Coe, Mr. Warren D. Lindsay. I'rescmation of a testimonial in die form of a plaque and a *et oi book ends was made to retiring general chairman. R. W. Bern- by Harold M. M ick on behalf of the Marine Section, in appreciation of the out standing **rvee rendered by Mr. Berry <hmng his term of office. Mr. Wick was presented with a lotiannul certificate in recognition of his many years of service as a member of the Marine -..iUc-iii u.-rk l ,ur,'..': i..>- !. a* program REPORT OF MSTS SAFETY ACTIVITIES By VICE ADM. ROY A. CANO USN, Commander. Military Sea Transportation Service- Washington, D C. Tlii" jM-t year h.u U-m miv *< im-rc.i*e>l world tension with a corrr-poiidiiig ikm.ind n; 4t MSTS. At thf ame tilin'. <ur irtmii in the field hi -|>cnai proiect* lia* mcrm-cd Both situation* have crvatitl -omv ililKrui! >.itefy problem* for u* requiring murli nt *iur attention. Nevertheless, there are a few item* from *nr overall operation* which an be reported on as being of general interest to the Marine Section. 1 Some years ago, MSTS developed -landard nation bills for each of the type* I ship* operated The advanUge of this uniformity >* obvtnu* \n MSTS toman . <t: tr.iti-ivr in iu i.iil *lup to another or ......... ne command to .mother and find the .uni- emergency procedure* m effect. Tlii. tear we rcvi*o! and u|<dated our -i.iimn bill* The primary change of imerc*t here i- the tamiardtxation of optional intenial -hip emergency *igtials. The Coast (Hard tin* dc-ignatcd basic signals for fire, abandon .`hip, handling boats and dismissal from drills but authorizes masters to estab lish such other emergency signals as they may consider necessary.' We found that these signal* varied widely from ship to hip. Accordingly, we have standardized t'crnm signals within MSTS Marine tttduslru a. bar .Mur Overboard, we use three long rings, the letter "O'*, on the general alarm bells. b. For .IHC Prfense, we follow the general alarm signal with short and long rings, the letter "A", on the alarm belts. c. For directing the emergency boat, when there are no oilier ships in the vicinity, we use one blast to turn to starboard, two to tum to port, three for dead ahead, tour in head towards the ship and five for stand tiff--we are maneuvering. d. For Steering Casually, wc use a long amt two short ring* on the general alarm iiclts, the international signal for "keep clear i me---1 am maneuvering with difficulty." As you can sec nc have tied these in with MMing -mini* where |m**thle. We tec* these additional signals give all hand* prompt notice of an existing emergency and that they have helped improve and stand ardize shipboard organization and readme*\>* cope with emergencies at *<a. I, At the present tune we are tn ihc proces* of training our officer personnel in cxiemal cardiac mn**Age as a first aid technique to be used in combination with mouth-to-mouih respiration. ,t, As a final item, I want to say that we were pleased that the National Swfcis Council's "Industrial Supervisor'* reprinted an article eulilied "Remember llie Human Factor" written by one of our masters. This article hrst appeared in the Navy'* Safety R,Ti.t.' and w* reprinted in the May issue .( [mlu'trhil 'uf-er; ror REPORT OF MARITIME ADMINISTRATION SAFETY ACTIVITIES By CAPT. M. I. GOODMAN Acting Chief, Officer of Ship Operations. Maritime Administration, Washington, D.C. \i refined !.i-t war, thnnuhinu site jv-t cvcral >eur* htp operation* under General \gency Agreement have remained at :i l>*w level and the Maritime Administration itaHilly four GAA ships in operation. There has been little activity, therefore, in our hip operating safety program. There are n'ivruf other administration activities that are closely related to the safety of ship* at sea and thec will be the subject of tins report---the improvement of ships' opera tional and. navigational equipment through research and development, and the incorpo ration nf improved design am! equipment qxrdficatiofU in new ship construction. Research and development relating u> (nibtic safety in prevention of collisions at oi which have been completed, are in progress, or under negotiation under the Maritime Administration research and de velopment program are as follows: Human Factors in Ship Norigotion--An investigation in man-machine relationship of -hip control, to measure casualties of ship collisions, degrees of human problem aware ness and reaction to danger, equipment laynut and limitations in assisting or detracting ..-m hum.u 4cv>-t. : .'mi.',' iid initiation V \ -nidi Ml -hip , .iIIimmi* i<>r a -ample pvr!hI in determine ihe di*t:mce that nr-t detection of the ship* uft made u-ing radar. -ightmg. ami sound retail'd the -uc* of vessel*. lixf-crimcntat Radar I tala Camfitter--l'hv design .nid development of an experimental lirutoivpc computer -y-tem utilizing radar information cnt'.nMc hi automatically or manually detecting ami tracking ten ships movement*, projecting their half liour ettmnted future position, warning of caution ary* and danger situations, and indicating *afe turn or speed to avoid collisions. Storing Control and Course Computer-- \ design and mathematical investigation oi means of improving automatic steering of ships, development of ships route, and re cording of present position. Bridge Control Systems Console-*The de sign. mathematical investigation, and proto type development of an integrated bridge console with the objectives of improving gyro steering in rough weather, continuously 1961 A`aliottol daftly Congress determining ships stability condition and best loading, improving communication and radar for collision avoidance and narrow channel operation, use of weather routing in optimum course determination, aud im provement of ships navigational aids. Controllable Pitch Profetter--(under ne gotiation) The development of a 20,000 shaft horsepower controllable pitch propeller capable of permitting more rapid reverse thrust in stopping a `hip Study of ,t/etchant Shtp .dutomatioi--A study of feasible system* of ship automation particularly for routine monitoring ami tasks where inattention and indention could contribute to equipment casualties. Ship Maneuvering end Control--Investi gation and model tank tests to develop de sign data for improved maneuvering and control responses of ships, Skip Seakeeping Tests-- Instrumentation (esls and analyses of ship responses in bad leather to improve design of ships operalion under :..lurc > i>-l;tioi*- In addilh ti l.* nnj.n.w un.iit- niidvr study and developments in the field of re search, plans and specifications for new ship construction incorporate new and improved features which have been fully tested and accepted These features not only provide mare economical ship operations, hui greater safety. They include the use of self tapping metal screws in floor plates, gratings and flat plate with abrasive overlay for engineering paces which has proven safer for personnel with less cost. This is in lieu of the old raised diamond plate that wa* u*ed for floor plates. .Another example is the use ot lightweight reinforced plastic loam filled reefer doors which also has proved safer for personnel, and U just as economical. Under consideration is the use of a non- add electrolyte for batteries. Tests are being made of Blue Dyne aqueous cobalt sulphate electrolyte; so far it las proven to be safer for personnel in that it is less t"MC and it for greater life for the I.:iI!it\ REPORT OF PASSENGER AND CARGO SERVICES By SYDNEY BLACKLEDGE Vice Pres., American Export Line*. Inc., Hoboken. N. J. During the jertr (he mcnilwr* oi the I'asscngur ami Cargo Service* continued c> be represented at meeting* called In the iii.iirm.in ni cargo discussion group. In addtliott to these meeting our members also attend joint meetings with the tanker group. We continue to recommend tiiat -ateiv program* In.- maintained and -ironsly cn- dom-ti hi -lup operator* in order to control accident rate* among pa*cnccr* and crews .itaard American vc*ci*. With a view to avoiding repetition I close toy report at this time and submit that the particulars of the various meetings will be aptly covered tn the individual reports given hi the rc'iuctiic chairmen oi the con- REPORT OF AWARDS COMMITTEE By CAPT. R. E, MACKEY Asst. Mgr.. Operations Div,, Marine Dept- Texaco. Inc.. New York City On Wednesday, August 2J, 1961, tltc awards committee of the National Safety Council met lit the New York Office of Texaco. The committee came to the meeting after having studied all of the prccmations at the New York and Chicago safety con tention.*, iind I lie folltivvmg deci-ion* were to.tilc a*. iu which paper* were to receive ;in award: Shipbuilding and Repairing. Douglas Man sell. Bethlehem Steel Co.: "A Practical fsiietv Program for a Shipyard". Inland Waterways. John Kern, Southern Industries Corp.: "On Deck Safety". Passenger ami Cargo Ship. E. O. Barrett. Moore-McCorinack Line*, Inc.: "Safety On .i/urinc Industries ttuaid Cargo & Passenger Liners'*. Tankers. R, E. Mackey, Texaco Inc, Stevedoring. A. Chopin, New York ShipAssociation. 'lovemmem. None Cwer my protects, the other two members t the awards committee voted that my {a;<r be given an award, and when >n* lake into u>u*idcraiion all those in the marine depanmem nt Texaco who put work and effort into it. the award would be ac cepted by nit tor them and not tor me personally. I would like m extend my mcere thank* to Caps* Rcnchan and Mr Dempvcy tor their hard **-*k m >K- eUct;nn ,f thc*r awards REPORT OF TANKER SAFETY DISCUSSION GROUP By JOHN R. WOLFE Safety Dir.. Military Sea Transportation Service, Washington. D. C. A comprehensive program was earned jut by tlte tanker sat'etv discussion group during the past year. Discussion subjects, topics and activities which incurred are a* follows: September 1900 Organization and prt.Kr.vm meeting. Election of chairman. yl.mmws October I960 "Safety and Fire Training for Foreign Flag Vessels" was discussed by Frank Konchalski, Esso Tankers .itvi J, K Acker, Jr., MSTS. Xoventbcr I960 Review of tanker paper. "Who's Setting the Course?" which was presented in Chicago by Captain R. E. Mackey. As sistant Manager, Operations, Marine De partment, Texaco, Inc. Captain Mackey discussed hi* paper with us and, with Messrs. R, A- White and B. K. Stephens, explained the Texaco safety program in greater detail. 14 persons attended. December 1900 We received a "snow job" from the weather man. Our scheduled speaker and many of our regular members were un able to attend February 1961 Annual L*. S. Coast Guard session tor discussion of marine casualties. Captain J- D. Craik. USCG and Captain F. K. Arat, USCG. discussion leaders. 13 persons attended. \lorch 1961 "In-Port ('rganuati-.n i-.r Chipboard Fires" iia* dt-eus-cd l> 4 June! o.nstins oi Mr Clmrlcs A ( ulwr, Tt;e Vtlantic Refining Co.; Mr. Vcmmi It Johnson, Bureau of Ships. Navy Dept.; anti Mr. William B. Marx, liiirrn.iii.n.il ,\*-n. ut lire Otict*. 22 persons attended, Sprit 1961 Meeting cancelled due to conflict with the span* meeting ot the Marine Section. May 1961 Mr. Charles L Boyle. Mgr., Marine Dept., Sun Oil Co., discussed. "Handling of Kerosene-Type Products.'* 25 persons attended. joint meetings with the dry cargo group were held in January and June. These will be reported on by Captain Smith. The movie "Firefighting on Tank Ves sels'* which was produced bv the U. 5. Coast Guard assisted by a liaison committee from the Tanker Group was made available to the industry this year. On September 13, 1961 the program for the coming year was planned at an organiz ing meeting held in New York. Captain G. P. Hcrsom. Marine Dept., Sinclair Re fining Co., wa* elected chairman. The group decided to have a vice chairman to con centrate on improving attendance at monthly meetings. Mr. R. B. Davidson, Sun Ull Co. was elected as the first vice chairman. Last evening the tanker group held an informal get-together and dinner meeting at George Diamond's. We hope to make this an annual feature of the National Safety Congress tor members of the tanker group. j'/ol Au/i.'iiuf au/civ L o'ujrtss REPORT OF CARGO SHIP SAFETY DISCUSSION GROUP By RICHARD N. LEPAGEE Safety Dir.. Farrell Line*, New York City The cnr^n lup .m,n di*cii--tm crimt met ,ii ilic Maritime Kvcltanxc New Snrk iintc each mouth throughout tin lieruttl (nnn >eptcmler, I960, through .hint 1'NVt. Two .t those meeting* were lielil jointly with the tanker safety thscu-tintt ttrnup, a> rcjpirual hv t'npiain Smith. ,\t tlie commencement of the 1060/61 i ear. atirmhuiee he representative* *<i Marine Section member organization* w.i* at a le* titan aiisinetory level in obtain the greatest possible value from the meet ing*. Gradual improvement in meeting at tendance ha* been realized throughout the tear, as a result oi profiling adequate itotificatton of meetings and interesting topics of discussion. Notices of scheduled meeting* were mailed to the full address ti*i following the organization meettng in Sep* tvtnlicr, I960. Approximately one week prior to each scheduled meeting, a "notice of meeting" advising the principal tuple and/or `peukers w* *ent out; so tluu, in addition to the safely representative of the various member organizations, other operating perunnel interested in the subject could artange to attend. Further, regardless of whether or not art organisation wns repre sented at the meeting. * resume of each meeting was mailed to the full address list for their files. Some improvement in regular attendance was realized, which resulted in lively anti interesting discussions of the various topics covered during the year. Frequently, the group was addressed by persons eminently qualified 10 advise on specific topics under discussion. Some topics that highlighted the meetings of the past year were, comparison Fit qualities of snythetic hues to the base mandat reflective materials and shipboard uses: duties of a master to sick nr injured teamen; discussion of material, size ami proper method of applying T /L chain toppers. This latter subject was extremely iimr>.'tui^ a t.-at-ider;bk- research in tur,d utulip member* e-tablt-hcd tlut tin- mo.mutual w,* u*-t readily available <> thr Mvifinc milu*trv. t-oitouiug die two-month jumntcr reces*. the cargo ship safety discussion group held it'* annual organization meeting on SeptanI*t 14. 1961. At this time, the undersigned wn- re-elected chairman fur the 1961-62 war. The members present approved the -uitgestioit that a Vice-Cltnimtan be ap' pointed to assist in the attendance dn\e and ronduct the business of the group during am absence of the chairman due to business or ..titer reason*. Mr- K. W. Snow was unanimously named vico-cliairman for the coming year. We were pleased n> tiave Mr. L. Dutton present during our meeting **t October 2, I'Ktl. anil k>ok forward to his attendance .my time his visits to N`ew York coincide with a scheduled meeting. The agenda for the coming year has been enc to all member organizations. We are -urc that the topics for discussion will result in a very interesting series of meetings. It has been noted that an organization situated in the Port of New York, which t* very active in Marine Section activities has not been represented at any meeting of the cargo ship safety discussket group throughout the past year, ft is well under stood that full attendance enhances the value and scope of the discussions of this group. Accordingly, it is respectfully re quested that the genera! eltatrmaa of the Marine Section urge, that principals of the member organizations assure regular attend ance l.v a representative of their organiza tion at the 1961-62 meeting* of the cargo hip safety discussion group. A* a final note, 1 would like to express my appreciation for the opportunity to serve the Manne Section last year, and again during the forthcoming year. 82 Marine (ndustrift REPORT OF JOINT CARGO AND TANKER SAFETY DISCUSSION GROUPS By CAPT. ROBERT H. SMITH Mgr., Safety Dept., United State* P 4 I Agency, New York City I Hiring the past ica~.u. regular monthly iccting* nf the cargo und tanker safety ii*ctmien groups were held and individual *i jmrt' have been submitted by their retpecrve chairmen. Two joint meeting. were held. On 1mm.*rv II, 1961, Mr. Henry Lamb of the Kmcncan Standards Assn, discussed the Sohio serious injury utdex before the group. On lane 14. 1961, the tanker fire fighting nim was previewed and the possibility of producing a similar film for *peeific cargo -hip use was discussed. Every one of the cargo operator's representatives present was -I the opinion that this sbmitil be dune and dial ;t good pari ot tnv present tanker fire lighting film could be n<rd 1'ur the coming year there "ill be two Joint meetings, rate on January 10. 1962, at which we are hoping to secure a speaker from the Maritime Safety Foundation and the meeting of June 13, 1962, which at the present time lias lieen left opened. The `ticcess of thce meetings depend* upon the attendance and participation of the j-er-on within each company who is assigned die safety responsibilities and we again urge tliat every effort l* made to attend the-c meetings. REPORT OF GREAT LAKES SAFETY DISCUSSION GROUP By ROBERT E. KRATZERT Vessel Personnel Mgr., Columbia Transportation Div., Oglebay, Norton ft Co. Cleveland, Ohio The Great Lakes safety discussion group consists of representatives ot steamship companies, towing companies, admiralty law firms, marine insurance brokers. tnke Car riers' Association, and the United States Coast Guard. It is concerned with the safety *ti 10,000 seamen on three hundred Great Lakes ships. Most of the participating com panies are membeis nf the National Safclv l ooncit and participate in the marine safety tontest Monthly luncheon meetings, held on the fir*: Tuesday of each month, were ver* well attended this year. Attendance was between twenty and twenty-five persons at each meeting, and was not restricted to members *f the National Safety Council. We have invited anybody in die marine industry who ' interested in safety to attend the meetings. A brief run-down of the agenda for each monthly meeting follows: December--The program for the coming year was discussed. J. W. Manning of The M. A, H..IWM l'--mp.tttv w* elected Chairran i-ir 1961. / tiiiiiir* -- Each comfiuny printed a rc* 1" *rt on tire tiMiun-r m uhirh shipboard .tl> w-eiinv,- .ire In id m ilwir dccl. FW'rnury--A discussion oil methods of communicating -nt'ety ntrv-agcs between company oliicc and ship, This covered magazines, newsletters, bulletin*, award.*, etc. March---A discutviun on disciplinary ac tion taken aboard ship as a measure of safety. . Ifrit--Cuat t-tiard Day, Introduction of Captain James McIntosh, newly appointed chief, Merchant Marine satety division for the Ninth Coast Guard district. Discussion on cooperation between industry and Coast Guard. - May--DUcujsiun ot certain lost-time ac cidents--their cmt*c, prevention and claims involved. 83 !96t Xationat Safety Congress June--A new film, "That They May Live", describing in detail the mouth to mouth method of resuscitation, was shown. An excellent film. This group highly recommends its widespread distribution. July--Discussion on lost-time accidents-- a statistical review and classification on Interlake Steamship Co. ships presented by Dick Weekcl. August--\ discussion on Safe 5<Jr7:np. the revised edition of the Lake Carriers' As sociation manual for prevention of `hip- board accidents. A reminder that copies are available for distribution. September--A number of dock super intendents were guests to discuss safety on and around the docks as pertains to seamen. October--A film, "Firefighting Aboard Tankers", was shown through the courtesy ot the Coast Guard A discussion on fire fighting followed. No new members were recruited for the National Safety Counai or the safety con test. However, all concerned felt the meet ings this year accomplished a gteat deal. REPORT OF SAFETY INFORMATION AND POSTER COMMITTEE By CAPT. MILTON BREECE Mgr., Port of New York Office, Esso Standard Div. of Humble Oil A Refining Co., New York City The safety poster material dc\eloped In tins committee at its meeting held in Ncw York on August 3. 1060, was approved bv the general chairman and submitted, durum the early pan of this year, to the Council with the request that every effort be made to make available to the Marine Section new safety posters geared 10 our particular industry. We are advised by Mr. L. W. Dutton that three new posters with a mari time theme are now being processed with three more scheduled for processing in the next few months. These posters will be re produced in miniature as they become available and appear in the Xattonal Safety Xews and Marine Section Xews Letter. No further business has been conducted by the poster committee this year to date because the back-log of suggested poster material, submitted by the committee during previous years, appears more than adequate m cover the section's existing quota. The -.nety poter c.-mmittee will meet in the near future to develop additional mate- nil and ideas for ,-ubequent poster series. In this regard, the committee invites and would welcome any suggestions from the member*. It is planned, also at this meeting, to review the poster ideas previously sub mitted, but not yet processed for production, and. if deemed necessary, to up-date and/or modify the material to meet new require ments. The worth of having safety posters avail able that relate directly to living and work ing on board ships is surely recognized by members of the Marine Section. We, there fore, appeal not only to the members of this section, but to all of the marine indus try to actively support this program and to evidence this support through purchase and display of all available safety posters de veloped by the Marine Sections Committee. U Uuriur Industries REPORT OF MARINE SECTION NEWSLETTER By MR, WARREN D. LINDSAY Dir. of Safety. United State* Lines. New York City itie .Murine Section published 10 monthly issues of the Xexesletter and the eleventh i*uc is now at Council headquarters for printing. The December issue is edited by the National Safety Council for all section*. The editor wishes to thank all of those companies who regularly submit their safety publications which furnish the bulk of the material for the Xnetirtter a* well as the (,'nited State* L'oai Guard for their "froveedings of the Merchant Marine Council" .ml MS.T.S. fur their magazine Sealifl. \ny nictuU-r tympany which publishes .1 Mtcty pcrn-Mica! nr Imuw organ is requested `end a copy to the editor of the Marine sr.fiuM Xewstetter *0 that ihcir safety ex- pefience*. problem* and solutions may be ptisseri on to other members thru this medium. 1 with to .ickiimv ledge the great help 01 \V,dK Gkrv. sour editor and a [rend acknowledgment to Harold Wick for It many luittributinut to tin: Xetesiettcr. REPORT OF INLAND WATERWAYS COMMITTEE By F. A. MECHLINC Vice Pres., A. L. Mechling Barge Lines, Jobet, Ind. Safety activities in the inland waterways industry during the past year centered about the continued activities of two working groups. The American Waterways Operators, Inc, produced and distributed upwards ot 1,300 safety posters 10 the industry each month, and in cooperation with the National Safety Council, once again sponsored the barge and towing vessel industry safety contest. Awards for the top winners in the safety contest were presented at a luncheon in New York last May. The association continues to cooperate with other groups engaged in promoting safety throughout the industry. The Inland Waterways Safety and Health Association, composed of a group of inland water earners, marine insurance under writers, labor union executives and repre sentatives from the L\ S. Coast Guard and U. S. Army Corps of Engineers, expanded their very successful program of activities from the previous year. Through the efforts of this group, the V- S. Public Health Sendee established ao out-patient clinic for the treatment of seamen at Joliet, Illinois. The group developed and distributed to the industry a directory of all U. S. Public Health Service hospitals, clinics and doctors. Their very excellent safety poster program was continued and expanded during the past year, as was the publication Towboat Tift lor distribution to boat personnel. The association has several working com mittees, one of which is presently engaged m developing data on the handling of dangerous cargoes, principally chemicals and petro-chemtcals. the carnage of which is Iiecoming so prevalent on the inland water ways. Another oxiimiitee of ihc assoc'.ition i* developing a safety contest for boat person nel, while a recently-formed committee i working to develop standards of safety in tow-boat and barge construction. in other activities, the (jroup once again developed and published personnel injury statistics, and is now planning to produce its second film, this one devoted entirely to the Handling of Rigging. Other committees of the association are working on developing a standardized Station Bill for use in towboats; specifica tions for tife vests for use by deckhands and ship repairmen to be Coast Guard ap proved; and, improvement in the design of towboat ratchets. In an effort to expand its sphere of IV61 Aattoiuil Safely C>"igr,'i.< netivitie-. `lie Inhutd Waiervvny* Saii-iy and Health \soctaitoii, :it its regular bi monthly meeting earlier this week, appointed a committee to explore the possibility oi forming a `ouiltcrn diviion oi ilie aswxiaturn to bring t>v>-iht r marim *-jicrumr- iImoj Uie Gulf Coast into u cnmmun safety activity. An inland waterways session will be held as a part oi the forthcoming Louisiana conference which will he held in New *'rf ni, Ih-c.niNr It. 1061 REPORT OP GULP AREA By ROBERT RADER Vice Pres.. Lykes Bros. S. S. Co., New Orleans. La. During the jit viar. ilic marine and stevedoring industry in the cult area ha* displayed a far greater concern in the pro motion of accident prevention than in prior years. This additional interest can be credited to many factor* Management and labor lias learned that a sate operation is an efficient operation and the returns in reduced human suffering and increased pro ductivity outweigh the time and effort ex pended to advance safety on all fronts. Sponsorship of educational nannies has progressed in Use Gulf Region-- The U. S. Coast Guard Auxiliaries, Power Squadrons, private yachting associa tions, state and municipal commissions; in addition to the many private dubs in the area; have concentrated upon edualing the Dialing public in the safe and proper man ner of operating small pleasure craft These educational function* become more impor tant each year, due to the tremendous in crease in recreational Ucuing activities in the gulf states. The L. S. Maritime Administration, and MSTS lias conducted the atomic, biological and chemical defense school. This facility, in addition to the radar observer's training choot, continues to train Merchant Marine jxrsonrxl in the area. The Bureau of Labor Standard* has pre sented safety courses in the principal gulf l<orts dealing with longshore work baaards. A large number of stevedoring supervisory liersonnel have completed these courses, thereby attaining a better understanding of th* safety problems confronting th in dustry. Technical dioo!>, colleges and universities in ih* gulf states, continue to include acci dent prevention courses pari of their evening ela**v- <*-ht..1 -tvxc-. n:>a cuta; am*. tbro*boat the area have adapted the policy ef ducting safety lectures at shipsid*, tfarmg -tand-by tune or when work hm stopped temporarily due t>> late arrivals, rain or break-dowm. This of teaching the man on th* job has gained popularity be muse of the obvious advantage* m alerting the workers liiemwlve- ' dx haxards of their occupation. Tixie exorilcni educational media serve tlx public interest by emphasising the tangers encountered on oar waterfroots while extending specialised training to those persons who are responsible for protecting their employees from bodily harm. There lias been innumerable advancement of safety movements in tlx individual ports along the gulf coast. A few of the more noteworthy are-- Hrautuvitle, Texas -- Responsible parties at tilts port have intensified the promotion nf safety activities to a fine degree. Ship ping and stevedoring interests have re sponded with whole-hearted participation. Corpus Christi, Texas--The Navigation 1District and various oil companies at this 'port have organised a special arc fighting unit to combat liquid fires around the har bor area. The Sabine Area, Beaumont, Port Arthur and Orange, Texas--These ports, as always, liave continued their very active participa tion in safety promotion. The enthusiastic support from the oil companies, marine interest and stevedores residing in the area, has gained national prominence by thrir Improved records. Lake Charles, La.--This port has concen trated on a local comprehensive educational program directed to the men on the job. The success of this campaign is reflected in 46 Marine Industries i steadily decreasing uif.nr.ince r-nc and re duction nf accident* in tin- leveil'-riir.- industry. Houston. Texas--This port has made ureat tnde* m accident prevention, pri marily due to the concerted efforts oi ..irious organisation* devoted to marine safety. Tlx port advisory enmnimee. ami `he marine aty jieeriitg committee, comI--~cd of member* from warehouse terms-aU, duck board, stevedore, steamship and v.wtng companies, bring their combined ac>* together to improve port conditions aid safety factors for the betterment of at! engaged in the marine industry. Cakestom, Texas -- The marine safety ,'xmal of tliis port has made vast progress m the prutnouoa of waterfront safety and !-.* received area-wide attention during the edvestoa safety month of March, 1961. Regularly scheduled monthly meetings at ta pun. attended by union officials. Dept, i Lbur consultants, stevedores and insur ance company engineers have ted to an im* ;****ve approvement in tlic safety record. Set* Orteau, La.--This port has prog ressed greatly in safety promotion during the past year. Th* marine section of the delta safety society and me marine section, metropolitan New Orleans safety council, ctmdnued their furtherance of accident pre vention into all phases of the marine industry. These organizations participate vigorously in die Louisiana safety confer>'K*c, Ixld in December of each year, which titract* important industrial leaders from ,dl parts of the country. \t,fl.iNim.i-TIu' j-.rt ..mhnrity nf Mobile liav Ixvnmv* the tir-t >n ihe gull matt to install a VHF I M mtraport radio- icleplione system to facilitate the safe movemini m ships m tiic harbor area. Pitots in ihi- xiMttity wilt be jirovidi-d with portable niuis fur direct communication with itstvrv-scd (cirtir- tn m-i-rv letter o>mrd of -t.jp irnitic. Tampa. TioriJa--A* die bub m a rapidJy evpamlmg MXtii'n of the gulf coat, this tuft displays an iiiercadng awareness of tiie need iVr suer. in ever* phase mi it* aAtcrfront activities. Shipyards, terminals, stevedore* and other marine interests, ui addition to city and county authorities, have separately and collectively adopted progres sive programs of accident prevention which has checked the accident growth in the area. Because of tlx teat exhibited by die civic and industrial traders of the Tampa urea, this port has taken an important place in the field of safety. It is apparent that safety awareness lias become an integral part of the everyday port activities in the gulf region. This trend tv evidenced on the federal, state, municipal and port authority levels by the visual safety improvements in wharf areas and port facilities. Tlx intensification of safety meetings and discussion.*, ui an effort to introduce safety factors into every endeavor, where tlx possibility oi accidents exist, is a credit to the industry. Considerable adx.iiicvnuiu wu* aihiiicd during 1961 ,'nd vxt-n lietter n-uh- .m- t-v peeled in the v<<mni year. REPORT OF GREAT LAKES AREA By DAVID L. BUCHANAN Dir.. Claims Div., Pittsburgh S. S. Div., U. S. Steel Corp., Cleveland, Ohio Members of the Marine Section, National Safety Council have been active in promot ing marine safety. The group has worked closely with tiie Lake Carriers* Association m the preparation of a new booklet entitled. Safe Sailing, which is a manual for the prevention of accidents aboard Great Lakes ship*. This booklet is very attractive, with illustrations and cannons, and it is believed mil be an excellent ,ivl in promoting marine afety. The monthly meeting* u* die Great Lake* discussion group t-ave been informative, interesting, and well attended. In addition to discussing physical conditions, much at tention has been devoted to personnel in doctrination and procedures in promoting 'afety consciousness among crew- member.*. The shipbuilding tympanic- on the Great 47 I'Hil A alii'tul JW/a> \.vn<jri\ Lakes liave been acuvc tn marine safety activities and all of them have representa tives at the 1961 Marine Section, National Safety Council. There is keen interest m the Marine Sec tion safety contest by Great Lakes vessels, in which there are 13 fleets participating. Representatives of the l', S. Coast Guard have been active m the furtherance of marine safety m the Great Lakes area. REPORT OF PROGRAM COMMITTEE By HAROLD M. WICK Asst. Vice Pres., American Bureau of Shipping, New York City Your program committee is pleased to report that once again, at in the last three years, we have found it necessary to expand the number of sessions conducted at our annual meetings. This year vve welcome the new session on shipbuilding and ship repair ing which has been reactivates! after a lapse oi some ten years. However, this will not affect the similar session which has always been a vrrv popular feature at our spring meetings in New York. We indeed hope it will be feasible to conduct a ship building and ship repairing session at iuture annual meetings. The addition of this new sesuon has forced us into a situation whereby we had to conduct simultaneous sessions for two <egments of the Marine Section, as no other time could be provided for us by the National Safety Council. Therefore, we had to schedule the inland waterways session ind the shipbuilding session for the same time on Monday afternoon, October 16. This is a rather awkward situation tor those of us who are interested is both of the> >c'ion*. Whether anything can be d*r about thi? for next years sesssam i* a luestion. The other new additions in tlie last four years have been the stevedoring session and .m inland waterways session. Of course, a ucvedonng session is also held at the spring meetings. Before proceeding any further with this report, the program committee wishes to express its appreciation for the fine coopera tion extended by our retiring general chair man, Richard W, Berry. Great assistance was also received from Mr. John G, C.-inerot, of the American Waterways Oper ators in lining up the inland waterways program. As usual. David L Buchanan provided the Great I-akes participation in >>ur program once again, and Robert P. Robert was instrumental in reviving the shipbuilding session. We would like to call to the attention of the members i tie* hut of organisations participating in our annual meeting as Jiovvn on the cover of our leaflet program. 1 think all will agree this is an impressive iit. While talking about the printed pamph let program, we would like to call your attention to the tact that 3.000 copies were printed tor u* by the Marine Office of America More than 2,200 of these copies were mailed out by the participating organi sations mentioned. Marsh and McLennan (Mid for printing 3.000 copies of the Spring Meeting program. A total of 19 speakers and 15 presiding cliairmCTt were scoured bv the program cummitire for the current annual meeting, divided into seven sessions. Individual wrritten instructions were issued to each man. In addition, the annual business meeting was -clteduled. A joint luncheon with the Propel* lrr Club, Port of Chicago, was arranged a- usual, and Vice Admiral Roy* A. Gano. Commander, Military Sea Transportation Service secured as the principal speaker. A business meeting and luncheon of the executive committee and the members was arranged by the program committee during the past year. This was held in New York at the Downtown Athletic Club on February 20, 1961. It was particularly well attended, with members coming in from the Great Lakes and the gulf region. Presiding over the meeting was general chairman Richard W. Berry. Interesting reports were received from various eommittee beads. Wally Gage of Socooy Mobil Oil Co. acted as secretary pro tern, .l/iirriu* Industries The annual spring meeting was arranged by the program committee, this being a twoday session in New York and held, as usual, in conjunction with the Greater .Yew York afety council annual convention and ex|>o$inon. This was held at the Sutler Hotel, ^pril 12 and 13. The committee secured nine speakers and the services of three ses- ion arrangers and nine presiding chairmen. There were three sessions, these being the ;>nmxal shipbuilding and repair yard session; ,i ship operator's eston, and a stevedoring ession. A joint luncheon was arranged with the Propeller Gub. Port ot .Yew York, at she Waldorf-Astoria Hotel at which Vice \dmirai James A. Hirschfield, Assistant Commandant, L\ S. Coast Guard, was the principal speaker. The committee wishes to express appreci ation to the staff of the National Safety Council at Chicago, in particular to Mr. L. W. Dutton tor the considerable assistance rendered in arranging with the LaSalle Hotel for the details of our luncheon with he Propeller Club, Port of Chicago. The committee also wishes to express ap preciation to various maritime organizations for assistance rendered in distributing copies of the spring meeting program and the annual meeting program. These were the American Merchant Marine Institute, the Lake Carriers Association, the American Waterways Operators. The Shipbuilders Council of America, the New York Ship ping Association, the Propeller Clubs, Port of Chicago and Port of New York, and the National Cargo Bur<** I commend to j. . good graces the new chairman of the program committee, Mr. Robert P. Robert, of the Todd Shipyards Corp. He has had an excellent experience cooperating in the past in the work of the committee and t am most happy to turn over the reins to such a worthy successor. It has been my pleasure to serve the Marine Section for the past twenty vt-ari, the last fourteen as program chairman, and I extend to all my best wishes for continued success in the gooff work we have he-n accomplish ing. REPORT OF PUBLIC RELATIONS COMMITTEE By FRANK BRAYNARD Dir, Bureau of Information, American Merchant Marine Inst., New York City With the cooperation of the ship safety achievement award committee and many idiers, the Marine Section's publicity efforts iiave continued to serve our industry' by nutting before the public the story of ship afety. Publicizing the various safety awards, frequently with top Coast Guard officers making die presentations, has kept a steady stream of news stories and pictures on the marine pages and in the marine journals, with n occasional breakthrough into the general news sections. It is true that we are in a sense talking to ourselves with most of these events. When and if we as the marine section feel the need of reaching larger segments of liie public, your committee will be happy to discuss a program and a budget. We have continued to ?end out news re leases to p.<|)L-rs throughout the country .ibout the March and October Marine Sec tion meeting*. Wc are also supplying in dividually written stones to the three New York newspapers about each day's events .it the meetings. Considerable publicity was won through the new Jones F. Devlin awards presented by the -American Merchant Marine Institute entirely on its own and'without the joint sponsorship oi the Marine Section. Fortythree ships earned these citations for going two or four >cars without a lost-time acci dent. I am happ> to be here this year under ihe houseflag oi the White "M", having been asked by Admiral Moran to continue serving the Marine Section. lOfjl Aittionai Vj/,-/v t ..ngrcst REPORT OF THE SHIP SAFETY ACHIEVEMENT AWARD COMMITTEE By CAPT. JONES F, DEVLIN. JR. Vice Pres., United States Lines. New York City Unlv une -lup -.mtv -uliinvmuit uw.trd proper was made thi* year for a safety achievement taking place during 1060 However, five citation* of merit were presented. Our committee met several unto .md w* h*tre--cd at the lark -r ttnrte* submitted t' r ennsideotir-n Mav I review by divt-t**ti (lie awards tli.t vt-re made: Tanker t'n-.sum. Winner , . . Esso Beth. item. Marine Division, Humble Oil & Re* lining Company. for rescuing live from a lisaLtcd craft under difficult circumstances May Hi 1*WI Guards i ujitjKi ,*/ Merit M. K Lombard:. ' ..ifnrm. Shipping t *<iupatiy, t- t of the T"',.u;.t Maru. t-Vhruarv !.i 1**60; Sheldon dark, Sinclair Refining I'mnpany, tor rescuing an* Air Force officer* imm ditched plane March JO. 1060 Dry Corn.t I`ittstv>t. Citations of merit awarded tm {`resident I'an Suren, .Ameri can President Line*, tor tramferring ship's iirgeon under difficult circumstances to aid ill passenger, June 5. 1960; Pioneer Main. Smcrican Pioneer Lines, lor saving life on a swamped trawler under difficult circum stance*, April fi, 1960; .fmmVon Clipper, United States Lines, for searching under difficult circumstance* for survivors of ditched plane iv.rrml.er 22. I960 Passenger V*. winner i*>r l'W> citation* nun?. REPORT OF STATISTICS AND CONTESTS COMMITTEE By J. L. MORROW Safety Dir.. Grace Line. New York City *- * it j* t '.itit it* in. i*.n- lire! I*-. ' nuttcc during the pat .*r wa* tr.r r*>mputation *r the "marine ' ii.i-.rt.iii- n' srequenrv and severity rates ,i. piddi-hed m die National Safety Council P'lhh* .itioit. \iihiim K mi,.- and Acut.M {'so*. A*. mol member- of the Marine Section ate aware-, the-e arc nationallyli.inlrtitnl publir.itI*'ll- which list compara'nc injury figure* i>*r .dl major industries in (lie United State* Historically, Marine I r:in*j>ori.iii<>n has invariably been ranked > r near the l>-it*-m <>t this listing, and as ,i rt >ult lui- bwn puMicly cited on many i-riii. a* l*e:ng comparable to lumbering '! > *.it mining a- .t Ju*ard*/U* in*iuitr>'. M.iu> ( u* haw long teit that >uch com;,iri>onj lute bent cited under such cir cumstances as to create an unfavorable situ ation for tite industry* Furthermore, many companies have bees unable to reconcile the high figures published as industry rates with their own figures and those of others. Farly (his year, ;m inquiry was made into :.v method u-ed w arrive .it the published figure- and . report made to the general i-ltairm.m. He thereupon initiated a further investigation with the assistance of our staff representative. Lc Dutton, The results were of general interest and wilt therefore be outlined. It was noted fir-t liuu the "marine mnv portalion" accident rate* are actually an average of several industries, namely: haf* Imr equipment; river & other craft; stevc- loring; and tanker and cargo vessels. The eiTcct of this combining is shown in the l>ublishcd figures for I960, which list Marine Transportation with a frequency of 20.61. fourtlt from the bottom in a listing of 42 major industries, and far above the allindustry average of 6.04, However, the de tailed breakdown of marine transportation shows: Harbor Equipment 51.15 River &: Other Craft ......... 10.91 Stevedoring .................... .. 14.50 Tanker and Cargo Vessels ... 6.44 0 Marine indmlriet It is notable that the rate lor tanker and cargo vessels, which in the public mind is synonymous with the category marine transportation, ss only about 1/3 of that published as the industry figure, and in fact is almost exactly equal to the all-industry vierage. This pattern U the same for past wars as for 1960, and both the general chairman and myself advised the Council through Mr. Dutton that wc felt this to l< open to misinterpretation and it should be dunged. While Mr, Dutluti expressed agreement in principle with our request, as did Gene Miller of the Council's Statistics Division, they called our attention to difficulties that -land in the way of tltc revision we hope to obtain. Tiiey pointed out, first, that the lumping togcdier of the tour group; pre viously mentioned into a category labelled ''murine transportation'' was done largely Ixeausc none of the four sub-groups was targe enough to be representative, due to the small number oi cumpanie* reporting. >** that they could not be li>ted separately, hi 1959, for example, the tanker and dry cargo -ub-group consisted of nine companies, prin cipally operators of cargo vessels on the Great Lakes, and including no ocean-going vessels. (t is our feeling that grouping together tour admittedly unrepresentative figures and calling them "marine transportation" does nut result in an accurate figure, since the four figures so grouped are practically un related. Further, as previously stated, the figure resulting is such as to misrepresent what is usually thought of as marine trans portation; that is, ships. Mr. Dutton felt that the situation could l<c resolved and ships li-ted separately in the published figures, it more ocean-going ship operators would report their figures to the Ciotmrif This, rt developed, ted to still another problem. The steamship figures for the Accident Rates and Accident Facts pub lications are calculated, not in the manner of our contest rules, but according to Ameri can Standards Association pamphlet Z16.1. fhc big diilertme in die two methods is that under Z16.J, a steamship company is inquired to report all disabling injuries 24 hours a day. but manhours arc limited t<* vijjlit hours a dav. I:or llu* reason, mo*i < nmpames have understandably declined to report data to he Council. I'liv t!!6 l rules are au .ill-industry stand- ard. and arc made up by a committee comprised **f representatives from various In dustrie- lire marine indittry has nevif t.vcn i*n tin- committee. but at Mr. Duttun's, suggestion. Capt. Mackey ami mvseti were recently appointed to represent the AMJli on (he committee, it will be our purpose to try to change the Zlt.l rub.-to eliminate the disadvantage mentioned pre viously, Jf tins can be done to the -a*ia.-tu>n of our industry, it *lull \< {,-*ibl< in get a greater number **t -n-jm-iup cornjkuues to report to the v.uunal with the rv-uh that accurate accident r:u* - .aii L published for our industry-. It Cape Macke*, .mil I are not smrestud, thut we -hali probably have other moiium'iaLitKn, t* make tu the Marine Section next year. On the matter of the Marine Section contest, the general cliairman and t have agreed that a change should be nude m the definition oi reportable injuries, in or der that the question of delayed (Usabilities can be resolved. As presently written, the rules make an accident reportable only if the injured man is unable to stand his next watch or perform his next assigned duty The proposed change would amend Rule 7(a)(2) approximately as follows: "If tt prevent* a man tram standing his nest scheduled wateft or assigned duty or if a result of the seddent and while stilt In ttvcompany ! employ he t* leter unable to per form his duties.*" This proposal was discussed at a joint meeting of the tanker and dry cargo dis cussion groups, and as a result ut an ob jection made by a tanker company represen tative it was suggested that the words "while still in the company's employ" be changi-l to read "durtng the same voyage in which the injury occurred." 91 /9fi/ Xatioml S.i/Vfy >. REPORT OF GENERAL CHAIRMAN By RICHARD W. BERRY Asst. Vice Pres., United Fruit Co., Boston, Mass. t have the fidlmvimj tv-port at tin- <lve oi my term us general chairman * a. A program has been imitated undvr which a set of working rules is being pre pared for the guidance of section officers in conducting the business of the section. It is hoped the plan will be ready lor pres entation at the winter, 1962. meeting. b. The contest and award* committee lias recommended a change in tltc definition of "bst-time accident" under the contest nile>. This will he available for adoption at the winter, 1962. meeting. Favorable action is recommended. i'regre** has been made toward re volving the problem of statistical distortion ot marine industry figures in National Safety Council published records. The industry', through the American Merchant Marine In stitute, has nominated two members to serve on the American Standards Association 216,1 committee to help deal with the prob lem and full cooperation of the National Safety Council staff lias been generously extended. d. Increase in membership was pursued with somewhat disappointing results this tear, although there was a net gain of one major company. The year was generally successful insofar ax section activities are concerned and the ever increasing response and enthusiasm at the spring and annual meetings as welt ,t- .it di<ii"f ii vr.mi'smu. imtlU'S* i* mn.i TUv t>rv*onuu>. i.i thv National Safety Council uu.iM ,.i mrni M the L`. S. Coat (uard for it* publication 'Proceedings or the Merchant Marine Council" is noted at Iicing most highly deserved Most regretfully, the death of Mr. Carl lander Cluie i* here recorded. .Mr. I'ander flute. tormer UeneraJ Cltaimun and a very active and valuable friend of the Marine Section fur over twenty years passed away on June 1, I9&J, Hi* wisdom, wit and vitality will long be remembered by his host of friends. At this session m the safety congress, Mr. Harold Wick has declined to stand for re-election a* program chairman due to his intended retirement from the industry early next year. Mr. Robert P. Robert has been nominated in his stead. Mr. Wick lias consented to continue as a member of the executive committee in the newlycreated post of administrative consultant, where his experience and advice will con tinue to be available to the section. On behalf of the membership here and now is recorded the heartfelt gratitude the sec tion bears toward Mr. Wick for his self less and unstinting efforts in its behalf for a period of over twenty years. His de votion is.without doubt the greatest single factor in the successful conduct of the sec tion affairs. The best wishes of each and every member go with him always. Marine industries REPORT OF THE SHIPBUILDING AND SHIP REPAIR COMMITTEE By ROBERT P. ROBERT Chief Safety Engr., Todd Shipyards Corp., New York City Ot principal interest to the industries conlimed and to interested Marine Section members in allied fields is the reactivation <>i a session for shipbuilding ami ship re pair yards during the National Safety Con gress in Chicago, Initial plans tor tin* session were ii*vussed at a meeting of the executive com mittee members in October, I960 and with continued interest on the part of these mem bers an excellent program was completed. The shipbuilding and *1uj> rr air com mittee arranged an interesting session for the spring meeting in New \erk and were gratified to see a large attendance as well as excellent advance publicity. Three fine, constructive papers were read and it should he noted that subsequent to this meeting extracts from these paper* have apik-ared m quite a few trade publication*. With cooperation on the part of the At lantic Shipyard Safety Exchange, short arti cles which had been written for the Marine Section's -Veu-sletter were given to the editor (or copy in the monthly newsletters. During the year members from the ex ecutive committee assisted in redrafting the V S. Department of Labor, Bureau of Labor Standards' preliminary draft on safety and health regulations for demolition. procedures for dealing with the toxicity, flammability and explosive qualities of pre-ervatives used tn confined spaces Included m this procedure is research on the de velopment of a quick method for determin ing the three aforementioned qualities. It I* hoped that this project will produce ef fective, definite concluMonv The ehairman wtlie* to extend thank* not only to members of the executive com mittee for their assistance, but also to other members of the Marine Section, for co operation received during the year. We would be remiss it we did not extend our sincere thanks to Mr. Harold Wick for his many suggestions and the time he took to discuss matters with us. In relinquishing the chairmanship, we would like to recommend 10 our successor. .Mr. Dawson, that; 1. The shipbuilding and >lup repair sc<ion be continued in Chicago, 2. The executive committee promote a drive for new members. 3. A procedure be developed to insure continuation of copy toe the monthly Mo- fine Section Xewsletter. t. Shipbuilding and ship rctair yards on i he West Coast be contacted and brought into the activities of the October Session. The shipbuilding and ship repair com , 5. Continued publicity be used to promote mittee has assumed an active role in foster the sessions under the auspices of this com ing both Interest and action to determine mittee. 92 93 8 OFFICERS OF THE MARINE SECTION NATIONAL SAFETY COUNCIL 1961-62 litneral C /uinn.iH'--W l.v) t liru. Kmv Vrc I'rv*. mcrieun K\|..rt Line*. New York, N. Y. executive Central Chairman--Caft, R. E, Mackey. Asst. Mgr., Operation* Marine IVpt., Texaco Inc. New York. N. Y, IT.v Central Chairman /Atlantic Area)--,1ohs' M. Haklr, Vfm to Prc*., Todd Shipyard* Corp,, New York. N. Y.; H. G, Norwood, Vice Pres. and Operating Mgr.. Grace Line. New York. N. Y.; Ckarix* L. Boyle, Mgr.. Marine Dept., Sun Oil On.. Marcus Hook, Pa.; \V. N. Damoxte, Vice Pres, and Mgr., Marine Dept., Sinclair Refining Co.. New York. N. Y.; C. I. Mellexdcck, Marine Mgr., Eastern Div.. Tidewater Oil Co-, New York. N, Y.; J, V. C. Malcolmson, \`ice Pre.. Marine Dept., Texaco Inc.. New York. V Y.; Doco-v-t Mav*EU., Mgr., Brooklyn Yard*. Bethlehem Steel Co., Shipbuilding Dfr,, New York. N. Y.; Ro*ext j. Tarr. Exec. Vice Pres., Luckenhach S. S. Co,, New York, N, Y.; Parker Wise, Mgr., L*. S Operations, Marine Transp. Dept.. Socoojr MobU Oil Co, New York, N. Y. t`iet Central Chairman (Gulf Area)--Robert Kadkk, Vice Pres.. Lykc Hro, S. S Cm New Orleans, La. Vice General Chairmen (Pacific Area)--Lawrence C. Ford (Chairmen). Pres.. California Shipping Co, San Francisco, Calif,; Randolph Sevier, Pres-, Matson Navigation Ccx. San Frandsco. Calif.; Cast. T. C. Conwell, Vice Pres., Operations. American Presi dent Lines, San Francisco, Calif. PYe General Chairmen (Great Lakes Area)--David L. Buchanan. Dir., Claims Dtv,, Pittsburgh S. S. Dtv, U. S. Steel Corp., Cleveland. Ohio; John L. Hotton, Asst. Mgr. Marine Dept.. Cleveland Cliffs Iron Co., Cleveland. Ohio Vice General Chairmen (Inland Waterways)--Operation*--F. A. Mechlinc, Vice Pres,, A. L. Mechling Barge Lines, Joliet, 111.; Membership--Wst. C. McKkal, Viee Pres., Oil Transport Co., New Orleans, La. Vice General Chairman (Shipbuilding)--Henrv Z. Carter, Prcs,, Avondale Shipyards, Inc, New Orleans, La. Vice General Chairman (Passenger and Cargo'Sen-ieei)--Sidney Blackuscc, Vice Pres., American Export Lines, New York, S. Y. I'lce General Chairmen (Tankers} Orr. Wst. B. Ciiatfield, Keystone Shipping Co.. Philadelphia, Pa.; Charles A. Culver, Marine Safety Engr., The Atlantic Refining Co., Philadelphia, Pa, Vice General Chairman (Coastal Regions and International Safety Conventions)-*Aom. Alfred C Richmond, U. S. C. G,, Commandant, L\ S. Coast Guard, Washington, D. C Chairman, dominating Committee--Richard W. Berry, AssL Vice Pvcl. L'nited Fruit Ox, Boston, Mass. Secretory--Wallace M. Gage, Supvr., Operation! Sec., Marine Tramp. Dept., Socony Mobil Oil Ox, New York, N. Y. Advisory Committee (Past General Chairmen)-- Robert E. O'Brien (Chairman), Vice Pres., Operations Moore-McCormack Lines, New York, N. Y,; Richard W. Berry, 95 1 Asm. Vice Prc*. United Fruit Co.. Boston, Mass.; L. H. Quackembush, Vice Pres,, States Marine Lines. New York, N. Y.; Cart. Joxis F. Devlin, Jr.. Vice Pres., United States Lines, New York, N. Y.; Johx D. Rotas, Gen. Mgr, Marine Dept. Humble Oil & Refining Co. Houston, Texas; Harry X. Kelly, Mississippi Shipping Co., (Delta Lines), New Orleans, La.; Johk G. Paw, Jx, Vice Pres,, Sun Shipbuilding 4 Drydock Co, Chester, Pa.; Rear Adm. George Wauchope, E*, Vic* Pres., Farrell Lines, New 'tork, N. Y.; Leigh R. Saxporo, Shipbuilders Council of America. Pelham Manor, N. Y.; Louts B. Pat*, Consultant NatT. Cargo Bureau, San Francisco. Calif.; Rear Apm. Robert C. Ln (Chairmen), Moore-McCormaek Lines, New York, N\ V.; Vice Adm. Edward C. Holden, Jr., USNR., Ret, Dir. of Safety, Maritime Safety Foundation. New York, Nr. Y. .'fdwiinij/ra/rxr Consultant--Harold M. WtCK, Asst. Vice Pres. American Bureau of Shipping, New York, N. Y. Assistant Genera! Chairman (Programs, Conventions)--Robert P. Robert, Chief Safety Engr., Todd Shipyards Corp, New York, N. Y. Assistant Genera) Chairman (Membership)--Sydney Wire. Asst Gen. Mpr., Marine Div. Humble Oil ti Refining Co, Houston, Tcxrs Director, Safety Information and Posters--Cart. Milton* :nrECE. Marine Dept., Humble Oil tc Refining Co, Houston, Texas I'ict General Chairmen (Stevedoring)--Andrew D. Warwick, Pres, T. Hogan & Son*. Inc, New York, N. Y.; Robert P. Alpex, Safety & Wage Adm., Castle & Cooke, Inc.. Honolulu, Hawaii Director, Public Relations--Vkaxk Brayxars. Dir, Pubtie Relations, Moran Towing & Transp. Co,, New York, N. Y. Director, Maritime Associations--Carl E. McDowell. Exec. Vice Pres., Am. Inst of Marine Underwriters. New York, X. V*. (ditnr, Marine Xrustctter--Wvkxx.v I. Lixp*at, Dir. of Safety. United States Lines. New York. N. Y. REGIONAL ACTIVITIES . Issislants to Pice General Chairman (Coastal Regions and International Comeniions) --Rrvit Aum, Etnvtx J. Roland, Commander, 3rd Coast Guard Dist, Custom House, New York, N. Y., Cait. .V. H, McCoua, Jx, U. S. C G, Chief. International Maritime Safety Cf*.'rdinnting Staff, l\ S. Coast Guard. Washington. D. C. ASSISTANT CHAIRMEN Atlantic Reninw--Tanker t iterations--Cart. William G. Axmsox, Mgr. of Operations, Marine Div, The Atlantic Refining Co., Pliiladclphia, Pa.; Capt. Walter Matsqx, Mgr.. Gulf-ha-t Cnat Operations. Soconj* Mobil Oil Co, New York; X. Y.; H. 5. Brewster, Dir. of Operations, Marine Dept, Gulf Oil Corp, New York, N. Y. Gulf Region--Ships, Stevedoring--Cait. J. B. Rucker. Mgr, Accident Prev. Div, Lykcs s Mobile. ,S- CoAla.; O. New Orleans. L*.ji E*u Smith, Safely Dir, P. Villarrusia. Claim Agent A Safety Mgr, Waterman T. Smith *S-SSo.n,CSoerpn, Orleans, La ; E. R, Seamen, Safety Dir, Mississippi Shipping Co, (Delta Lines). New Orleans, La. Pacific R gion--Ships, Stevedoring--J. Robert Sxydc*, Dir., Accident Prevention Bureau, Pacific Maritime Assn, San Francisco, Calif,; L. O, ComtAx, Safety ngr, Matson Navigation Co, San Francisco, Calif. 06 tlreai Lakes Region--Uutk Carriers--'\\ w Eckeut, Mgr, Safely Dept, Inlerlakc S. S Co, Cleveland. Ohio: L. C, Matia, Vice Pres, The Wilson Manne Transit Co, ' Cleveland, Ohio; Cait. J. McIntosh, Marine Inspection Officer, Cleveland, Ohio Director, Inland Waterways, Operating and Shipbuilding--Braxton B. Carr, Pres, The American Waterways Operators, Inc, Wnshinuton, D C. Assistant Directors, in/and tPaterv.ays--RoBU<T L. Gray. Mgr.. River Operations, Ashland Oil & Refining Co. \shland. Kv.; G A, PcTERKlN, Ju, Pres, Dixie Carriers Houston, Texas SPECIAL SERVICE COMMITTEES Chairman, Ship Owners and Associations Committee-- Ralph E. CaSEY, Pres., American Merchant Marine Institute. New York, N. Y. Chairman, Statistics and Contests Committee--J, L. Morrow, Safety Dir, Grace Line. New York, N. Y. Shipbuilding and Ship Repair Committee--VVaiXWRIGHT Dawsox (Chairman), Safety Engr, llcthlclicm Steel Co, Bethlehem, Px ^ R- B. Chappell, Jt, Ind. Relations Mgr, Electric Boat Div, General Dynamics Corp, Groton. Conn.; R. D, Dauterich, indust. Relations Mgr, Maryland S B. 5: D, D. Co, Baltimore, Md.; Wh- D. Kechax, Safety Engr, Sun S. B. 4 D. D. Co, Chester, Px; Herman J. Nordstrom, \*si. Plant Protection Engr, Newport News S. B. St D. D. Co., Newport News, Vx James O'Donnell, Dir. oi Safety. Avondale Shipyards. Inc, New Orleans, La.; A. M. Pelham, Safety Dept, Ingalls Shipbuilding Corp-. Pascagoula, Miss.; Robert P. Robert, Chief Safety Engr, Todd Shipyards Corp., New York, N. Y.; 1. C. Yates, Dir. of Safety, Albama Drydock Si Shipbuilding Co, Mobile, Ala. Chairman, Ships Safety Achievement Awards Committee--CArr. lost* F, Devlix, Jx. Vice Pres, United States Lines, New York, N. Y. Chairman, Engineering and A/mfnuim Standards Committee--Capt. C. P. Murphy, U.S.C.G, Asst. Qiief, Office of Merchant Marine Safety, U. S. Coast Guard, Wash ington, D. C. Chairman, Liaison Committee for Cargo Ship and Tanker Discussion Groups--Cart. R. H. Smith, Mgr, Safety Dept, United States P. Ac I. Agency, Inc, New York, N. Y. Tanker Safety Discussion Group--Cam. G. P. Her>om (Chairman), Marine Dept, Sin clair Refining Co, Marcus Hook, P*.; Rorr. B. Davidson (Vice Chairman), Sun Oil Co. Refinery, Marcus Hook, Px Chairman, Cargo Ship Discussion Group--C\rt, R. N. Le Pace, Safety Dir, Farrell Lines. New York, X. Y. Chairman, Great Lakes Safety Discussion Group--fans Maxxixc, Asst Mgr, M. A. Hanna Co Agents, Cleveland, Ohio Chairman, Gov't, Discussion Group--CArt, J. B. Okex, U.S.C.G, Asst. Chief, Office of Engrg. and Safety Dir, U. S- Coast Guard, Washington, D. C. Awards Committee--Cai*t. R. E, Mackey (Chairman), Asst. Mgr, Operations Div, Ma rine Dept, Texaco. Inc., New York, N. Y.; J. M. Dempsey, Jr, Vice Pres., StateMarine Lines, New York, N, Y.; Cayt. 1, A. Rexehax, Farrell Lines. New York, N. Y. GOVERNMENT COMMITTEES Chairmen, Safety Policies for Regulations. Ship Inspections--Rear Adm. I*vik J. Ste phens, Chief, Office of Merchant Marine Safety, U. S. Coast Guard, Washington, D. C.; Keaz Adm. Halext C. ShepheaM), U.S.CG. (Retired), Westmoreland Hill, Wash ington, D C 97 Chairman. Committee for Safety--Satioml Defense Transport--Vies Adm, Roy A. Gani, U.S.M., Commander, Military Sea Tran-p. Sendee, Washington. D. C. Transportation Committee, MSTS--Attantu . /rra-CArr. D, \ Stuart; Pacific Area-- RXA* Adm. E. B. McKlNNtV; Europe--Catt. t. R. Lr.rm; Par East Area--Catt. H. D. Stork; Gulf Sub .Iren--Cut. I. W Whitt Chairman, Xalionnt Defense / r.insporlula n--N,tidiness--Over, M. 1. tioonxiA.v, Maritime Adminitnuinn, Washington, I> C Chairman, Safety Committer for J.onqshoreuten. Harbor Workers--R, \V. NimutSTXOit. Chief Maritime Safety Sendees, flurenn nf Labor Standards, U. S, Dept, of Labor, Washington, D. C Chairman, U. S, S'aval Shipyards Safely Committee--Cavt. J. T. Rioroav. Pr. of Safety, Office of Indust. Relations U. S. Navy t)epi.f Washington. P. C Staff Rspre-entatiie--1_ W. Puttov, N'atkmul Safety Cmincit, Cliicago. 111. PLAN NOW-- TO ATTEND THE 1962 NATIONAL SAFETY CONGRESS Celebrating the 50th Anniversary of the NATIONAL SAFETY COUNCIL WHEN: October 2t through November 2, 1912 WHERE: Conrad Hilton Hotel, Chicago The National Safety Congress brings together safety people from all over the country--10,000 of them! By attending the Congress you become part of the largest and most important safety meeting of the year. You meet safety men with the same safety problems and respon sibilities you yourself have. You exchange views and ideas on accident prevention, health, hygiene and fire prevention--on safety in industry, in traffic, at school, at home and on the farm. From a program of more than 400 meetings, discussions and demonstrations you select the activities that interest you most and that most closely relate to your safety work. This week-long educational program--planned and pre sented by the National Safety Council--can be your most inspiring, most thought-provoking safety experience of 1962. S*e the Latest ie Safety Equipment At the Greatly Expanded Caegress Exhibit Hall See nearly 300 exhibits! This alone--the largest of all safety equip ment exhibitions--will make your trip to the Safety Congress worth while. The industry's leading suppliers will display their newest and best safety products for your inspection. See . . . compare . . . ask questions. There is no finer opportunity to reach well-informed buying decisions for your company. 98 CONTENTS METALS SESSIONS Non-Destructive Testing of Metals ....................0. P. Wahh 3 The Foundry Buffoon---An Industrial Menace .......... .............Hxibtti J. Wtbor 5 When Men Behave Like Buffoons. . .................... Leon Brody ? Things Money Won't Buy .....................................J, S. Hannon 10 Psychological Approach in Job Training............................................ John Noumann 14 Officers of the Metal* Section 1961-62 17 Other Volumes in 1961 National Safety Congress Transactions Back Cover ."M>f Will.m,it Safety Congrets NON-DESTRUCTIVE TESTING OF METALS By D. P. WALSH Mgr., Distributor & Representative Sales, Marketing & Development Dept. MagnafUtx Corp., Chicago The |nir|iM- <! iKiit'dcstnictive testing i to provide k-cis.ixii-nnkuts fuels. With thc-e i.h'U \ini m.iki* judgment' .mil take f.n.iie action. In your case the decision is a(o> based on considerations ot saictv p,nd plant productivity. In this discussion, we are concerned with mirumirin; injuries to personnel and loss ot production by detecting fatigue cracks in parts or equipment--before a breakdown .md/or accident occurs. Metal docs ttol ;r.-talue and break suddenly. This fact has 1't^n proven by the National Bureau ot ** 'ii.Lrds Actually, a iatiguc crack uim.ucs m a highly stressed urea and grows gradually In a shall that broke on the job, the ijtiguc crack started at the top .md gridu,illy grew in site. Flexing caused a Second .rack to inmate at the bottom oi the ih.ut. It*.ill grew in sue until the remaining *uimd `etal could not bear the load. Then the itt broke suddenly. This condition could been detected at any stage of the -.ri-vtii peried. It diould have been detected v . 1? ,-.tv icing. repairing, or overhauling - '.'juipmmt. The breakdown could has < averted. l.vpcncnce lias taught js that "visual 'j-ervation, even with magnification cannot r.iably locate all small, tight-lipped crack*. Various nun-destructive methods ot testing vdl reveal all such defects positively-'' fN SC. Data Sheet #446). This discussion aiU confine itself to magnetic partietc m-pection methods which are relatively simple ;.'i operation' and are in extensive use. V bar magnet attracts magnetic particle* because of magnetic leakage from its north pole through the air to its south pole. Break it in three and there are three com plete magnets, each with a north and a -.nth pole. Reassemble it with north pole >>i one touching the south pole ox the ther, sprinkle on magnetic panicles, an-! ilie panicles are attracted and held by the magnetic leakage from a north pole to a -outli pole. In other words, the magnetic field crosses (he break and the particles arc ittrneicd. Similarly, tn magnetic particle tc`ting. a magnetic tictl is made to ern" the crack Particle* are applied, and arc attracted and held right on the crack itself- A dense abrupt leakage field is caused b\ a crack. The particle buildup is dense, or closely packed, and has height. A lr-* dense, flatter leakage pattern is caused b> a tub-surface defect. The particle pattern will be less dense, relatively flat, and broader Crack detection involves the use of a small seven-pound yoke kit powered by 115-volt V C. or a 12-volt battery. It is energized, the magnetic field crosses the crack, as particles are applied lightly. Thcv instantly mark the crack, and its true extent right on the part itself, eve:', though the crack be filled with contaminants. Because oi the speed oi in-pection and low cost of expendables, this yoke and a companion erit arc used fairly extensively m mainte nance programs. One ot the important functions of in spection is to point up die true extent and direction oi cracks. Another is to 1< sure that cracks arc completely removed by sal vage methods, or before repair, a? by weld ing. A third is to determine dial (lie salvage or repair method is in itself satisfactory Because there are two principal reason* (if using non-destructive testing methods, namely personal safety and economy, their use has grown rapidly. The value of sate practices cannot be over-emphasixed or in dexed tn dollars. The value of time wasted on defective raw material, time and ma terial wasted by unsatisfactory processc-, or lost production due to equipment brettkdown are somewhat more tangible. The re* ult is that non-destructive testing method* arc used in practically all industries. A lew examples of magnetic particle inspection in maintenance programs by various indus tries follow: 1. A fork lift was magnetized by high amperage current (lowing through a coil formed by three or four turns of cubit-, i IQftl Xalian.U Safety Conarcif While ihc currcnl flowed magnetic powder ns* `tpjiJicd The (owder formation marked die crack adjoining die radius. To demagne. ire alter mticclion, ihe coil is energized and tiien drawn two or three feet away i mm die fork before de-energizing. 2. A crack in a crane book could be magnetized with cable as described, or with .1 >mall portable yoke or coil kit. Though magnetic powder can be used, fluorescent magnetic panicles would be preferable. 3 A targe crack in a cast valve re* Milted from a refinery flash fine. This crack occurred on the side opposite to that which un exposed to the fire. 4. A large duck unloading tower had been in -ervice tor several years. Its J15 welded cln-icr. were magnetic particle inspected, la |>er cent of the welds had fatigue cracks. All cracks were chipped out, checked to l-e sure they were removed completely, re* welded, and the welds checked for reliability. j Inspection of welds on the bottom of a jacketed reaction tank was made dur ing overhaul. Two things may be oi intrrc.t: (1) contact is made with prods and, . (he current flows, the powder is applied, ,.nd (2> the equipment used provides A.C current or half wave D.C. The former will locate cracks and crack-like defects. The latter i> used to reveal sub-surface f'nn.liiirins vudt as slag inclusions, open root, The preceding examples illustrate the <lr\" method, where magnetic particles fn the form of powder are sprinkled or blown mu die ection being inspected while the part is being magnetized. This method is recommended for castings, welds, and other relatively rough surfaces and also for the detection of sub-surface defects. tn the wet method, particles are sustv-nded in a liquid. Fluorescent magnetic (article inspection is recommended for prac tically ,-tll other applications. The reasons for this arc (1) rapid coverage of the part with die inspection medium, (2) low est cost in expendable materials, (2) mot rapid inspection as cracks glow and attract attention under black light, (4) the tiniest cracks are made visible so that salvage as by grinding and polishing can be performed readily and at lowest cost. Sometimes the question arises "how deep is that crack?" With a fatigue crack depth is important only if salvage or repair is possible, if so, the magnetic particle build-up can be indicative of the depth. Close ob servation will reveal that the build-up of (articles mark a series of small cracks or nc continuous large crack with a high, dense buildup. In the former, the snail cracks will be relatively shallow, Tn the latter the large crack will be much deeper, tn either case, a rule of thumb is that the depth of a fatigue crack will approximate 23 to JO per cent of its total length. With small cracks actual depth cm be determined accurately by alternately grinding and re testing until the root is removed. With large cracks a hole may be drilled to determine depth. Where salvage or re pair is impractical and a replacement can not be made, small holes drilled at the ex treme ends of fatigue cracks will retard failure. Practical men with practical problem* involving the very important aspects ui safety and adequate production are prob ably quite aware of the benefits which can derive from good inspection and good main tenance. Considerable savings and added safety result from a good planned main tenance program. They are also probably aware of the areas of interest of various responsible department heads, and their feel ings with regard to the action of others as it concerns them. 1 | 1 4 \ftlalt Industries THE FOUNDRY BUFFOON -- AN INDUSTRIAL MENACE By HERBERT J- WEBER Director, Safety Hygiene & Air Pollution Control Program Amencan Koundrymen's Society, Des Ptiines, III. We know that, for safety's ukc. horse play cannot !<e tolerated m the foundry. \ (though die original joke could be em barrassing, t,r even slightly painful, it is ihc secondary reaction that is fraught with danger. The pranks pla>ed in the foundry ire as old as die industry itself. Some time ago a Detroit newspaper car ried a Morv about a maintenance man wlwv ,-liml*ed inside the concrete mixer of a readv-mix truck to do some repairs. The driver of tlie truck, having a repu(,<iuiu as a practical joker, then decided t.. throw the mixer in gear for laughs. The maintenance man was mangled to death. When the police asked the unfunny joker whv he did such a tiling, he answered, "! mi,i wanted to see what would happen." ir, that *tnry is true! Wc have similar clowns in the foundry who ind-t on being the show-off or the Hie ui die party. Like spoiled kids, they ,i ,i to draw attention tn themselves . , . it*-, want to he noticed. Followbig are -.me true accounts of these menaces. 'I here i- the `loufe-Ma-no-hands'' type of hit truck driver. One of these show-offs was driving his truck at full speed with lit* hands placed behind his head to show tu skill. The truck ran over a casting <.luring the truck to swerve into a pit mold The driver smashed his leg and the mold, too. Tlte mold damage is regrettable. The yo-jo crane operator is particularly lunnv. This type of clown takes a ladle of molten metal down the bay and by adroitly erkutg the crane, gets the ladle to swing m i*nttulutn-Iike fashion. One of them, while playing yo-yo, struck a pile of flasks and >pkL-hed metal on two men, causing severe burns. The lunch box joke always draws a laugh hut vocnetune* a broken toe or sprained lark. In this comedy scene, a molder's lunch >->x wa- emptied and lead pigs jm( in. At uuun time, (lie molder picked up his lunch box but vva- nit balance and the unex pected weight caught him unprepared. The Midden twist sprained his back and he was <>ff w,-rk for a week. \nnther hilarious juke was pulled by a crane operator who was holding a ladle of metal oil the hook while the man be low was r-himming it- The crane man threw the aluminum toil from a cigaret pack iniu the ladle . . . just for laugh*. The sudden Hash caused the skimmer to ierk the skimming bar and he got a `plash of (jut slag on his face. Then there were the two buffoons whu lived to mm off the exhaust system over the degreasing tank just to watch the elderly degreaser operator get drunk from the vapor and stagger around. The humor in this U> in the fact that the old man wav a teetotaler. It was fun to make him drank. i'nie -lay the jokers left the exhaust off inn lung. N'uw kt me tell y.m about the `pit fire trick. A- you know, phosphorus, when ex|Mi-ed to air, will ignite spontaneously. Hence it i* kept in water, tn order tn make phosphor copper, a , stick of phosphorus is taken from a water container and rapidly plunged into molten copper. The man doing this job in a cer ium foundry used to show off in front of visitors by putting a small piece of phos phorus in his mouth and spitting it out just in time to ignite as it hit the floor. Tlte scene is dramatic. The man spits fire. One day, his timing was off and he burned a nice hole tn his jaw. I must tell you also about the bot-stream trick. In this display of daring, the show ed? run* his finger rapidly through a stream of hot metal without getting burned. This con really be done if ihe finger is turned out and down. 5 /toJ Xittinnai Safely Centires* However. mir ham actor tricil it wtlh the finger turned out and up. He caught .1 pool ol metal m tlie palm of hU hand. Any tnolder who ha* filled a flask from .1 sand heap know* the nerve shocking msjtion of driving hi* shovel into a buried mold-weight or pig. Seldom is the weight buried at the end of the 'hovel stroke where it will unty 'lightly affect the molder's arm. The shock ot a shovel hitting metal can be heard tor a distance of six Doors on either side of the victim. This allows the audience to howl with glee while the vie* tim's hand and arm go numb and his shoulder feels as if it had been pulled from its socket If the victim will utter a stream if profanity while he grasps his broken hand, the thrill of enjovmenl will be even greater for the jokester's public. The greased handle gimmick is as old as grease and handles. Only once have 1 seen tills script develop into an unusual ending. A gangway-man on the sluft had been the butt of this trite joke so often rliat he had tost alt appreciation of ihe humor in it. He felt it was time he called someone's attention to the inhuman treat* ment he had been receiving. Setting his wlu-elbarrow m the gangway where he knew the inevitable would happen, he retired tu the restroom. Upon his return he stood beside the baited vehicle until the super* intendent wandered up the gangway. When the superintendent drew alongside, the -and buggy jockey suggested that the sujiermundent test the weight and balance of the prehistoric device. In the hiearchy of this foundry the su* penntendent was protected from the humor i4 the pranksters. No practical joker wlto had developed a habit of eating would satisfy bis sense of humor by making the super intendent play straight-man. Without giving it a second thought, the superintendent looped and grasped the handles. Gobs of grease oozed between the fingers of both bands. The superintendent had perfect control of a violsit tonper. Rising slowly, he stood casing at the gangwayman while a crimson wive >i color rose from his throat to ibe runts of tils closely cropped light blonde hair. He took the londfui of waste prof* irrrd by the itmte former gangwayman. Slowly, lie removed the greater part ihr grease from his hands. Softly and through clenched teeth he said, "You will get your check in the office." Fraught with danger is the ferro-silicon gag. This is usually practiced on the green* lions who is hired as a melter's assistant. His job is to cltarge the electric furnace with the materials comprising the heat, one of which is fcrro$ilicon which is very 'Pongy. The jest consists of soaking a small piece of ferro-silicon in water. When the green horn charges this material, die unexpected spatter and roar from the charging door will make him jump like a scared rabbit. Or course, the Singeing ot his clothing ami *km is incidental Another gug that's good for an illiterate laugh or two--and a ruptured vertebral disc--is to fill a large coke wheelbarrow with pig covered and hidden by coke. More than one back has been permanently bent by this hilarious prank. A rod wired to the wheel in such manner that the wheel will make almost a complete turn beton.coming to an abrupt stop will result in a lot of fun far some people--and a broken rib or two. I suggested in the beginning tint tin secondary reaction is often more dangeroii* than the prank. The court jester usually selects hi* vic tim with great care, it is the person teuM able to defend himself who becomes the butt of his cowardly humor. He doesn't appreciate a joke :hat misfires. He wilt do his best to make up the toss and regain his public. Bong stupid or ignorant of (lie danger involved, he will use fire, water, air or electricity to maim tus uncooperative victim. We once hired the quietest, best-built jolt-squeezer man in the business. In Un tune shop we had Bugs, the buffoon who had developed into a science the art of snapping cigarette butts into a pocket, it was just a matter of time before the two ?ot together. One day. Bugs slipped one butt too many into the big boy's pocket and the rarv was on. The big boy caught him by Un belt and one leg: turned him upstde down and drove Ills head into a soft sand heap. 6 Me tail Industries This shmiM lave ended the incident but t didn't. The next day. Bugs was caught. iMrlunatcly, wiring the big boy'* squeezer handle to a 220-volt line. Had the moidcr grabbed that handle, I'm sure he would have been severely injured or even kilted. AU these incidents that ! have reported involved only one prankster but when you have two practical jokers in competition for top entertainer in a shop, the problem really bemmes complicated. This is because there can be only one star and the process of elimination becomes primitive. The Haynes Stellite Co. ot Kokomo, In diana, holds the best all-umc. uo-mjury safety record known in the foundry in dustry- This foundry has operated 7,407,010 -.ominoous man-hours without a disabling iniury. I don't think that record would be possible if the company had buffoons on hi- pavr..ll, WHEN MEN BEHAVE LIKE BUFFOONS By LEON BRODY Dir. of Research, Center for Safety Education, New York University, New York City \ bnU'/on t* a clown. Etymologically, he --a mall minority, fortunately, who have ; first cousin to a buffo, a male singer of more or less gotten into the habit. This is omic opera roles. Of the latter there are zmialty a matter <>t ;mcieut history, with two mam rypej- tenor buffo and basso foundations in early childhood. It's like the buffo Tenor is the highest mate voice next Keberg with seven-ninths of its volume to the falsetto. So one is tempted to say hidden below the surface of the water. To that a foundry buffoon is likely to be a understand all this we need to know some "phoney." Or, since basso is the lowest thing about the basic motives or needs of 'inging male voice, one could also say that she foundry buffoon it just a plain low tu general, people are moved to do things, -li.iracter. r to resist doing them, because of three In any case the kinds of hazardous things itch persons do m a foundry have been dramatically tlhi,trail'd by the preceding -peakcr. So t should like to concentrate on fundamental needs. These arc: the need for ecurity; the need for -selt'-eMccm; and the tu.vd for affection. `Alien these needs arc .-ca-wmabl* satisfied, a tcllow i more or the reasons for such actions, and on some ic*? at pence with Ins physical and social remedial measures. Safety directors or supervisors are naturally inclined to look for clues or sug gestions couched in the language of their 'pccific industry- Th% however, is not ilt-essentiat, for effective understanding and programming. Whether an organization if engaged in producing donuts or manufactur environment. Block the satisfaction of a 1-iiic need--for example, arbitrarily assign , him a menial task, make him Iccl like a fool tn front of his work group, or let a thoughtless wife belittle a reasonable effort --and down goes self-esteem, up goes ten-i..n, out comes an impulsive act, and high rt-.es accident potential. ing wmg mils, the Imstc safety problems arc On the other hand, oversatisfying a need the urns For there is a major common i* dangerous too--like overeating or over denominator to all production, to all serv drinking. For if we let a fellow get away ices, and to all levels of production and with things and shirk responsibilities, if we ervicc. That common denominator is let iiim feel too big, he may also feel People , , . the human element. It underlies ma-ter of things uf which lie is not master; t-fttaency ... it is fundamental to safety, he fitay take risks; he may become aggres- Sow back to buffoon*. Nearly v*ry one -ive .Hid intolerant. And tlic-e arc traits i- a tniffoon at une lime or another bccau-e that we know don't mix with safety, on the uf temporary stresses or disturbances on job or off. The tough part about all this and off the job. And then there are some ls that most often the motivation is in the 7  Wi! Xnti.mut Safely Cviu/ress sub-conscious. Tlic guy isn't artarc of tvAy i< doing what he is doing; he isn't aware >t its su/nifieanee for his safety and the sifety of others. Permit me, now, to cite an actual case history illustrating iiow this general theory of accident causation can be used to ad* vantage. Potentially, steel mills are danger ous places in which to work. Vet the steel industry in Pennsylvania, tor example, pos sesses a lower accident rate than do the state's 5-and-IO eem stores! How has this a*mc about? In part tins .iteomplidiment has been due to a steady hammering at accident reduction through insistence cm the use of safety equipment; through such measures as post ing colored flags in danger areas, marking building comers with yellow and black stripe*, painting hand railings yellow, etc., vie, llut primarily the accomplishment of greater safety stems from industry recogni tion tiiat knowing is not enough -- that things like attitudes are involved Opera tions Attitude, as it came to be known, was born in a Chicago plant. Company officials a few years ago came to the conclusion that the problem of safety "light also to be tackled in the light of psychological knowledge of (he motivating forces (hat influence human behavior. Specifically, in drawing up safety rules, hould not consideration be given to workers' views and feelings and intimate knowledge of the work? Would not the men be more willing to assume and accept i espoasibility for following safe procedures if they themselves had a chance to contri bute to their formulation? Might not their .`lutudes then change from "I've got to do it" to "I want to do it"? Well, the men were brought into con ference, two or three at a time, to sett ilicir thoughts on safe procedures and to help formulate them with their supervisor and a safety coordinator. In this particular plant the accident rate had been the highest lor any of the company's main plants--2.29 accidents for every million manhours. Some two years later the plant had achieved an all-time low. And in fact the accident rate at plants where 0[rrations Attitude wsus ub>euuently tried out dropped to less than a third of the frequency rate of the steel industry as a whole. Moreover there is reason to believe tliat the mert-aved safety consciousness of the men carried user lo their homes and communities. That's im portant. because you know how much in dustry is concerned, and properly so, with uff-job safety of employees. Why does worker Participation in safety programs have such a favorable effect: Boiling it down, we are involving men in something important to their secuniy; awl by giving them an active voice in decisions pertaining to safety, we are helping them to satisfy their need for selfesteem. It is in the latter regard, perhap-, that the greatest opportunity resides for effective programming. Let's analyze this need for self-esteem a little further, in terms of what might be called a "worker's creed --We . . , u worker* . , - like to giro and get a word of encotuwpemeat, a (rlrndiy pat on tb* back, and recognition for work well done. --We Ilka to talk Uvings ever, to express ourselves. Just as much as we believe it tenportent to listen to others. --We wsnt to hear about our mistakes when we make them, but In a manner that vre can leem from them. --We believe that purely pereotuti should be kept out of the picture Insofar ss our Jobs are concerned. --We recognize that modern business and Industry are pretty complicated, that many people have nur different respenstbiUtlcs tor Its imecess. --We Ilk* to be kept informed of matter* affecting our Jobs, like changes In policies or procedures--and if poasibie. we like to have a voice In their development. --Wa believe that "WUl row --------- " gets a tblnadoae better Uau --Go and --..... -- that T'bank you1' Is something to ray as well as to hear. --We know that a sail* la an Important aid to good human relations. lAnd by the way. they say It takes TO muscles to frown, only 14 to smile.) ` ~Afl4 Anally, we believe It most Important to be oenuitufy interested 4a people--that Is. cordial, considerate, and helpful. Now this may sound like a sermon, but ( can't emphasize enough that accidents-- like absenteeism, poor production, and labor friction--arc essentially symptoms of condi tions that are not right, and more often than not they are not right because of undesirable human relations. Needless to say, there is a variety of programs that management can provide to help meet the worker's needs and thereby make him a safer worker. Hut obviously, in terms of our worker's creed and organi zational structure, nothing is more im- 8 Metals Industries j..riant than tlic man-to-man relationship of -iqiermor and worker. It has properly been emphasized that direct responsibility for safety should be placed as near as pos sible to where the action takes place--at the level of the first-line supervisor. To help him carry* out this responsibility most effectively it is essential that the supervisor understand (1) himself; (2) his men. If this means anything, it means training in human relations. Emphasized here should be the realization that there is a reason tar unusual behavior; and that nich habits or attitudes may be pretty deeply entrenched, therefore not easy to change. When a supervisor has mastered this understanding (and the support of top management is essentia! to help make this prxsible), then he has mastered half of the jub ot getting along with people. Of course there arc other, more specific training requirements if maximum safety is tu be achieved. Not too widely recognized are these: (11 Supervisors should be trained to spot indicators o( potential accident;, such as unusual errors in work performance, changes in everyday manners, exceptional absence, clianges in simple habits, and near- accident occurrences. (2) Supervisors should be trained in die ability to talk usth a worker (true com munication)--and in the knack of listening, an tndipcnahlc tool in die relief of mental r cmutioiKii tension and in the revelation .i tart- im|Mirtant lu management and the worker. Now I had previously indicated the possible deep-seatedness of the problem of buffoonery and related questionable be havior. Supervision, naturally, cannot be expected to resolve this situation. So permit me to say a few words about certain aspects of the long-run approach to the problem. A world-famous psychiatrtst once ob served, ".Among all my patients in the sreond half of life ihere has not been one whose problem m (he last resort was not that of finding a religious outlook on life It is safe to say ilwt everyone of them fell It because lie had lost that which the living religions . . liave given to their followers and none of them has really been heated who did not regain his religious outlook m life." This dramatic statement is something to ponder. A; true as it may be, it is still lacking m one respect. The inadequacy IS so be round in the words, "lost" and "did not regain." Countless persons who are mentally ill never had a religious outlook to lose. Their childhood and youth were weakened for nun) of religious education In an infinite universe which the finite 'human mind can never fully penetrate, faith and spiritual values are the greatest human asset, the greatest aid to a sense of security. Such faith am! values cannot be acquired by a smattering ot indoctrination. Religious education, formally and informally, and ut the broad sn*e of the term, must begin early and persist if it is io have any pro found effect on mental health--if it is to produce the calm of mind and emotion that go Itand in liand with a basic feeling of lielonging to a meaningful, eternal order. Finally, it goes without saying that the full elimination of buffoonery and other undesirable traits is a matter of character development that can be accomplished only 'with the aid of wholesome home influences and competent, dedicated effort in our schools. 1061 National Safety ('mu THINGS MONEY WON'T BUY By J. S. HARRISON Vice Pres, in Charge, Personnel Sc Industrial Relations, Aluminum Co. of America, Pittsburgh, Pa. Terrific strides have been made since llie first Safety Congress was held in Mil* waukec tn 1912, As you know, out of that < <>nfercnce--which was attended by 300 men imm 40 organizations--came the idea of a national organization to promote accident prevention efforts in industry. Todav, through its nearly 13,000 members, working in 250 state councils and local chapters, the National Safety Council continues to give force and direction to the solution of one e>( America's most persistent and destruc tive social problems. Since the year of the Council's birth, a steadily reduced death rate ha brought a saving of nearly a million lives. And yet. because it is concerned with feofle--as is any important institution-- the National Safety Council will never find its work alt done. For example, today-- October IS, 1961--during the brief time I will be talking with you. at leat four lives will be lost in accidents. 350 more people will be iniured, and accident costs will mount to the tune of half a million dollars. I.itilc wonder that vour company and mine arc concerned almut accident prevensinti and how to minimize the lr>* 0f life, rc-nurces. and efficiency. Mroa is proud of its continuous affiliation with the National Safety Council since 1917. when the Foundry Section and the Iron and Steel Section merged to form the Metals Section. We arc pleased that Will Gilliland, our Assistant Manager of Safety, is serving as general chairman of the Metals Section this year, and that Byron Kent, of >ur Davenport. Iowa Works, heads the section's non-ferrous industry committee. It is good to see. too. tint a number of our other safety managers, from as far away as North Carolina and the West Coast, arc present for these sessions of the 49th Natkxzai Safety Congress. -Alcoa also heartily endorses the work of local council and is glad to have its personnel panadpntc in the vital work carried on in our plant communities. It it interesting to take a look at the *.-op< e>i the accident prevention programs 1961 against the background of history. This backward glance, f believe, helps us -re more clearly not only where we are hut also what our future course should be. Tnere ha*, of course, been concern about -aiety throughout man's history. For ex,mple. Cicero. ihe Roman orator and Matesm*n. in the >ear 50 8 C. declared that the safety of the people is the supreme And the late Bishop Charles E. Wood cock, who held pastorates in some of our targe industrial centers during the late 19th ventury, once said, "There is nothing under God's heaven that justifies jour creation or your citizenship but this gospel--that the next greatest thing to creating a life is to -are a life." Nevertheless, there have been times when relatively little was done to conserve human History shows that the Industrial Revo lution of the 18th century was not accom plished without its toll of human life. The new machines meant the end of much back-breaking work, but people became the "shock troops" in industrial progress. The Industrial Revolution yiehled great benefits, but its harvest also included such things as crowded tenements, child tabor, and a high accident rate among workers ill prepared to cope with the new tolls of production. From our vantage point today, it is diffi cult to undezrand the spirit of fstalistn with which ttkjti people regarded accidents a century ago. Accidents awl toss of life were regrettable but all too ofen they were accepted as part of the price of industrial program. Safoy leadership among industrialists teas woefully weak at first. You may recall, however, the .tgmScaaot'of aw event which tuck place act far tram here in 1892. That wis the urgBauiac of a ntety department m the Ju&i works of the old Illinois Steel Co As yea know, becsttse of this definite 10 i l \ Metals Industries t;irt and because thi* program spread tn many other null*. Joliet ha* been called `the birthplace <>t the American industrial ivcident-prevention movement." About this time, companies began to show more interest in the behavior of their em ployees. The early minute* of Alcoa's Board ,m Directors bear this out in a way ! thought you might enjoy. The minutes of June 3. 1889--our com pany was less that a year old at the tim^how that the following resolution was adopted by the Board of Directors: WHEREAS, Mr. Scott reported that he hmi Tinted the works several times sad h.und the rendition of affairs rotten to the core, as exemplified by Ms visitJug (he works on May 31it, and flnotng no ne there after waiting about IS minutes in the not and engine rooms, but Anally found Bouger asleep behind the engine and was only able to waken Bouger after striking htm hard four times with his umbrella, when Bouger got up Immedi ately and west into the office . . "RESOLVED, that we Uke Immediate steps to disinfect the disgraceful state of affairs and to procure s manager to look after the plant and imprere the morals of the employees." We regard this as a bit ot whimy today, but it was a .serious matter in !W Alcoa's early minutes alio show* tliat in 1R92 the directors appointed a committee to investi gate the circumstances surrounding an em ployee's eve injury. And. just a few month* Inter, a committee was named to secure liability insurance. So, here and there, a* the 19tli century came to a close, industry was becoming more aware of hazards and began to do `tffteihing about them. Hut at the beginning of the present, century, there came about a dramatic change as the result of public opinion. People were no longer willing to accept condition* just Ixrause they hail always been that way. Theodore Roosevelt in the White House wa pointing a guilty finger at those who were failing in their duty to society. The clergy joined the press in shouting for industrial legislation. The old philosophy of "the public be damned" was giving way-- and fast One of the dramatic events which hastened the spread of industrial safetyconsciousness was the famous Triangle Shirt Waist Factory lire in New York in 1911, in which over 100 young girls tost thdr fives. By 1917, at least 41 jcmc* had paf< new or improved laws winch more *-|n- finally defined safely regulations in tactoric* and provided more severe punishment tor ,rotations. But meanwhile, industry was getting us wn house in order. It was in 19U that .t -malt group ot tar-seeing men, appalled by ihe human tragedy ot accidents and drfiornng wate in an otherwise efficient -ociety. met in Milwaukee and laid the groundwork for what wa destined to be come the National Safety Council. In 191*. the slogan "Safety First" was coined. Tin* little epigram was destined to become a household word--and the "granddaddy" of it.inv another safety slogan. There were skeptics, of course, wlto d-mbted that anything could be done about human carelessness. But the record soon Wean to speak for itself, as a virtual -1 mice oi safety emerged to prove that accident prevention works Ye*, accident prevention is passible, but no one need tell you men that it is an easy job. The diagnosis of the problem is easy; it's the cure that's difficult. All of us would agree that some degree of accident prevention can be accomplished through the improvement ot physical en vironment. tools, and equipment. We can make sonic progress by means of rcgulaiion* .uni proper supervision, but I would tike to <.ty at this point that I am not at all sure that our stqcrvisor* have effectively in structed and then insisted that the s.ife way to do a job is as much a requirement of fulfilling the job classification as that r*r proper quality or quantity of production. Maybe the lack of grievances on this sub ject is evidence that we really are not enforcing this requirement. Maybe manage ment at higher levels lias not adcqtiaictv educated our supervisors in this concept. Because accident prevention is chirffj a problem of human motivation, however, the only truly effective way to meet it is to have the individual accept it a* his uwu responsibility. 1 believe that this matter is symptomatic of a much larger problem--unc with which every individual must be pcr.*an;i!ly anil intimately yantcerned it wo are to survive. Safety can mean survival in an immediate sense. Beyond this, however, the acceptance II 1961 Xiiiiniiiit Safety Conyrcss mt rejection ui individual responsibility for ilic consequences of our own behavior am mean the difference in our collective sur vival. Leaders in the safety movement have a tremendous challenge and responsibility in the UCe-or-death struggle in which we are now engaged for men's minds and hearts. And the measure of this success or failure will, in my opinion, go lar beyond injury frequency and seventy rates. Let us take a look at our behavior in regard to some aspects of this problem as it stands today. How have we as individuals accepted our personal responsibility for our <>wn and our brother's well-being? What, ior example, is our present approach to the matters of individual and collective secu rity? We have, by and large, willingly helped to create billions m expenditures to realise "security." Consider for the moment the money which we as Americans spend each year for such security measures as national defense and insurance against every conceivable kind of risk from death to unemployment. Security has become so important that today millions of people look to the government for the answer to all ihcir many needs. Security itself has become a commodity instead of a matter of personal responsi bility, A price tag ha* been attached to it. ft is purchased much as one would purchase nn automobile--on the instalment plan. It seems to be the prevalent American attitude that ail one lias to do to obtain what he wants is to spend money for it. Sven our foreign policy it chained to this belief. We are now reaping the benefits of this policy in too many of the world's areas. What really is the true basis of security? Isn't it this same individual seme of ac countability ior our own actions--a reflec tion of our maturity and common sense m uur beltavior? Accountability is also the thing upon which safety must be built. Personal responsibility is the key to security, and it Is also the key to safety. U is the basis of our survival, as individuals and as a nation. Safety is still free for the asking. It involves nu payroll deductions, no billings from the goverranen.. However, all too oftca tbe safety message has fallen on deaf ears. Why ha* safety received this brush- off from the public? Is it because it lacks X price tag? Must we make a commodity of aafoy to have it accepted? Is this the only my that tt will stetw any value in the ound* oi uur people? If this is true, then 1 say we as a arc ta a bad way? Tbe iadnwfeal mst adcswfy safety with the way be lives. He most make it his way of life--ot just on the rood over the Fourth of July, or *wmg on Labor Day weekend, or in the plant--bat everywhere, all the time. The real task ahead of us is to keep on dMwug tbe .American public that safety must become an intrinsic port of their individual way of life. In a democracy, die only way to do this is to mobilise public opinion. This was demonstrated in World War II. The American people, after being told what had to be done and their part in the job, jmlled together as a team and ac complished the goal against great odds. In its war on accidents, industry has worked to do just this sort of mobilising, in large pan. this effort--this job of getting the individual to become personalty involved with safety--lias been extremely successful. The most salient reason for a decreased death rate among workers is that industrial organizations have waged an unending cam paign to mobilize employee opinion against accidents. Through you and your counter parts, workers have been made constantly aware of the dangers inherent in doing their jobs carelessly. They are subjected to satety through meetings, campaigns, equip ment design, auric procedures, slogans, posters, and word of mouth. As you men know, often one emploj t wilt remind another that he's doing right by safety. He'll do this because he knows tliat one packer can endanger the lives of those iroimd him. You men are here today because much remains to be done in cutting down indus trial accidents. We should not be satisfied until we liave reached the point where we can devote ail our time and effort to pre vention instead of correcting* the errors and repairing the damage after the accident. One careless moment can stain many months of alert attention to safety precau 12 Metals Industries tions. We must find wav* .ukI meins oi making people everywhere conscious nf this urgent need to constantly "be where they arc with all their minds." We had a tragic reminder of this last May at one of our plants. An empiojev n th sand foundry was working on a 'and mold that weighed nearly a ton. Dissatisfied with the position of the wooden member; upon which the mold rested, he hoisted the mold a couple of feet above the floor with the crane m order to re-position the suj ports. Standard procedure for this operation v. hicli had been discussed with tins 'Ante m.in only two weeks before, requires that ah f>rur legs of the sling be used in imi-i* mg a mold Alio, the mold Is to be moved **lT to one side of the timbers so that at rv time will it be high enough off the floor to tie suspended above the worker. In tliis case, die employee used only two legs of the sling and failed to move the mold off to the side. He had been warned of the possible tragic consequence of tin? practice on previous occasions but chose instead to take the obvious chance. That moment in blay was his moment of truth. The mold fell on him, as he crawled tinder tt to move the timbers, and it crushed his skuil. We were criticized by ihe union on ground* that the equipment was "unsafe." In the majority of our accidents and probably the majority of your* as well, the basic cause is not unsafe equipment but unsafe use oi the equipment. This is the point we must continue to emphasize to people everywhere. Any equipment will be unsafe when it is used unsafely. It Is the individual's personal responsibility to insure Ins own safety by his own behavior. Management itself must not only feet a great deal of responsibility for safety, but must also constantly back up the efforts of the safety department. One of Alcoa's operating division mana gers and an outstanding supporter of our .n'ety program, Ben Stoanc, worked his way up thruugit the plant organization, became a works manager, was later opera tions manager at one of our largest opera tions, and is now manager of Alcoa's smelting division. Ben has always been vitally interested in this subject of sateiv *nd a tew months a;', he directed the following remarks to his Works Managers: The trouble with our safety r*eorU ts t*t we hare put too much confidence in the poster, tne safe guard, the safety-toe shoes, and the mechanical device. At the sasaa time, we s pul too tittle confidence in the human equation--such as the toreman-to-man relationship, the forecmofnuas'csiouastntietussdeo, f aondur tnpeeopxlee.ncAral msaarfkeetdy Improvement will not be a spontaneous reaction: It will of necessity await your personahv pushing the starter switch and guiding the program. Den went on lo ray: "The safety record oi >oiir plant is .1 criterion of >our abilnj ,t a manager, just a- costs and qualitj continue to reflect efficiency in manage ment.'' We subscribe to Ben's theory. Satetv mu>t be the concern oi all management at all level*. I'm sure that one or the mo-t frustrating experiences tome of >ou nia> liave had comes from the feeling now and then that you are carrying on the safet'' battle all atone. Too often it appears that safety is assigned to the safety manager and then forgotten by the people whose interest and support are essential tu succes* It's possible, of course, for llie safety function to become merely another box on the organization chart, but the responsi bility for making safety a state of mind rests with all of us. U our management appears not to be as concerned with safety as we think it should be, tt may be time ior us to take stock of our approach m getting our story across. Conveying the safety message--up. down, and across--is an obligation. ( submit that the price oi safely iidentical with that -f freedom. The two run parallel courses; they* are inseparable. They are things money won't buy! I'Uil Vnhiiiml Safety Congress PSYCHOLOGICAL APPROACH IN JOB TRAINING By JOHN NEUMANN Senior Training Instructor, Timken Roller Bearing Co., Canton, Ohio At the Timken Roller Bearing Co., when we list the duties of a foreman, topmost on this list would be the duty--'dealing with people." Trump card when wc deal with people is-- "proper communication*." We at Timken know that the acc m this game of deal ing with people is a clear and thorough understanding of the foreman's responsibiluy t*> saicty. The Timken Roller Bearing Co., as pro ducers ot tapered roller bearings, high qual ity alloy steel and ruck bits has the knowl edge that it takes people to produce these products. It takes healthy, safe employees. The man who directs and supervise* these employees, the man who is in immediate contact with the employee is the best means by which to arrive at a successfully-working safety program. Timken's program is aimed at the floor supervisor with the intent and purpose of keeping him mindful of safety and supplied with all pertinent safety in formation. Safety in any industry must have a be ginning. and the place tor this is with the new employee; but safety must nl. have a continuation--it must become a sihraut, living part of every individual in an ( sanitation. To accomplish this aim. safety cannot be narrowed down to guards, protective equipment, housekeeping, etc., but must be looked at from every angle At the Timkin Roller Bearing Co. we have looked at safety from many angles and we know that there arc many views that wc tinvc vet to sec. The mechanics of presentation of our vilely program involve a safety meeting tor jujiervisors once every two months. The material covered In these presentations looks seriously into alt facets of safety. After the foreman's meeting there ts a two-month pe riod of time in which each foreman con tacts the employees ai their work stations, nn an individual ba*U, and stresses safety. It is during these informal talks tliat safety knowledge and awareness takes place. Each of these contacts and the material discussed are recorded by the foreman on an em ployees satety contact sheet. Statistics tell ii- (hat lost time accidents have been reduced by approximately 80 per cent since the be.inning of this sa'ety program. It is our intention to give you a sample nt what our presentation* to the su|icrvisors ire like. This the sixth ot fifteen tliat have been produced. Instructor'* Lesson Plan Course No. 6 \ Practical Approach to Safety Talks with Employees Many people have the idea that a per son's mind is like a tape recorder with the ears as two small microphones. They further believe that all information tliat goes through these two microphones Is recorded on the tape. So it's an easy thing when wc want to recall something to switch to rapid re wind, going back on the tape to when we heard that information and then switch ing to "listen" on the recorder so that the mouth can spout out this information. Contrary to this belief, this is not the way that real learning takes place. In fact, a very small percentage of learning takes place under a strictly listening-tvpc situa tion. in addition, we enn say that under the situation just described, a "get through the course and please the teacher" attitude is usually in existence. How that is real training accomplished? Let's mention some important points neces sary to good instruction. To accomplish good instruction, arrange tor the learner to make discoveries. These should fall into: mental discoveries, physical discoveries. The studio-, held trip-, laboratory-, experi ence-type of training is far superior to a formal lecture. As an example--reading a book may (trip you to build a house, but until you ex perience the actual work involved in build ing, you haven't accomplished the real job 14 Metals Industrie' nor `-hi \ <i -ay ><Hi .1 builder. This Mine point holds true m sifetv- -you can read about safety on posters. in pamphlets, etc,--you can attend safety meetings where vou hear taks, sec slides and movies--but none of thtse or other devices will give yiu a safe department un*d you eamjaign. instruct, or in other word*. jivrsonnlly take rafety to your employees. Training should reorganize a person's life. Personal talks with employee* mint he so planned and so presented that they will re organize the employee's thinking ami action in respect to safety on the job. A bright lad somewhere back in time once made an illuminating remark when lie said. "I think the best thing for us to do is to begin at the beginning." This piece of logic is very applicable to safety--proper indoctrination of new employees in resjiect l>< departmental concentration on -.ii'cty i* tie of the supervisor's prime responsibilities, l-et's back that last statement up with an example: "toe, as a new employee of our deportment. I can't stress strongly enough die im|naive put on -atetv on the Thu kind of an introduction to the new tmj4o>ce with an explanation of the ad. tutorial emphasis placed on safety* will create .t long-lasting impresaoo. What w*. lave u*t covered is beginning at the beginning--but naturally, not all u* your employees are new employees, and it is in the area of discussion* and con tacts with your older, mure experienced employees that your tools of experience, tact, sincerity, and psychology must be used to do a good job. No, we don't mean a hearts and flower* approach, but a sincere, man-to-oua, a<lult exchange of facts and viewpoints. Related to ever* area of advancement, be it technical, physical, chemical, medical --every area, spore none--is this unavoid able fact--progress comes from one source: the imagination, inspiration and thinking of people--progress toward safer and, in combination, more efficient work; progress toward more concern for the employee's well-being must also come from people-- * f*it, the supervisor. Who's responsible for salety? The answer U obvious- cverylxvdy} i'crtmidi udiCuU will) employees In talk about safety should not l*c regarded as an additional job tacked onto existing work, but as a regular prime responsibility o! U|ennsion. Two general areas, or we might sav con ditions, contribute to accidents and m Area I--consists ot material or {<.........I objects such as equipment, machinery, toot ing, materials, etc. Equipment, maUiinerv. and tooling can be guarded or designed to incorporate safety. Material can be properly stacked or stored to make handling safe. The ability to take the danger out of the material things involved in work ts usually an easy accomplishment. Area 2--consist* or human knowledge, remembrance, and movement The abilitv to lake the danger out of the human ele ments involved in work is an extremely difficult accomplishment. The lie>t approach is the same as the approach used in iookmg ;u any job; it must be logical and systematic. We said that the most prevalent human factors involved in work are knowledge, movement, and remembrance. Think seri ously a moment on knowledge and move ment. Knowledge a person gains from ef fective teaching and experience. Movement t> a physical coordination which also comes from effective training and experience. So it is possible for a supervisor to remove the two human elements of danger (lack of knowledge, improper movement) by ef fective training and supervised cx|>ericiii%r The most difficult ot the human element' of danger (not remembering) ts the area in which we must direct all possible effort. It's true, of course, that effective training and supervised initial experience eliminate to a degree the danger of not remembering. However, it** a known tact that we, on occasions, forget--and this forgetting can only be eliminated by repetition of important facts that have been forgotten. Repeating a message again and again is not an easy task. If you don't believe this, ask the advertising men who Stave to pre pare T.V. commercials to sell soap, cigarettes, toothpaste, etc. The bead shrinkers bring a word into this type of situation--motiva tion. They say that people must be mo tivated--and what they say is true. But to say that people imxi be motivated, ami to motivate i-i>ulc. are hor.-es of differ. IS 1961 Xaliottnl Safely Congress '.-ni colors. Tlierr ;<n- .1 lot of iliauuvL through winch people can be motivated. Let'* trst some to provide you some fuel for thought: individual and family security, individual and family health, personal recognition, economic reward, increased status, individual creativity. These eliannels can apply to the person to be motivated, or to the person motivating tunuril the goal of safety awareness. Over 80 per cent of the visitations that take place at our company hospitals because nt injuries are due to minor cuts, lacera tion.-!, abradons, contusions, and bruises. Of all the type* of injuries to eliminate, tins category is the most difficult. If we could giie you a solution--a cure-all--humanity would' probably put up a statue of us. We won't hold our breath for that Statue, for we know that the cure lies with jrou--not with us. The first step towards the solution of the problem of cuts, lacerations, abrasions, and contusions is the recognition that the problem e*iu. Your knowing that a prob lem exists and keeping yourself and your employees aware ot litis problem will pro vide the solution to it. This solution is not an over-night deal--but can be obtained liy adding the magic element of perseverance. I'lag waving is a bunch of hog-wash! A great many people ealted the great strides of advancement in the technological fields hog-wash. One of these strides was the .establishment of a preventive maintenance program for all machines. This lias long since proven highly successful. The first and most important tool neces sary to a successful human preventative maintenance program is a good supervisor. A good supervisor, like any good man, does not live in that dismal swamp land called "indifference''; nor does he look at friends, employees, or problems with all the enthu siasm of a corpse. Boil it all down and it condenses to a priceless, magical element (that we all pos sess, but whicli, through lack of use, ltas for most of us become rusty), common sense. If we were to tear down tius tool of common sense, wc would find tltat it's made up of these important parts: 1. Ability, to think logically and system atically. Control of emotions. 3. Just and high ideals. 4. A control of egotism. 5. Belief and practice of the golden rule. 6. Courage. It's possible to shine these parts--lubri cate them with usage--and apply them to tlie important job of protecting your em ployees from physical injury and pain. 16 OFFICERS OF THE METALS SECTION NATIONAL SAFETY COUNCIL 1961-62 Gtneral Chairman--f). D. Match, Works Safely Adimnuirati.r Safelt & Welfare Dept. .lone* & t-aughtin Steel Corp., l*tU>btircgls Work* Jhv., I'm-i.urgh. I'a. f-'irsf Vice CVw/rwjrt--,| Mies G. Cullen. Stipsr, S.iicu Scvumi hmplo\ce Services Dept. Ford Motor Co., I>earborn, Midi. .SWund Vice Chairman--}. \V. T***(, Mgr. of Safely. Republic Steel Corp., Cleveland. Ohio Third Vice Chairman--C. E. Wilson, Safety Engr., Bethlehem Steel Co.. Bethlehem, I'.i. 'secretary--W, D. Williams, Asst. Snpvr. of Safety. The Young-town Sheet & Tube Co., East Chicago, Ind. Xaosletter Editor--R. 1. Reichi-e, Supvr. ot Safety, The Youngstown Sheet Tube Co. Youngstown, Ohio L<>.Editor-- D. L. Johnson, Supvr., Safely Engr., Pennsylvania Manufacturers A*n. Casualty Insurance Co., Pittsburgh, Pa. Program Committee--O. Luxate (Chairman), Asst Dir,, Safety & Plant Protection. Inland Steel Co., East Chicago. Ind.; H. D. Hickey-, Supvr. of Safety, Betldehem Steel Buffalo, N. Y.; T. D. Lakeau, Supvr., Industrial Safety Section, Steel Division. Ford Motor Co., Dearborn, Mich.; Emv. Mammy, SupL, Ind. Relations, Cleveland Dist., Republic Steel Corp, Cleveland, Ohio; R. A. McRae, Safely Engr., The Colo rado Fuel & Iron Corp., Pueblo, Colo.; W. R. Robuk, Supvr, Corp. Safety, Allegheny Ludlum Steel Corp., Pittsburgh, Pa. Engineering and Consulting Committee--G. L. Huche* (Chairman), Safety Dir., Phoenix Steel O-rp., Phoenixville, Pa.; D. -V. Dam, DIv. Safety Coord., Union Carbide Metals Ctx, Dtv. oi Union Carbide Corp.. Niagara Falls. N. Y.; D. W. Shown, Safety Engr.. United States Steel Corp.. Pittsburgh. Pa.; J. S. Chapman, Mgr. of Safety. Amtco .<trl Corp.. Middletown, Ohio; M. W. G*av, Safety Djr. Weirtou Steel Co.. Weirton. YS. Vjl; E. F. Sxyuaxski, Mgr. of Safety. General Mfg. Div,, Lurta Bros. 4 CX, Yew. York, Y.; T. W. Wilson, Asst Supt., Safety, Republic Steel Corp., Buffalo, '.temf+etkif Committee--AXMtcw T. PocHtaut (Chairman), Safely Dir,, Allegheny Ludlam Steel Corp, Leechburg, Pa.; M. C. Cunninchau, Dist. Safely Supvr., Southern fh>t. Republic Steel Corp.. Gadsden, Ala.; P. N. LuxogutST, Safety Dir., Acme Steel .(*. >.irago. 11L f.ths-foh Committee--R. F. ScheOede* (Chairman) (Steel Serv. Cent. Comm.); J. D, Hot-mm* 'Past General Chairman); W. R. Gilliland (Past General Chairman); R. Roaux (Engineer Consultant Commissioner) Teaming tmd Education Committee--l* C. Pahkeh (Chairman), Safety Dir., Granite City Sted Co. Granite City, 111.; H. W. Gilbehc, Wks. Safety Adm., Jones & Laughlin Steel Corp^ Altqutppe Wk*., Alifluippa, Pa.; \V. A. Gorra, Supvr. of Safety St Se curity. The Babcock & Wilcox Co., Boiler Dfv,, Barberton, Ohio; W. L. Jones, Ja., Chief Safety Engr, Allen Wood Steel Co., Conshohocken, Pa.; W. P. Saunders, Safety Dir, Universal-Cyclops Steel Corp., Bridgeville, Pa.; K. I. Ward, Asst to Supvr. of Safety, The Youngstown Sheet & Tube Co* Youngstown, Ohio 17 I .nrndry industry CommitteePatlyejc (Chairman), Personnel Supvr, East Chicago Work*. illan-Knox Co., East Chicago, lnd.; J. Mamw, Staff Rep, Grede Foundry, Milwaukee, Wtii 1'. Kuvahik, Asst. Mgr, l'crsonel ft Ihr, Saiety National Cast* imt' in, Chicago, ill.; K. S. Hxoccs, Safety l)ir., General Motors Corp, Detroii. Mich.; J. M. Kakih, Dir. of Safety & Insurance, The Cooper-Bessemer Corp., Grove City, Pa.; W. B. Geeene, Personnel & Safety Dir., Union Steel Works, Blaw-Knox Co., Pittsburgh, Pa.; B. A. Hinduajich, Mgr. Employee Benefits, American Sled Foundries, Chicago, 111.; John Sphowls, Safety Dir, Caterpillar Tractor Co, Peona. Ill ; H, J. IVoot, Dir. of Safety Hygiene and Air Pollution Control Program, Amer ican Foundry-men's Society, Des Plaines, 111.; Kay \Siurrr, Safety Dsr, Jessup Sud Co.. SSashington, Pa. steel industry Committee--C. P. Vohhu (Chairman), Coord, of Safety. Jones & Laughhn Steel Corp., Pittsburgh, Pa.; R. E. Auwt, Dir. of lnd. Relations, The Steel Co ot Canada, Ltd, Hamilton, OnC, Canada; Be*l Fji.is, Supvr. of Saiety, Sheffield Div, ArmCO Steel Corp, Kansas City, Mo,; W. E Havtcan. Dir. of Safety, Great Lakes Steel Corp, Detroit, Mich.; W. C La Hue, Safety Dir, Latrobe Steel Co, Latrobe, I'a.; .1 Ajits J. Padovesc, Saiety Dir, Pittsburgh Coke ft Chem. Co, Neville Island, Pittsburgh, Pa.; George H. Reilly, Mgr, Safety, National Tube Div, United States Steel Corp, Pittsburgh, Pa.; . G. Tkoutmax, Works Supvr, Safety, Crucible Steel Co. of America, Midland, Pa. Xou-J'rrrous Industry Committee-- B D. Kurr (Chairman), Safety Mgr, Aluminum Co. Ot America, Davenport, Iowa; A, D. Aisuton, Dir. of Safety & Qccup. Health, Fanaeei Metallurgical Corp, North Chicago, 111.; E. R. liuk.vrrr, Supt. of Seairity it Safety, The Dow Metal Products Co, Madison, 111; SViluau E. Ceatls. Safety Supvr, Kaiser Aluminum St Chem. Corp, Kavenxwooti. W. Va.; Habiy M. DoNalu* -*o.s', Mgr, lnd. Hygiene St Safety, The Brush Beryllium Co, Elmore Div, Elmore, Ulno, John A. Janou*, Pittsburgh, Pa. fabricating Industry--E. W. Enceree (Chairman), Management Rep.. Pittsburgh Disu Bethlehem Steel Co, Pittsburgh, Pa.; Eabl Beatton, Public ReL Dir, Steel Plate Assn, Chicago. 11L; J. F. Cuocole, Gen. Erection Mgr, Chicago Bridge fit Iron Co, Chicago. 111.; J. C Lakes, Management Rep, Bethlehem Steei Co, Chicago, III.; Lee D Tracy, Safety Engr, Dravo Corp, Neville Island, Pittsburgh, Pa. Steel Service Center Committee--AtnHUH J. Uattzn (Chairman), Mgr. of Personnel. U, S. Steel Corp, Chicago, 11L; R. F. Scheoeuee, Mgr, Safety Div, Joseph T. ftyerwn St Sons, Inc., Chicago, III.; M. R. Yatsko, Supt. of lnd. Relations. Republic Steel Corp., Warehouse Div, Youngstown, Ohio Luncheon Awards and Recognition Committee--!. PATLYIK (Chairman), Personnel Supvr, East Chicago Works, Blaw.Knox Co, East Chicago, lnd.; Steven Collins, Gen. .Supvr, Saiety, Midwest Steel Div, National Sleet Corp, Portage, lnd.; C. L. Kaxxo, Supvr. of Workmen's Compensation, Revere Copper & Brass, fnc, Rome, N. Y. It'est Coast Committee--P. P. PELTON, Jr. (Chairman), Bethlehem Steel Co, Pacific Coast Div, San Frandsco, Calif. Members at Large--Hosier K. Lambic, Kaiser Aluminum and Chemical Corp, Oakland, Calif.; George Nuernberg**, Dir. of Safety, Kaiser Steel Corp, Fonuna, Calif.; Harry Schwa*tx. Pres., Washington Pipe 4 Steel Co, Seattle, Wash. Von Francisco Area--Roy E. Mattisok, Federated Metals Div, American Smelting and Refining Co, San Frandsco, Calif. \,irih;veit Area--R, V. MillicaN, Hydro-Aluminum Chemical Corp., Mead Works, Spo kane, Wash.; R. S. Jama*, Bethlehem Steel Co, Padfic Coast Div, Seattle, Wash. i.ot Angeles Area--Vekk Scott, Bridgeport Brass Co, Riverside. Calif,; EswtH S. Wvkkuuy, Bethlelutu Steel Co., Pacific Coast Div, I-ns Angeles, Calif. 18 Salt Luke City Area--Thehox T. Finds*, Ktnnecnu Copper Corp, Utah Copper Div,, t lah Smelter, Magna, Utah Advisory Committee--'W. R. Gu.lila.sd | Chairman). Assu Saictv Mgr, Aluminum Com. paay of .America, Pittsburgh, Pa.; A. G. Whuuas. Gen. Supvr. of Safety * bumauon, Gary Steel Works, United States Steel Corp, Gary, lnd.; *R. 1. Piale, Supt. ot lnd. Relation*, Chicago Dist, Republic Steel Corp, Chicago, HI.; ). D. Holtz.vritt. Mgr. ot Saiety & training. BUw-Knox Co, PittsburglL Pa.; *G, J. Eicy.njwhi. bupt, lnd. Kehmonj buff. The Colorado Fuel tv Iron Corp, Buffalo, ,\\ V,; E. JJ. Houvk, Retire*!; *G. O. Uihix, Mgr, Hazard Lumrol. l>rav< Corp., Piltvburgli, l*a.; J. J. Nolan, Saiety Engr, Bcthldiem Steel Co, BethUhem, Pa.; H. S. Simkmi.s, Mgr.-Safety, Caterpillar Tractor Co, Peoria, 111.; H. Hoi.uvnu, Sufivr. uf Safety. The Youngstown Sheet 4 Tube Co, Eat Chicago, lnd.; *.1. L, Kmuncer, Dir, batety 4. Plant Protection, Inland Steel Co, East Chicago, lnd.; *P. E. Grunuwax, Saiety Engr, Rustless Div, Armco Steei Corp, Baltimore, Md.; *C M. Allen, Retired; V- E- Collins, Retired; *R. H. Fexctrso.\. Asst. Dir. oi lnd. Relations, Republic Steel Corp, Cleveland, Ohio; *D. A. Famell. Dir. of Saiety, U. S. Steel Corp, Pittsburgh. Pa.; *F, W. Kel>ky, Retired; *H. G. HensCL, Arcadia, Calif. Sta0 Rcfr,i.utative--\c E. Koch, National Safely Council, Chicago, Hi. Past General Chairman CONTENTS MINING SESSIONS The Economic* of Safety .........Ralph J, Crotby 4 Thirty Years of Mine Rescue Training in Ontario Pre-View of Slide-Script on Underground Haulage Safety on the West Delaware Tunnels. ...............G. G. McPhaif 8 Herbert A. Wendal 12 Jottph K. Aspen/efter (7 Safety Aspects on the Use of Mechanical Raise Climbers. .Leonard P. Colvin 22 Stepping Methods in the Lake Ambrosia Uranium Mines................. H. J. Abiu 23 The 1962 Campaign to Reduce injuries from Falls of Ground . . .Al Xq/u 26 Low Cost Blasting Agents . . . .Glenn H. Damon 28 Observations on Underground Blasting with ANFO Explosives Roy G. Stott 37 Do Injury Statistics Have to be Dull? Robari P, Wilton 47 Supervisory Safety Training Programs for the Mining Industry Harold L. Bare Si Noise Abatement at Mines and Quarries Ear Protection and Audiometric Examination . Jamet H. Boisfotd 55 jmts B. Boxen 61 Physical Classification of indviduats in Military Service Co/. Harold E. Opsahl 65 Officers of the Mining Section, 1961-62....,.,,, Other Volumes in 1961 National Safety Congress Transactions 70 Back Cover 1961 National Safety Congress \mcients to employee* involving mtenal handling regardless ot their severity ft studied by methods personnel might in* dicnie the need for a change. Manual labor today i expensive m any plant. A study of contributory causes of accidents might show that hc can anticipate future inci dent* which would involve delay, or damage, and Consequential increased cost of opera tion A change to convcsc.rs ar use of port able power .!- might be the economic solution. If accidents occur because of congestion, the layout deportment can use the data to eliminate an unnecessary operating cost. If certain motions in the feeding of a machine require an excessive amount Ot reaching, and because of this condition ac cidents are reported, the planning depart ment has an opportunity 10 make the op eration more efficient. A simple case of an employee who was injured when he tripped over the curled edge of uoe of the steel plates that were used to protect a wood Door during hand trucking operations illustrates what can be done to reduce costs when accident data is properly utilised. In this ease investiga tion disclosed that it was extremely difficult to see the floor directly ahead when push ing a loaded truck. Moreover, these curled edges had frequently hindered the operation when the wheels struck the plate and swung the truck around. Mercitandise had been knocked off and damaged. Time was re quired to clean up such spills- Other trucks were held up and employees were develop ing an attitude that management was not interested. A study of the job offered several solu tions to the problem that not only reduced the probability* of injury but im proved the operating efficiency. Use of acci dent data in this manner provides the means of improving maintenance programs, storage facilities, job training, communications and employee morale. The proper use of accident data will provide management with material that can be used effectively to improve the qualitv of supervision. Supervision fundamentally is the art of controlling the performance of workers. If they do something contrary to the right way, it is an indication that su pervision is weak. Some of the reasons for unsafe per formances frequently found will bear re peating. Individuals are unaware that what they did was wrong. They misunderstood the instruction* that were given. They didn't consider the instructions im portant. They weren't given specific instructions They didn't have the proper knowhow. They tound it awkward to follow the in structions that had been given. They were iiandicapped by some physical impairment. They were mentally upiet because of fi nancial worries and personal problems. They were obviously prone to reckless ness or day dreaming and easily distracted. They deliberately disregarded instructions. Economic, advancement therefore, can be realized when management fully utilizes the potential gains that are possible from an effective accident prevention program. What constitutes an effective program and what Joes it cost should be considered. Accident prevention does not differ from my other management function. Certain pro cedures are essential for achieving the ob jectives. The application of these proce dures Hoes require the time of various personnel but while Uiis is being done pri marily to prevent accidents, we are con tributing in no small measure to the overall operating productivity of the company. For this reason, it is very difficult to separate I he cost 3nd profit of an effective program. Perhaps if we had the answers to such questions as the following, it might he done with some degree of accuracy. What does it cost to have a working force whose morale has been undetermined? What docs it cost to have supervisors who do not know how to detect evidences of inefficiency? What does it cost to operate under the handicap of impending fear of breakdown, delay, insufficient manpovyer ? What does it cost to attempt spasmodic ally to inaugurate a safety campaign when an accident stirs up critical comment and puts the limelight on your company? 6 Mining Industry What doe* it cost to let employees learn from personal experience instead of tak ing advantage oi the past experience, as the basis of training? Management consider* u profitable to im prove it* operating efficiency in every prac tical way. To accomplish this, they make job studies to eliminate Ins* motion. They study plant lav-out and material handling methods to reduce tran-porution costs. They spot check operation- to determine the causes of down time m` equipment. A properly developed accident preven tion program an be the vehicle for suc cessfully accomplishing these studies, Uut it does not sewn lair or reasonable to charge the time required to do this entirely to a safety program. In addition, management considers it profitable to provide develop ment courses for their supervisor* personnel. Participation in accident prevention gives the supervisor the opportunity of exercising his ability to deal with people to a much greater degree than he finds possible in many of his other duties. He gets to know their attitudes better, he improves on the quiity of -giving instructions, he has ewpenewee in getting people to work coop eratively m solving a problem and he in creases his power of observation. The bene fits of course are not limited to the prevention of injuries. V brief consideration of the procedures of a program will show that they are ac tivities closely idottified with similar pro cedures that are accepted a essential for the successful operation of any business. 1. The indoctrination of employees-- Employees should be instructed as re spects their participation m the over all program. They thould understand interest management has in their safety. They should be told what management has done to make their job and work ing environment safe. 2. Development of operating rules-- Each job should be studied and specific rules developed that reflect the ex perience of individuals plus the knowl edge gained from past accidents. 3. The instruction of supervisors--- We cannot assume that supervisors will automatically shoulder a full share of responsibility for their part in an accident prevention program. They should receive instructions that spe cifically explain the practical approach to each part of the program a* it af fects their daily acttvities- 4. Inspections and observations-- Standards of performance the same a* quality control, can only be main tained by frequent checking. It is es sential, therefore, that supervisory per. <onrte! initiate a regular program of observing workers performance and check for compliance with instructions. ? The reporting and investigation of ac cidents-- Regardless of the seventy of personal injury*, all accidents should he investi gated. Unless the cause on be determined and the reason for the cause established, we cannot assume that similar accidents will not occur. U is the seventy potential repre sented in the accident cause rather than the extent of injury that should in fluence our action. 6. The correlation and study of accident data-- Unfavorable trends or items deserving of preferred attention because of the serious potentials can only be deter mined from a careful study of the ac cumulated data on individual cases. 7 The management control unit--- Management should establish a proced ure that will enable the safety admin istrator to make direct contact at a level where executive action can be taken when the need arises. This con trol could be an individual or a group but in any case, it should have the authority to make decisions anti to act when facts are presented. If these procedures are followed conscien tiously, they will not only reduce the proba bility of injury- but will aid materially in reducing operating costs. Management has said tint costs can be reduced by-- The proper training of individuals to do the job assigned. The standardization of work methods. The development of supervisory personnel. The establishment and policing of pro cedures and controls. 7 1961 Notional Safety Congress knowledge of which would he of assistance to any supervisor in the event of a mine fire, Lecture and demonstrations of sampling and analysis ot' mine atmospheres; causes if underground tires; methods of fighting underground fire*--directly and indirectly; construction of all types of barricades; re* emery of a sealed mine fire area--when and how; and supervisory duties at the time of an emergency. In the event of a mine fire, s trained supervisor would he available to accom pany a rescue team underground. We em phasize that he would not take the place ot i regular team rapiain. but would take the position j number two man. The captain is *till responsible for hi team, including now the supevisor, but the latter might di rect <ome special operation not a part of regular training, and would be in a position to make a full report on conditions to management on hi* return to surface. He would be an ideal person tu act as a guide in the event it became necessary to use team* from other mine* In 1057, the department received a re* quest from a manager of one of our mines to provide a course designed to assist a mine manager and mine superintendent in making decisions in the event of a fire in his rr."- This was done, and the managemc" course in mine rescue has been wed received throughout the industry. Two hundred and twenty managers, mine superintendents, chief engineers, safety di rectors. chief electricians and mechanical superintendents have attended. The management course consists of a prepared paper dealing with such topics as; limitations of rescue trams and equip ment; care of teams--health, meals, rota tion, age limits, medical examinations; fires in Mine*--causes, stages, control of; gas sampling, analysis, interpretation of results; recovery following mine fires, and fire procedure, fire organization and con trol headquarters. Originally this course was designed for approximately four hours, but generally the discussions and the relating of per- tonal experiences on the part of those attending have extended it to a full day or even more. Printed copies of the paper are distributed before the class begins. There is always a concern in the minds of us who are responsible for conducting mine rescue training that the subject may become boring to some of the older men, who have worked the same problem*, used the same instruments, worn the same apparatus, sat through the same lectures and even listened to the same jokes, time after time. There it a limit to the type of work that can be done while wearing breathing apparatus, and there are just so many words to be memorized in the text book. We do re-word the problem* in the hope the men won't recognize them as ones they had last year, but there's a limit to that. too. The apparent solution to tin* vexing problem ha* been mine rescue competi tion. Now wc may be "babe* in the woods'* in competitions, referring of course onlv to length of time, when com pared to coal mining area* in other Canadian provinces, or in the United States, but wc have developed a system of competitions that works, that suits our particular needs, and does create the necessary spark needed to maintain interest. Ontario's first official mine re*cue com petition in 1950 was a purely local event between the mines in the Porcupine min ing area of Northern Ontario. The site, by the way, of the Hollingtr fire Word of this compelition spread to other dis tricts and interest increased until three >ears later, four districts entered teams. Now. 11 years later, eight mining districts arc taking part in Provincial mine rescue competitions. Each year some 45 teams enter into a round of competitions to pro duce eight district winners, and out ot that, one team emerges as the provincial champions, Originally the winning teams of the dis trict competitions were brought to a cen tra! point and a "big day" was held. As team* began to be entered from distant points, as far as 1,200 miles apart, it be came necessa*''- from a cost standpoint to discontinue < central competition- In its place, and to ,ecp the provincial competi- tmn operating, a team of three judges, consisting of the lus]>cctor of Mine Rescue Training, the Assistant Chief Engineer of Mines, and a District Engi 10 Mining Industry neer ot Mines, the latter chosen by rota* Putt, travel to c^eli id the eight di-trim. An identical problem, nr.il examination and test of apparatus work is presented to each team that has already become district champions. Of course every pre caution must be taken to guard against advance information getting ahead of the judges, so each of the provincial events imi.*t he held indoor*, and admittance must he restricted. All problems are con ducted in total darkness--illuminated only by miner's cap lamps, to add reality. In 1958, following a suggestion by one of our mine rescue *ttton superintend ents, it was decided :< make use oi the trained supervisors as briefing omcers iu our mine rescue competitions. The plan has been very successiul. and it docs help to keep up the interest of this category oi men, Each mine entering a team m competi tion must provide a bnefing officer from among its supervisors taking rescue train ing. He is given the narrative or story of events leading up to the moment at which he appears on the scene The ehiei judge will answer any reasonable ques tions the briefing officer may ask. and will then leave him alone for 10 minutes to prepare his plan of action. With as many as eight teams entered in a single district competition, there coutd be eight different plans of action, some good and some not so good. In order to not handicap the team, the ehiei judge will receive the briefing officer's plan, and then hand a standard problem or directive to him tn study and pass on to his ream. The briefing officer's plan will be marked but only nominal dement* are given. It is primarily the team that is in competition, and nothing must indone to jeopardize it* chance*. The Mine Safety Appliance* Co., h, since 19:0, presented a fine trepliv to the provincial champions, and cash prizes to each member of the first three teams. The work-horse and the back-bone of mine rescue training in Ontario it the McCaa 2-hour, self-contained breathing apparatus. By far the greatest percentage of our training involves this piece of equipment. Where mines are deep and <,trge. even two hours i* too short a time tor some operations, without frequent trips back to fresh air for rc-charging. However, we do have a number of small metal mines, where fire hazard Is at a minimum, labor turnover is high, and where it is not practical to try to main tain one or more full teams intensively trained with the McCaa apparatus. tu 1952 it ua* decided to experiment with the use of half-hour demand apparatus in the Cobalt district, where the nunc* are comparatively shallow and dis tances from the shaft are not too great. A system of re-charging demand apparatus while it is being worn m contaminated air was developed by the Ontario Depart ment oi Mines together with the Scott Aviation Co. This became an immediate *ucccs*. and we now have some 60 halfhour air-demand apparatus in use in Ontario. Improved methods have been developed for the transportation of large air cylinders underground, and all air-demand teams must lie thoroughly familiar with re-charging techniques. In conclusion, in case there are still some skeptics that don't believe a fire can occur in a metal mine, ! would point out that wc have had in our Ontario metal mine* 186 underground fires in the period from 1947 to 1960. Of these, 10^ were electrical, 27 were caused ky burn ing or welding operations, 20 from smok ing. lU due to spontaneous combustion of sulphide*. 2 from overheated air receiver*. J resulting from blasting, 3 spread down * the shaft irom surface, 3 set for warmth, 6 by friction, 2 by diesel equipment, and one, believe it or not, by lightning. We arc happy and proud to say, how ever, that no lives were lost a* a result of any of those 186 fires. Rescue teams were used in 33 of them, and it was only because many of the others were dis covered m time that teams were not used more often. One of the extra dividends derived from mine rescue training is that tiic-thousand or more individual trainees become automatically fire hazard con scious, and whether they realize it or not, are continually on the lookout for con ditions that could lead to an outbreak. II 1961 National Safety Congress PREVIEW OF SLIDE-SCRIPT ON UNDERGROUND HAULAGE SAFETY Br HERBERT A. WENDEL Chairman. Bureau of Safety The Anaconda Company Butte, Mont. The initial reception and response to the first Script-Slide production by liie \ isual Education Committee m 1959, "Safety in Open Pit Operations," indicated the need for additional similar Mining Section service projects. Dunn* I96t the Visual Educa tion Committee has been quite active and has accomplished the following objectise*: 1. Produced a Scnpt-Stide series of 101 colored 35 mm slides with a suggested script on Underground Haulage Safety. 2 Submitted a senes of 12 posters to the National Safety Council for consideration in producing a senes of posters for the Mining Section's Falls of Ground Campaign in 1962. 3. Recommended changes on tiie senes of four Accident Preventers, used in the pre vious Falls of Ground Campaign, to produce a new series for the 1962 campaign. 4. Submitted pictures and posters to the Newsletter editor. 5. Sent a questionnaire to Mining Section member organizations to determine future visual education needs. 6. Developed and produced a Script-Slide program for the 1962 Falls of Ground cam paign. 7. Cooperated with other Mining Section committees on committee projects. Active members of the Visual Education Committee during 1961 were: H. A, Wendel--Chairman; A, W N*ess--American Smelting and Refining Company. Salt Lake City; Fred Pearson--Xoranda Mines Ltd., Xoranda. Quebec: Melvin Taylor--Compaiiia Miner* de Cananea, S.A., de CV, Cananea, Sonora, Mexico, and Morgan Wadsworth--American Metals Climax, Cli max, Colorado. The Script-Slide program on Underground Haulage Safety consists of a total of 101 colored 35 mm slides- This type of visual education material allows a mine organiza tion to use or delete any slides not appli cable and makes it convenient to separate die slides mto a senes of shorter presenta tions, flic wript may also be altered or changed as desired. The National Safety Council plans again to have several sets of this program avail able for free use by member organizations on a request basis as a Council service. Du plicate sets of slides were available imme diately following the preview at the 1961 National Safety Congress. SUGGESTED SCRIPT FOR SOUNDSLIDE PROJECT OX UNDERGROUND HAULAGE SAFETY 1; Safety in underground haulage con cerns everyone who works in an under ground mine. Because heavy equipmentmotors, cars and trucks -- are operated in narrow tunnels, often at considerable speed*, (here naturally arc a number of hazard* wc mutt know about and guard against. As in all places where safety is important we can avoid or eliminate (he hazards if we know what they are and where danger exists. This series oi pictures we are presenting today show some of these dangers and how accidents and possible injuries can be pre vented. Not only motor crews are involved in haulage safety but also everyone who works on the level, especially along or near haulage ways. You will notice that the pictures show different types of haulage equipment, some with trolley locomotives and others with battery powered locomotives. Some of the men pictured are wearing safety glasses in addition to hard hats and safety shoes as tome operations require alt employee* on surface and underground to wear safety- glasses. And, although some of the equipment may look strange to you the same hazards exist here at our operations and result in the same kind of accidents and injuries. 12 Mining Industry 2: Probably more motor crew members are injured while performing the rather simple act of coupling cars together--the sensible safety conscious person alwai s stand* well back in the clear and waits for the tram to stop before trying to couple Here the cars have been stopped about two feet away from the car to be coupled on Notice that this man has a whistle he uses for sig nalling his partner. 3: Now we see a swamper who ha* giv en the motorman a stop signal and in perfect safety steps in between the cars to align the couplers. 4: Then before signalling the motorman to pu-h the ears together, the swamper ha* vtepped back in the clear. 5: Then as the couplers come together properly they are securely coupled and the swamper has avoided possible injury. 6; Some operations require the u* of safety chains on couplers to prevent cars from breaking away if they should become uncoupled. This is a good precaution where grades are steep. 7 But sometimes the couplers do not me*h properly. . . . 8: Then it is necessary for the swamper to have the cars pulled apart again so he van re-atign the couplers. Ordinarily this is -v safe procedure if all safety rules are fol lowed, but this man is taking a short-cut-- he is trying to line up the couplers with hi* hand while the train is in motion. He is v*reles that he has his head and body in danger and does not have his whistle where it can be instantly used. This man is asking for it! 9- Men can get in even worse predica ments this fellow could not get in the clear If he wanted to. 10: Another unsafe act is that of kicking the couplers in line while the tram is moving. Even with the whistle in his mouth this man could suffer a serious foot injury. . . . 11: Which is exactly what did happen! 12: Of course you can buy feet and legs In a store but you probably won't be able to run or dance any more. Always think of the consequences before taking a chance or a short-cut. 13: Another very dangerous practice is trying to couple cars while standing in the inside of a curse or other restricted place. 14- Because you can get caught, and pinched or rolled between the cars and the timber or ground. This type of accident al ways involves very senous or fatal injuries. 15: .And such accidents can be so easily avoided if men remember to stand on the outside of a curve or in a place with proper clearance. You must also remember never to expose yourself or reach m between cars unless they are stopped. 16: Another dangerous practice often in dulged in by motor crews is to leave ears or locomotives parked in vc^ tight places. This not only endangers their safety when coupling or uncoupling cars, but also creates ;i hazard for pedestrians. . . . 17: This swamper i* realty in a tight and dangerous spot where he cannot get in the dear if the cars accidently move . . , IS: As happened here, and the result--a erious head injury. 19: And how easily this accident could have been prevented, simply by parking cars in places of proper clearance. . . . 20: In places with good clearance you can easily get in the clear if something goes wrong. 21: In order to provide safety for pedes trians along haulagcwavs, safety zones are established. Men walking along haulagewavs must ever be on the alert for trains ap proaching from either direction. Watch out far lights and signals; listen for bells, whis tles or sirens. Motorcrews have the responsi bility to keep headlights on and sound warn ings, especially at curves and when men are observed along the haulageway. Some safety zones are in untimbered areas. 22: Safety zones may also be in timbered areas, but in either case pedestrians must be sure to get welt in the clear and wait until the train lias passed. It is a good practice to took up and down the track be fore stepping out again, as a car may have become uncoupled and could strike you. 23: Here is a man who didn't quite reach a safety zone in time. Note how ctose he is to a possible accident, especially if a ear should jump the track. Motorcrews should !ow down or stop if pedestrains are not in the clear. 13 t96l National Safely Congress 21: Locomotive*, like all other types of mining equipment, work better and safer if they are kept in good working order. Good motor men always check brakes, controller and clean out the cab at the start of every vhjft, . . . 35: They also check the sand boxes and nil them up before starting the hift`s work. 26: A little sand on a slippery section oi track will produce more work and mas a1i prevent a serious or fatal iniary. 27 It i sen important for the moioi> man to always nmmt the bell before starting the motor after any stop. A railroad engi neer always sounds a warning before moving the train. You never know who may not he in the clear. 28: Some underground locomotives have air whistle* or sirens for warning devices. Whatever warning device you liave, use it! It is better to make too much noise than not enough 27' Because when a locomotive is moving ai full speed it may not he able to stop in time to prevent an accident. 20: Flesh and bone are no match for this monster, don't run too fast. 3t: Motormen, like other men who u*< equipment, often get careless in their habit*, especially while operating the locomotive. "Familiarity breeds contempt" and often tad habit as well. These could, and often do result in serious consequences. Standing up m the cab may be alright if the motor i* stopped but should never be done when the train is in motion as low clearances may exist along the way. You could also be thrown out of the cab if the train suddenly stopped. 32: One of the worst of these careless habits is shown here--a motorman with his feet out of the cab and resting on the bumper. What if the bumper should strike -omething? 23: Suppose the molar coupler strikes a car coupler--this man could easily lose a toot. . . . 34; Or he could fall out of the cab and get caught between the motor and a car and lose ht$ life. 25: However, the man who sits properly in a locomotive cab has little to fear, and c,in do more and better work. 36: Some very dangerous habits are devel oped by the men who operate trolley loco motives. One of the most hazardous of the iommon unsafe acts is the practice of "backpoling." This means that the motorman is u*o lazy or careless to turn the trolley pole when the locomotive is to move a short dis tance in the other direction:-- 37- This unsafe practice can be done in either direction, whether the train is going ; rward or backward. - Sometimes they get away with it but at other times this short cut becomes a -hon-cut to the hospital or to eternity! 39 This is worth another look. L/x>k and Remember! Tht* could happen to you 40' How easy it is to avoid accidents and injuries if every job is done the right way Always turn the trolley pole, even for very* short distances when backing up or changing direction. 41: Motormen are charged with the re sponsibility of protecting their own wu'etv and also safeguarding other*. Caution mast be exercised when the locomotive approaches curves or intersections a.* men or o<h<T equipment may he in the way ^ nmd s ll'amm# at all curves! . . . 42: .And when approaching any snferwclion, especially if other locomotive* are op erating on the level. 4J: Don't forget to Kxnxi a *ifn. 4ow down or stop when apprraH-mr ve rdacion control doors a* men re rqmfwnent may be right behind or ahead * that dnr-r t4: The swamper or switchman of a tram crew also ha* a responsibility for hw per vocal safety and for the safety of other* For this reason he ofiov ride* m the front car when a train is poshed: here he can watch oat for rocks an the track and wan pedestrians. When ridaig in aide damp re bottom dump cars the swamper ran* brace himself with his hands. It is vew iranurtant that he keep his hands in the clear; the end of the car is best for this purpo-e 45: Jfever place your hands on the dr of a car as they nay get pinched or nsitii'i by falling rocks or obsu actions, rag ifwhy in tight places where timbers may be q--n in*. 46: Some mines require that the awansgrr nr switchmen walk ahead of the train. 3A>en this is dear be careful nee to slip a*4 slw keep writ ahead of the train * afl ti*o. U Mining Industry 47: Swampers, like motorman, also en gage in some very dangerous practices like this man who is riding with his leet on the car coupler.--Not a very secure position if the car runs over a rock, or if his boots, nr the coupler t* slippery. 48: Remember to wait until the ear or locomotive stops before getting ntf. Jump ing on or off moving ear* is a very foolhardy stunt s ' ?d! . . . 49; binding like tins--not a very healthy ixisition to stuldenlv find yourself in. . . , 30- If >ou were lucky enough to escape with your life. This type of accident almost alwavs results m disability or death. Again, Han't Take Chances! 31 ; The same thing is true when you get into a car--never board a moving train, wait until it stops. 52: Probably one of the easiest ways for ,v motorman to get injured is through the u*e of unsafe practices when pulling or push* ing cars or trucks loaded with timber or materials. This locomotive is pulling a loaded truck, if the motor stops suddenly the truck may not, some material m.iv slide forward and strike the motorman. SJ: How much safer a person feels when .in empty car is placed between the locomo tive and the loaded truck. How much Setter iot the material to strike the car than yuu. 54: It is even more dangerous to push a loaded truck ahead of a locomotive. . . . 55: As timber or materials may strike against ground or timber. Not a very pleas ant position for the motorman. Many men have beta seriously injured or killed in this manner. 56: Again, this type accident can easily V prevented, by placing an empty car be- ween the motor and the loaded truck. 5? A: time* it is easier to put pipe, rails ! timber <* W bandy a car as a truck mav kt is tbs* cx- it is even more impor- atb to have at. extra margin of safety--an eater or--between the locomotive and the ud v* the ear. . . . 59 If I ;e the motorman I would feel hewer aod safer with two cars between me sad that bad of pipe. 60; This ts what can happen to you when aeglcet to protect yourself. This one kind oi accident U so unnecessary. 61 : Here ts an exampte of another equally dangerous and semeless practice often in dulged in by careless motor crews--carrying tools and materials on top of the locomo tive These objects not only restrict the motorman'* view, but may be pushed back against him, especially if an obstruction or low place is encountered. . . , 62 Keep the top oi ihe locomotive clean and free of materials. Always use a car or truck to transport materials and equipment. o3: So you will never be the victim of an accident like this. 64: This scene is worth another look. I hope it impresses you oi the Terrible conse quences that may result from violation of safety rules and practices. 65: But above ail, wi'tr try to commit suicide by being careless in transporting ex plosives such a* placing a carton of dynamite <*n top of a trolley locomotive. Think what would happen it the trolley pole broke or there was a short-circuit in the armature. 66: There ts only one sate place to carry explosives and that is in an explosives nr powder car. . . , 67; Otherwise the locomotive may look like this. Imagine how the motorman looked. Life is too precious for us to take needless and foolish chances. 68; Sometimes an explosion may cause a fire tiiat not only destroy* a valuable piece of equipment but may endanger the tile of every man in the mine, 69: Runaway cars can be a menace to anyone working or walking along a mine haulage way. The only way to be sure cars will not run away, especially where grade* are steep, i* to block them securely. This car is not blocked and could start moving quite easily if accidently pushed or bumped. Men have been seriously injured oi killed by runaway cars or truck*. 70: There arc many ways of blocking cars such as with timbers, wedges, chains or blocks. Here is a simple effective way to block cars on steep grades, a block and a piece of lagging. 71 Specially constructed car blocks, held in place by chains to prevent slipping, pro. vide a safe means for blocking car*. Notice that this type has a handle so you can keep 13 1961 National Safety Congrtss to their own actions, but the inexperienced men present a great hazard. First, they must be trained in douig their particular job Ami only their job. One of the biggest acci dent hazards is the man doing someone else'* job. We find that an electrician rarely inlures himself doing his regular work. The nmc goes for a carpenter nr a mechanic. Trouble always starts when one of the tradesmen start to do the other fellow's job with which he isn't familiar. Midi as burn ing or connecting up a h\e wire, or trying to take short cuts. Our usual procedure is to take men entirely unfamiliar with tunnel work and put them in the top gang on the surface, the track gang, or the bull gang, until they become familiar with the general procedure of drilling, blasting, and mucking out. Shaft sinking is started by using a crane to excavate down to solid rock. Exterior forms and linar plates are then installed. The exterior of the shaft was 24 feet and the interior 14 feci. When the 100 foot mark was reached the temporary headframe was set up. A crew of 12 men was used in sinking the shaft, composed of a walking boss, a shifter, six miners, a pumpman, a compres sor operator and a bellman. As soon as the temporary headframe was Installed, a Joy grapple, air operated on a Chicago boom, was used to muck out. The grapple was equipped with a 3y5 cubic yard bucket The shaft, 000 feet deep took 129 working da,* and then the shaft was belled out to allow room to bnng in the track and oiher equipment. When the tunnel grade was reached a pilot tunnel of 50 feet was driven in each direction from the shaft. The tides of the pilot tunnel are then slabbed in to enlarge the tunnel to a IS foot horseshoe shape. The mucking w-as done with a #630 Eimco mucker, air operated. Usually a 3* track transition took 17 working days with a J-shift operation; this included a double track section to the face alternating both sides of the shaft to 200 feet, A sump 30 feet deep, 14 feet in diameter was sunk with conventional shaft methods. Tlte ventilation in the shaft was supplied by a Buffalo 5000 cubic foot capacity blower fed through the utility lines. Upon completion of the sump and the transition the permanent shaft steel was erected. This included the guides, fan line, landing chairs, muckhopper and gates. The shaft steel was placed at 0 feet per shift taking about four days to erect. The per manent headframe, cages, etc took about two weeks to complete. Permanent equipment w-as then taken into the tunnel consisting of two model 40 Eimco muckers, air operated, a drill Jumbo with five Gardner Denver 93 liner drills, one Gardner Denver model 143 down the hole drill, all hydraulically controlled booms and positioners- Attached to the drill Jumbo i* a steel car with drill steel, roof bolts and other equipment Roof bolts were installed with an R.B. 94 Gardner Denver sioper drill. The roof bolts were Republic steel if inch by 72 inch ex pansion shell with a one inch split wedge type. The tunnel face was drilled with a crew of six miners, four chuck tenders, one shifter, on* walking boss, two electricians, one mechanic. Drilling time for the opera tion was usually one hour. The drill pattern was 38 to 40 hole*. 12 feet deep, a bum hole 12 feet by 8 inches. Usually the loading time was one-half hour. Two hundred forty to 260 pounds of Gelex #2 powder with 45 delays including double priming, no stem ming was ued. Smoke time was twentv minutes maximum. Ventilation was supplied by a Ruth Conn% cry 55,000 cubic foot blower, supptied through a 26-inch vent line of 14 gauge spiral Naylor pipe. In the tunnel the roof is constantly watched by the entire heading crew because tong experience has proved that falling rock usually means serious injury*- After the tun nel face or heading has been blasted, the broken rock, or as it is known to tunnel stiffs, muck, must be removed from the tunnel and the drilling of another round starts all over again. Today, we have root holts that are driven into the roof in a pat tern that covers the roof so that unless we strike very bad ground or roof bolts prove to be a wonderful protection. Lagging had been the sole roof support for all past tun nel operations. The purpose of the roofbolts is to squeeze layers of rock together to form a beam. This beam supports the rock above, there fore, prevents roof falls. This is accom Mining Industry plished by anchoring one end of the bolt in ,i hole about 6 feet deep in the rock and screwing a nut and washer on the outer end :*i the bolt. The anchoring t* done bv ex panding a corrugated shell until it tightens .-.gainst the sides of the hole or by driving i wedge in the slotted ends of the bolt. Both methods do a very good job. A stoper drill is used to drive the wedge into the slotted rod and an impact wrench tv employed in tightening the nut on the bolt. Two bolts are connected bv a llap strip of -tee! one quarter of an inch thick by five inches wide by about four feet, six inches long. Tliis assembly is called one-roof bolt ing unit. The units are spread in a pattern .tcross the arch of the roof generally parallel to the center tine, and arranged so as to give maximum protection tn the miner*; itch protection was unheard of m previous vrar* The roof bolt* also serve to hold up loose sections of the rock to prevent slidinc of one layer on another. They aln ,ict a-tipports for the ventilation pipe that fur nishes free air directly to the heading and rite electric rabies, The ehief hazards encountered in roof lilting are the flaking off of small frag ments of rock while a hole is heme drilled and the breaking of the stoper drill steel. Hoof bolts have proven to be an almost foolproof method of supporting the roof. Tlicy have given the miner a real feeling of safety. The mucking operation usually took one hour and 20 minutes after which the track laying took 25 minutes, using a 60 pound rad or short 10 or 12-foot temporary sec tions, Temporary electric lights were strung in the heading and scaling down was done during the mucking operations. The face was always wet down during the mucking operations and carried on during the entire mucking operations. Side dump cars of 6 ruble yards capacity were used and 15 or 16 cars of muck usually were loaded after each shot. Muck trains were operated by 10-ton diesel locomotives equipped with scrubbers to eliminate carbon monoxide con ditions. Car passers were shot every 90 feet to facilitate moving empty cars for loading. Water supply lines were 4-inch, air lines were 8-inch and discharge lines were 6-inch. Electricity was supptied with 23.000 voltage reduced by transformers every 300Q feet to 44 and 220. Light and pump switches were placed every 1500 feet to 2000 feet with variations. We find that inattention to the job details is (lie main cause of our accidents. Next comes inexperience, and then finally, the fel low who takes chances. A miner may get injured by falling rock, or from lifting. A chuck tender usually gets injured in moving die machine or setting a stoper drill or ver tical drill for roof bolting. Pinched fingers and hand injuries are caused in the ratchets of the drills. Our safety program is aimed at instilling the superintendents with the need of indoc trinating the walking bo*e* in safetv pro cedure*- The walkers, m turn, art them across to the shifter or foreman. The State laws governing working conditions are clear and undcrMandable, and all real construction outfits live up to each rMc rule. Where thev find that a rule causes a hardship, they petition the Board of Standards and Ap peals for a variation \itcr an extensive in vestigation the petition i either granted or denied. AH tunnel work i done tinder Sta t Code No. 30 There is no work in the world like driving tunnel as it comprises all the craft.* and ail tvpes of work. The men on the job are never interfered'with. If the *afcty engi neer in his inspection* sec* a workman do ing something ui an unsafe manner he im mediately finds the *hifter and *ee* to it that the shifter csrrccts the man immediately. The safety engineer makes a thorough in spection of the entire job Marling at the face and working along the entire job. He may see a man riding on the front end of a locomotive, or in between the motor and a thuck car. He immediately stops the motorman and has the man get out of the danger zone. To sell safety to every man on the job, you must have some knowledge of the work. This is gained only from experience. In our 25 years of experience we have seen the results of all kinds of serious accident*. Therefore, we are able to explain to each man the reason why he should do things the right way. Hazards are encountered by men who want .to do things the lazy way, and the *afety engineer must be alert to these haz ard*. On starting a job, each shifter must take a few minutes before each shift to hold a short safety meeting. The hazards to 19 1961 National Safety Congress he encountered by dial particular crew are discussed, also the different phase* of the work, and who is to do what is thoroughly gone over. When excavating the blasted rock the chuck tenders are usually the car passer crew. Because of the small diameter of the tun nel it is necessary to have one car positioned off the main track. The device for doing this is called a car passer. The car pa*ser crew ec# to it tlut the empty cars are put into loading positions. Serious accidents have occurred in this phase of the work, and the men are cautioned continually on when? to stand, how to move the cars, and how to position the ears on the car passer. This is one phase of the work that must be watched carefully. Railroading it a (treat hazard, and some of our most serious injuries occur when a workman takes chances in this op* e ration. The State tew demands periodic checking uf all locomotives underground. Frequent inspections must be made with a carbon mon oxide tester to check all exhausts on every motor. Motors arc also checked daily for brakes, lights, and warning signal*, and to tee that thev arc operated property a* lo speed, etc. All of our key men ate experienced tun nel men and have been in tunnel work more than 25 years, Manv of us have worked *=ide by side all these >ears. Each of us knows what to expect of the other, and what to do when the unexpected happens. Every one of our supervisors* personnel is fully cognizant of the working conditions and would not care o be in any other work. For this reason, each old-timer knows that tun nel work can be just as safe as any other kind of work. The safety engineer must check all equip ment to see that it is in good working con dition, must check to see that all hoisting cables have been greased properly All ele vators must be checked once a month to see Sf the safety catches or dogs work properly This is a must, and a record is kept of the distance the cage drops, after engaging the safety deg. which i usually one to two inches. All hoisting cable# carry ing the elevator must be resoekeied at least every six months, at which time `event! feet of cable is cut off. All bearing points are changed by this shortening of the cable and it is then resocketed bv factory men of the able company. New York State has a very highly trained personnel in the Bureau of Mines, Division of Industrial Safety Service of the Labor Department. These men make periodic inspections to *ee that each safety device is in good working con dition ; check to see that all regulations per taining to explosives are adhered to; make test* for gas; make sure that all ventila tion is adequate and that tiie fans supplying the ventilation meet the State requirements. These men have been a great help in main taining safety standards and cutting down on accidents. The B.W5, and the State Insur ance Fund have also contributed to accident control with their safety inspectors. Some methane gas has been encountered in the excavation of our tunnels, so the duffers must make a test for gas at the heading on every shift. They use an explorive meter and a flame safety lamp for this purpose. The explosive meter will give him a fairly accurate reading on methane nr natural gas. The flame safety lamp will also rimai any gas conditions, as welt as to give definite warnings of lack of oxygen, (n the early part of our work at the Intake Tunnel, one of the miners stood on the muck pile and started to scale the roof of the tunnel at the face after blasting He knocked one of the TAR light# off the steel pin that was holding it overhead. The miner reached down to pick up the lieht. the Sta men* of which give* off a small flame, and as he got it waist high there wn an ex plosion; three men were severely burned about the face and hands. They were treated immediately by the registered nurse who pre pared them for removal to the hospital. Due to prompt attention and medication we use for such emergencies, the men es caped without even a facial disfigurement. This accident, like all such accidents, wa* reported by phone to the New York State Bureau of Mines and Tunnel#, who in turn asked the Federal Bureau of Mines to make a thorough check on all our gas condition*. The finding of natural gat pockets led us into a strenuous training project which, white costly, definitely paid off in safety. After our gas explosion, with the coopera* tion of the U- S. Bureau of Mines, its \Vilfce Barre, Pa. office sent us three ex ceptionally qualified experts to conduct our training classes. The men were first trained m Mine Rescue work, which includes the 20 tmiiKtry use of all types of gas masks, bow to detect gas and what to do in the emergency. Sec ondly, they were trained in accident preven tion. This training includes all the phases of our particular job, and finally each man was trained in first aid. The men were, and are, paid straight time tor attending classes md a light lunch was served. Upon comple tion of our training program, a first aid `t.utest was held in Roscoe. New York. This was the first hard rock mining content ever held in New York State. In October of 1958 one oi our men wa* -eriously injured by a rack fall and sus tained a broken back. He was placed in a local hospital under the care uf our attend ing surgeon who produced wonderful re sults, but the prognosis was that it would he a permanent total disability. During the treatments over a period of eight month*, the injured man was seen by three top neuro surgeon*, two from New York City and one iroin Bmgiiamton. New York, All three of these men, who are tops tn their profes>ur., duignosed the case as a hopeless total dis ability and iltat rehabilitation was out of the picture. With this staring us in the face, we felt that we had come to an im passe and had even made tentative arrange ments to have the injured man flown by 'mbulance plane to North Carolina to be near hi* wife and children. Even thougii we had the medical report* taring that there was little or no chance f further improvement we did not give up. The man himself has been a tower ot strength a* he has never once complained, hut has steadfastly maintained tint he was going to w*alk again. In talking to some insurance friends I heard of a similar case that had been handled by a Doctor Hornin New York City. Our doctor immediately got in touch with Doctor Horn who came up and made a thorough examination. Doc tor Hoen stated in his report that he wa* very much impressed with the patient's atti tude and that he felt he could have him up on his feet with braces and crutches in three month* and eventually have him drive hit own car to North Carolina instead oi going by ambulance plane. This was such wonderful news that we made immediate arrangements for his re moval to the New York Rehabilitation where he is now and making good progress. Wc feel that our personal supervision of these H'duus case, paid utt in litis instance, as this man might have remained a bed patient tor tiie forty-two months life expectancy in these cases, and that would be it. We report every accident through the proper channels. When a man is injured he must report to the nitric. If additional medi- al care is needed, he t- immediately taken the doctor's office or to a hospital in our iwn ambulance, "tic t>i which i* garaged u each construction h-cation. Our medical -ervice Is watched verv carefully and I am notified immediately of every accident re quiring medical attention,, regardless of the ',-ur of the day <r night. If it is a lios; Ital case, I go immediately to the hospital "i see that all necessary medical care is available, such as blood plasma, an eve spe. talist, or any other form of medical atvirion or medication. We have lists of public blood donors of all types available for any emergencies. This i* very essential " here there mav W more (ban one injured Should there !c a `homage of any re`,-iirctnent, we immediately take the nece#- -ary steps to get it In such instances, wc `.all on local |>otice or the state police. Through the years we tiave found that bv t^olring after an injured man. he rarely forsets it, and, on future occasions he is more cooperative in following the instructions of he safety engineer. Safety on am job is a matter uf common ense, education, experience and most of all, arrive interest and cooperation of lop man agement. This top interest is not something just to be talked about or sloganized, but u>p management must work at it continu ously. We are' fortunate in having our proj ect manager and all our top management thoroughly active In our safely work. It is i proven fact that the rising cost* in com pensation have caused definite action to be taken by management in looking at safety programs that must meet the particular job requirements. We firmly believe that compensation costs will demand that every large construction vtimpany will eventually have to maintain a -afety department with a thorough knowl edge of compensation matters as the injured min is a direct result of an unsafe practice and getting the man hack to work will be a direct cost. It is going to be necessary to train each crew in safety procedures of their ?! 1961 National Safety Concrete particular job General safety programs will not suffice as conditions on one project are foreign to conditions on the other. While progress is the most important part of every project, progress without safety is foolhardy and safety without claim supervi sion is too costly. In many cases the hu mane element is lacking and the injured man becomes a compensation number. We firmly believe that it is very essential that every man injured should know* that management is interested in his getting bet ter and tack on the job. We make it our business to see every man who has a lost time accident to inform him of his compen sation rights and our help. We consider this an important clement in safety work. Over the years we have found it necessary to attend compensation hearings on all seri ous and phnnv ca*es. We not only help to save thousand* of dollars but do a great deal to straighten out <a><s that could lung on indefinitely, because we feel that usually the injured man ne%er gets enough to com pensate him for a real serious injury and usually we can suggest to the earner that certain procedures be waived and the man be given additional help. We also invite the compensation personnel to the job so that they may get a first-hand picture of the entire operation. Each month we get out a bulletin in uhick we give our progress figures at each loca tion and we discuss each lost time accident, also listing our frequency and severity rec ords. This keeps every man on the job in formed as to why they should work safel> and to prove to them that they are per-anally the losers every time they gel hurt, bringing home to them that they cannot af ford to have an accident. It also makes them feet that they arc an important port of the job. SAFETY ASPECTS ON THE USE OF MECHANICAL RAISE CLIMBERS Bj LEONARD P. COLVIN Asst. Research Engineer, The Anaconda Company. Butte. Mont. Mining companies are intensely interested in new equipment to help increase produc tion, lower costs, and improve working con ditions. The mechanical raise climber con tributes to all three goals. J'roperlv used, it will increase production, cut costs and ha a number of important safety aspects which arc the subject of this discussion. The raise climber is an elevator that elimi nates timbering while driving a raise. It facilitates the movement of men and ma terials safely to and from the working face and provides a platform to make work at ihe face easier and safer. An extensive tune study of Butte raise climbing operations showed that a greater percentage of the mining cycle is spent in effecting the direct advancement of the raise, with much work required in our conventional raises being eliminated. As a result, the raise climber has cut the mining cycle time required to less than half. Lifting large timbers, installing bulkheads, drill stagincs. lining chutes and climbing ladders 3re ele ments not present in climber-driven raises. While the rai*c climber does away with many of the usual hazards of raising, others in connection with the climber operation have developed. Proper ventilation of climber raises; the correct design of storage room for the climber and equipment; and the type 'it mucking or raise chute lay-out are of prime consideration in the prevention of ac cidents. The climber is considered an elevator and .hould be maintained as one. Miners and maintenance men must be trained to follow a daily and weekly lubrication and inspec tion schedule. Daily testing and inspection of the safety brakes is essential. Through experience we have added and changed some mechanical features of our raise climbers. Raise climber manufacturers are also constantly trying to improve the 22 Mining Industry versatility and safety features of their climbers. When the miners are unable to descend a raise on a climber due to mechanical fail ure or lack of air power, a definite me chanical procedure is followed. For unforseen emergencies a tong nylon rope and two *afety belts are provided on all climbers in Butte. Summarizing, the climber has cut the time of a complete raise cycle by half and 'essened the preparation work and fatigue accordingly. Many of the hazards of driv ing timbered raises have been eliminated by the use of the climber; however, it is ap parent that the first-line supervisor, mainte nance men, and the miners greatly influence the safety aspects of the climber. To obtain optimum safety of the person nel operating the climber requires of all concerned, that lubrication, inspection, mainte nance and correct handling be rigidly ad hered to. Also, the training of personnel for correctly operating and maintaining the climber is necessary. The storage room de sign used in raising is of primary* importance and certain mechanical changes in some climber models are desirable. All of the foregoing elements should con tribute to a reduction in the number of acci dents in driving raises. STOPING METHODS IN THE LAKE AMBROSIA URANIUM MINES By H. J. ABBISS Safety Director, Homestake-Sapin Partners, Grants, N. M. The Lake Ambrosia uranium mines arc situated in an area some JO miles northwest >f the town of Grants in NTew Mexico. Un derground mining started approximately tour year* ago and today there are more than 18 companies active in mineral extraction. The mining methods described in this paper are those being used by the majority of the operators in the area. Dire to the dif ferent types of e bodies it is not uncom mon for a company to extract the ore in a mine by a combination of these methods. Prior to describing the mining methods a brief description of the geology of the area is necessary*. The ore i* found tn two formation*, the Todilto limestone and the Westwater sand stone. Most of the ore bodies in the Todilto are small and discontinuous. My paper will therefore deal with the Westwater ore bodies. These ore bodies may be classed as trend*, pods and stacks. The term "stack'' arose from the early conception of the thick ore bodies wherein the geologists pictured them as being a point of intersection of numerous trends---or a "stacking" of trends. Most of the ore bodies in Ambrosia Lake are of the trend type, some being over 2000 feet long .mil ranging from 50 200 feet in width. Pods or kidney shaped ore bodies may be as much u 1000 feet in thetr long dimension. Delineation of the ore prior to sloping is done by extensive long hole drilling from development drifts. These holes quite often perform a dual function in that they provide good drainage for the water in addition to providing geological data. The sloping methods used in the Lake Ambrosia mine* fall under thr following headings: 1. Trackless Room & Pillar 2. Slusher Room Sc Pillar 3. Long Hole Room Sc Pillar 4. Cut and Fill 5. Modified Shrinkage and Others Trackless room and pillar mining is car ried out in areas where the ore ranges from 5 to 15 feet in thickness. Drifting was drae on a predetermined grid pattern, usually 50 foot centers. The basic development drifts are usually 7 by 10 feet or 7 by !4 feet in cross section, which leaves pillars of varying dimensions. In the majority of cases these pillars are J6 by 36 feet or 40 by 40 feet in area. Pillar removal is -accomplished by split ting pillars with a trackless or slusher drift 23 }'*6l Xa/ionul Softly I '*n;/r-t and removing subsequent pillar stumps b> dabbing into adjacent pillar crosscuts. Truck* tng is done from the pillar crosscuts (or drifts) where remaining pillars provide pro tection. Occasionally stulls or clusters of three stulls arc installed on the sloping line or cave line for temporary protection while drilling and mucking. If required then timber cribs are installed. Retreat mining U started from an ore fringe and an attempt is made to proceed with pillar removal in a uniform retreat line. Where mucking cannot be done from a safe position near the cave line, scrapers are used to pull the broken ore back to n *afe place for subsequent loading with diesel front end loaders or trucks. Drilling for pillar removal is done with trills mounted on air legs, using `(-inch hexagon drill steel with carbide bits. Rounds vary from 6 to 13 feet in length. Blasting is done electrically using by 16 inch semi-gelatin dynamite and milli second blasting caps. Condenser discharge blasting machines are used to detonate the rounds. Tn general, slushcr room and pillar methmis are used for mining thin horizon* of ore (less than 5 feet thick) or areas inac cessible to trackless equipment. The basic development for slusher room and pillar sloping i done with drifts driven on 23 bv 59 foot centers or 50 by 30 foot centers ranging from 6 to 8 feet wide. Broken ore v *lu*hcd to properly spaced raises and transferred to the haulage level through ehffles into cars or trucks. In most retreat work the pillars arc ! iblied along a retreating face perpendicular *l>e 50 foot grid dimension. The broken ore u cross fluslwd to the drifts and then `v the extraction raises. Lines of stulls are arned behind the mining face. In some (Wj where the back is weak the retreat mining i* done by driving panels S feet wide through the pillar leaving an S-foot pillar. A. -W-foot pillar would be split with two panels 8 feet wide leaving three 8-foot pillars. After each panel is driven and supported the remaining 8-foot pillar is slabbed into the panel and slushed out In some eases small stumps are left for support as well as stabs and cribs. Drilling and blasting procedures are the ,0110 ;ii used m the room and pillar method of mining. Slushing is done with two and three drum 13 and 25 H.P. electric hoists pulling 48 and 54-inch light weight welded scrapers. In many instances ore pods will be thicker than 15 feet but not thick enough for cut and fill mining. Where this is the case pillars are removed by room and pillar meth od* using sectional drill steel for blast hole drilling. In most cases the basic develop ment drifts are driven on a SO bv oO foot end pattern and the ore removed to full height before pillar removal starts. After the rooms are excavated to full height, the pillar is split with a drift approximately 8 feet high in the bottom section of the ore From this drift onc-half of the piliar (ap proximately 20 x 40 ft.) is ring drilled with sectional drill steel to reach the top and lateral extent of the ore. Burden on the rings is usually 3 feet. The holes arc loaded with VA by 16 inch sticks and primed with millisecond caps. Usually the broken ore can be blasted into an area next to the remaining pillars and away from the cave area. Usually the topes are too high to uc Mull or crib timber effectively and much removal must be done with slushcr hoists and `crapers. Men are required to stay out -if these open stopes and safe access must l>c provided to reach slusher tad blocks. In most cases muck removal after a blast can be completed before excessive cave from the hack causes too much dilution of the ore. Slushing equipment and techniques are similar to those used in other sloping meth ods. Ore is slushed to extraction raises or to points where it may be loaded with diesel powered loaders. In one mine where the ore is approxi mately 500 by 180 feet in area the ore if mined by cut and fill stoping methods. Within the ore body stopes have been laid out approximately 25 feet wide and perpen dicular to the tong axis. Initial development of the cut and fill area was done by driving raises from slusher crams which were below the ore. From these raises, which were driven into the vari ous stope panels, stope drifts were driven on the bottom of the ore to the ore limits in each panel. These drifts provide a start 24 .Wtmrt'f industry, ing point tor "jilli-ig out" each panel in the cut and fill stopes. To date horizontal cuts have been taken <n the cut and fill slopes which vary from ^ to 15 feet high. After the cut is mined, die back is bolted with studded root bolts ->f the >4-inch expansion shell type. Chain (ink fencing is installed on these bolt* before the broken ore is removed. Mucking is done with diesel powered imnt end loaders or scrapers and the broken ore dumped into a raise or chimney where it is dropped to the loading scram below. Drilling ts done wi-h air teg mounted ma chines and similar drill steel and bits a those used in other Moping operations. Blasting procedure is the <am< as in the other stoping areas. After the broken ore is removed from a ait or lift, vertical "gob fences'1 are con structed along the stope boundaries and ca bled together in order to confine the fill materia) in the *rope. Gob fences are con structed of 2*inch lagging nailed on the in side of 8 by 8 inch post* spaced on 5-fo--t centers. Waste back fill i> dumped into Ihe stope through fill raises and spread with scraper-' or diesel powered, front end loaders Fill i pread m the stope so that it will range trom 3 to 8 feet from the back and ore extraction chimney* are constructed or ex tended to the top of the fill. A* mining commences on the next hit or cut the chain link fencing is removed from the bach before blasting. This fencing is rolled up and stored for re-use on the next cut. Mining is continued to the top of the ore and the back supported with cribs which are placed on top of the fill after mining the last lift or cut. Subsequent Slopes or panels will be mined in sequence along side of the completed vtopec or panels. Considerably more timber will be used in thee subsequent panels to provide temporary support in the brow area adjacent to the mined out and filled stope. Mining wilt commence in the original stope panel drift and the ore will be stabbed out to the gob fence of the adjacent filled stope Fill material used for stope back filling is mine waste from early development work and is transferred into the mine through a 52-inch borehole and hauled by truck to the slope fill raise- on a level above the i.ut and Fill stopes. In one operation where the ore is rela tively thick, that ts 60 feet or more and long and narrow, a modified shrinkage stope method has been adopted. Scram drifts and cones are driven under the ore body with raises drive:: at 30-foot centers along the strike. After the under cut ts completed the ore is blasted bv drilling flat tong hole rings from the raises. Since (lie raises are in accessible after the first Mast, the ore is shot from bottom lo top in one blast, the rings being drilled on 5-foot centers. In another mine where the ore is of high <nmieh grade to require 100 per cent e.\tnrnon, the ore body has been developed with three parallel sub-level rail headings on 200fnnt centers with ore passe* on /5-inch cen ter*. Slusher slot* are cut between draw point* on adjacent rail headings perpendicu lar lo the rail. Thce slots are cut through the full thickness of the ore and `imported with square set timbers. The 75- by 200-foot blocks thus delineated are being mined bv driving a series <>i drifts 6 feet wide and 9 feet high through at right angles between two adjacent slot* and shrinking the ore **ver these drifts. The muck in the shrink slot is slushed out and replaced with *nnd containing Portland cement (I sack per tout. The shrink slots arc .iece*ibtc from tioih ends for hi*hing itie broken muck amt filling. Development drift* outlining the pillars are usually supported by the u*e of rock holt* with chain link fencing or steel mats The Xew Mexico Safety Code states that any place over. 10 feet in height or over 8 feci wide will have permanent support to within 10 feet from the face. In some cae* drift -*ci* are u*cd for support. During pillar extraction the extentve use of stull* or cribs in conjunction vUtlt rock bolting is the general practice. Due to the presence of radon and the laughter products, coupled with the use of diesel equipment, it is necessary that each mine has an effective ventilation system. In stoping this is accomplished by fresh air being constantly supplied to all working headings. Mechanical ventilation with the use of brattices, auxiliary fans and vent tub ing is used. In the past, alt operations were faced with 25 IVfil nlwnal Safely Ccugre*' problems during tlie sloping cycle but with constant research, good planning and super vision plus the help from certain agencies it has been proved that the mining of uranium ore in the Lake Ambrosia area can be done effectively and safely. THE 1962 CAMPAIGN TO REDUCE INJURIES FROM FALLS OF GROUND Br AX* KOLU Chairman, Campaign Advisory Committee, Assistant Safety Supervisor Pickands Mather & Co., Inc., Duluth, Minn. Those who were active in the 1955 Na tional Safety Council's international cam paign tor the prevention of injuries from falls of ground at metal and nonmetal mines (other than coal) will recall that it was the first major campaign conducted by the mining section; and, while participants lacked experience, they made up for it in tothusiji/n. I would like to refresh your memories on what happened. First, we had active participation in United States, Canada, South Africa, Cuba, Cyprus and the Philippine Islands; and sec ond, we got results. The 1955 frequency- experience, compared tu the base period of 1954. fell 29 per cent. Three out of every four of the 250 par ticipating mines reported improvement; and (his improvement ranged from 24 per cent in Canada, JO per cent in the United States, to 43 per cent in the group including South Africa, Cuba, Cyprus, and the Philippine Islands. Certain mining areas showed even more startling results. For example, participating mines in the southwest United States -bowed an average improvement of 36 per cent. Those tn the eastern part of the United; States showed an improvement av eraging 46 per cent. British Columbia achieved the largest improvement, with 56 !*r cent. It was estimated that at least 245 lost-time and 15 permanent total disabilities and fatalities were prevented in the par ticipating mines. Unquestionably, that campaign was worth all the effort and enthusiasm that was poured into it. Let's examine what has occurred in the years following that campaign. Tn 1955, the frequency rate for fall-of-ground accidents m the metal and nonmetal mines in the United States averaged 6.6. Comparing this with the last complete figures available for this group in 1958, we find there has been an increase to 7.63. Preliminary 1959 fig ures indicate a rate snll higher--8.4. The 1960 over-all Canadian experience shows similar high rates. We alt know ihat falls of ground lead as a cause of serious disability and death and that their prevention is one of the most rewarding objectives. An analysis of years prior to 1955 indicated that more than 3 per cent of all toct-nme injuries from fall* of ground are fatal, 80 per cent are serious, and less than 17 per cent are minor. 1959 figures indicate that the 3 per cent has nowgrown to more than 4jd per cent You can well appreciate, therefore, why there is a great need for a concentrated at tack on iai!s-ot-ground accidents, and since we now have not only the enthusiasm but the experience, the campaign we plan for 1962 should deal a hard blow to this per sistent hazard. Now for 1962. Our goal is a reduction of 50 per cent or more in the frequency rate of injuries and fatalities from fails-ofground accidents in our participating mines. The campaign will run from January 1,1962, to December 31, 1962. We intend not only to intensify our effort, but to broaden the coverage by enrolling more mines in the campaign. The eamptign is sponsored by the mining section of the National Safety Council un der the direction of an advisory committee composed of A! Kola, Pickands Mather tt Co., Inc. chairman; Edward C. Leonard, 26 ilhtiuq Industry Inland Steel Company; and John A. Cooke, Falconbridge Nickel Mines Ltd. Endorsing and cooperating in the campaign are federal, state; and provincial mining departments, muting associations, mining publications, in surance carriers, and others having an inlerest tn the welfare of the mining industry. All underground noncoal mines arc urged to participate in the campaign, including mines in Canada and other countries out<ide the Continental United States. Mem bership in the Mining Section of the Na tional Safety Council i not required. The only requirements for participation are: 1) If the company operates two or more mines, each mine must enroll separately, 2) Each participant agrees to furnish a simple report of injuries resulting from falls of ground for 1961, a report at the end of the first six months of the campaign. ;md a report covering the last six months. The Council will make awards to mines and supervisors achieving the campaign goal and meeting the other campaign require ments. The National Safety Council has produced various materials to assist participants to achieve an effective campaign, which are as follows: 1} Announcement poster, 2) A scoreboard poster, 3; Twelve posters, one for each month a the year, emphasizing an Important safe practice for avoiding injury from falls of ground 4> A series of twelve information sheet*, one for each month of the campaign. 5) A set of four illustrated booklets, each containing illustrations emphasizing safe practices pertaining to the prevention ui falls of ground. 6) Reflecting safety signs for mounting at strategic points underground. (These come in sets of four, made up in two colors and bearing various phrases pertaining ti the prevention of falls-of-ground accidents.; 7} Reflecting Scotchlite stickers for hard hats which have the green cross for safety on an off-white background, with the phrase "Prevent Falls of Ground" imprinted. ( These arc to be distributed to all underground employees of all mine* enrolled in the cam paign.) Other bulletins and promotional material will also be mailed. A new slide film lia* been prepared. All campaign materials are now ready and available for purchase Irom the Council. Committees and their members have worked hard in developing the above aids for the Campaign. I want to express my appreciation for the cooperation of all com mittee members, and I wish to thank the many others who contributed statistics and material, Clin: Hoch, staff representative, and the staff of the National Safety Council deserve special mention tor their hard work in preparation of the campaign. The campaign is on. Now it is up to each if us to see that as many mines as pos sible are entered, to ?c*e that campaign ma terial is used, and to see that there is no letdown during the entire year of 1962. This is no small job. It's a big-scale operation that deserves and must have the all-out efforts of every safety man. You should jet this program before your top - lanagement immediately and see to it that every supervisor is keyed up to t>*p effort. The material and program prepared by the National Safety Council will be a valu able aid, as win the various agencies and departments mentioned previously, hut the final results will come from your super visors' know-how and enthusiasm. This i your opportunity to make one of the biggest possible contributions towards saving life and limb. We want the campaign big, and we want it successful. Let's give it ever)'* thing we've got. 27 t961 Xalinuiii Safely *. r>nqr,-<.< LOW-COST BLASTING AGENTS By GLENN K. DAMON Chief. Branch of Explosives Research. U. S. Bureau of Mines Washington, D. C. The cost oi blasting is important to the development of many mineral deposits. Since the introduction of explosives to the muling industry in 1627, when black powder fir*t was used at the Royal Mines of Schemnitz. Austria,1 explosive* have placed an ever increasing rote in the mining industry'. In the United States alone, over one billion pounds of explosives are used each year and approximately 75 per cent ot this total is used in mining. Thus, until recently, the American mining industry' was spending ap proximately $173 million per year on ex plosives, exclusive of detonator* and blast ing supplies. Wltile this cost is not large in compari son to the value of the products from rhr mineral industries, any saving in the cost of the explosives is reflected in lower min ing costs, provided this change does not result in Increased costs for drilling or for handling the broken ore. In addition, any decrease tn the cost of blasting should be accomplished without a decrease in the lately of the mining operation. Attempts to lower blasting costs by the ue of cheaper or more efficient explosives .vre not new. The development of nitro glycerin-based high explosives resulted* from efforts to find an explosive more efficient than black powder. Even before this, chlorate explosives* were investigated and were re* jeeted because of their hazards. In 1871, Sprcngcl* patented a series of exptosives intended for mining which gave promise of reducing blasting costs. These explosives combined certain oxidizing and reducing sub stance* which could be mixed just before the explosive was used. The original "Sprengei explosives'* used oxidizing materials, such as potassium chlo rate, nitric add, and nitrogen tetroxide, with combustible materials such as nitrobenzene, mcronaplhalene, carbon disulfide, and petro leum. Liquid oxygen explosives were intro* duced later and proved moderately success* tut in the United States, particularly in strip mining coal. Although Sprengei explosives are generally very powerful and moderate m price, they have never veriuusly chal lenged the nitroglycerin dynamites. Some, such as nitrogen tetroxide mixed with a hydrocarbon, are too hazardous to be prac tical for general mining. Explosives composed of mixtures of am monium nitrate and a fuel were first sug gested by Ohlsson and Xorrbein* in one of the earliest patents covering commercial high explosives. The first practical, com mercial "blasting agent" using the am monium nitrate-fuel system* was introduced to mining about 1935. This type blasting agent, sometimes called "nitro-carbo-nittate." was noncap sensitive, but could be readily and reliably detonated by a strong primer. However, the full economic advantage of the ammonium nitrate-fuel system was not realized until the introduction of Akremite* to coal stripping operations in 1955. This rv.tem employed a porous, fertilizer-grade, prilled ammonium nitrate sensitized by car bon black. The ammonium nitrate and the fuel were mixed at or near die site of the mining operation and the product was packaged tn polyethylene bags. Under the confinement provided by the borehole, this '>xidant-iuel system could be detonated with a dynamite primer; the primer comprising from 5 to 25 per cent ot die weight of the final charge. It was soon apparent, however. Out a liquid fuel such as diesel oil could be ap plied more readily and would have many advantages over a solid fuel. The economic advantage ox this blasting system is ap parent since oil is very cheap and fertilizer- grade ammonium nitrate (FGAX) sells for approximately 31$ cents per pound. Equiva lent-strength dynamites sell for 15 cents to 22 cents per pound. Prilled ammonium nitrate is relatively porous, but die carbon black in Akremite reached only the outer surface of the prill which was already covered with a diatom.iceous earth, anti-caking agent Now a large proportion of the blasting agents are prepared from uncoated polls and a liquid fueL 2* Umitta /nr/iutr\ Most of the ammonium nitrate produce** And used us the United Sates is made byreacting ammonia with rutric acid. The bulk of the production is used by the fertilizer industry and most of the remainder (ap proximately 700 million pounds per war) it used in the explosives industry. To ,i considerable extent, the physical properties <>i the ammonium nitrate are controlled b> the method of manufacture or production Particle size and panicle density are im portant for material used in die explosive* industry, but arc relatively unimportant in the fertilizer industry. Also, ammonium ni trate is extremely soluble in water and tends to harden into a solid mass when ex posed to atmospheric moisture. To prevent this caking, it was formerly common practice to add one to three per cent of a petroleum wax coating to prevent setting. After the disasterous explosion in 1947 at Texas City*, Tex., involving such organiccoated ammonium nitrate, the use of wax anti-caking agents was discontinued for fer tilizer material and an equivalent effect was obtained by adding two to four per cent kteselguhr. Until about 1947 nearly all the ammonium nitrate produced in the United States was made by graining process. Here the water is evaporated from the ammonium nitrate solution at atmospheric pressure and the size and density of the product van be controlled by the rate of heating and the amount of stirring. This process still is followed for most ammonium nitrate used in dvnamite. A moderately dense uniformpartide*size material on be made by this method. The largest percentage of ammonium ni trate produced tn the United States is made by the prilling process. In this method, a hot, 95 per cent solution of ammonium ni trate is sprayed down through a counter current stream of hot air rising in a prilling tower. As the material solidifies, most of the water is removed and the resulting product becomes moderately porous and al most spherical. By carefully controlling the conditions in the prilling tower, it is pos sible to vary the particle density of die pnlls from approximately 0.76 to 0.95. This density is appreciably lower than that for grained ammonium nitrate, which averages approximately one. Experience indicates that a relatively porous, prilled ammonium nitrate produces the most satisfactory blasting agent when compounded with the proper proportion of fuel oil. The principal disadvantage is the relatively low density, it has also been found that uncoated prills produce better .ill-purpose blasting agents than similar prill* containing three or iour per cent kicsclguhr. To meet this demand, industry now a pro ducing palled ammonium nitrate with either no anti-caking agent or with only a very slight coating. In more recent developments. st surface active agent i added to the am monium nitrate to insure'a more intimate contact between the ril and the snrtace of the pnll# Number 2 die*<l fuel has been lound most satisfactory for producing these low. cost blasting agents. More volatile fuels, such as gasoline, should not be used because of the fire and gas-explosion hazards. The ready availability of dtesel fuel and its tow price make it particularly attractive as the combustible material in blasting agents, but almost any oxidirable material can supply the fuel requirement and, to varying de grees, the sensitization to initiation. Pulver ized coal, chars, rutrancthanc, and even such improbable fuels as molasses have been employed, often in combination with some fuel oil. Most prilled, fertilizer-grade ammonium nitrate will absorb up to 6 or S percent oil. Excess oil tends to drain off and col lect at the bottom of the container. Since approximately 6 per cent oil with the ammo nium nitrate forms a stoichiometric mixture, the preparation of the blasting agent should be moderately pimple. However, experience has shown that accurate compounding and ' careful mixing gives a decidedly superior product. The most common practice for field mixins is to pour a measured quantity of fuel oil into each bag of ammonium nitrate. If the amount of oil added is carefully con trolled. and if time is allowed for the prills to absorb the oil. a moderately satisfactory* product is obtained. The mixed product then can be poured directly into the bore holes. The most uniform product is obtained by stirring in any of a number of conventional mixers. Careful compounding and thorough mixing give a product of quite uniform ciinraetensncs which can then be loaded 29 IQ6t Xahnnri Sefelv t nngresr Ar poured directly into iry boreholes or packaged in a plastic or other waterproof container for use in wet borehole*. The mixer should be so constructed as to mini mize confinement, frictional heating, and <. rushing of the prilled material. Most, li not all, the explosives companies tn the United States produce and sell a blasting agent or agents similar to, anil competitive with, the field-mixed ammonium nitrate-fuel oil. The product is either de livered in bags for use by pouring directlv into dry holes or in waterproof containers for either do* or wet holes. In addition, the companies traditionally provide technical assistance for tiic blasting operations. Most vertical holes are loaded by pouring the premixed product directly into the bore hole. Pneumatic loading is generally used for horizontal boreholes. Where boreholes cannot be completely free of water, it i* now rather common to employ a water proof explosive such as Pclletol (TXT), "lurry explosives, gelatin dynamite, or a blasting agent packaged in waterproof ontainer to fill the hole to he water level. If more explosive is required, the remainder ut the charge consists of loose prills and oil. Research, to be described later, has shown that adequate initiation is one of the most important factors in the successful per formance of low-cost blasting agents. In the early work with ammonium nitrate-fuel i-it (AN-FO) blasting agents, initiation was .urcomptiihed by using a high-strength dyna mite lor b to 25 per cent of the entire charge. The desire to lower the overall Masting costs has caused many mines and quarries to decrease the quantity of primer and substitute a cheap, low-strength dyna mite for the high-strength gelatin dynamite. While the AN'-FO mixtures now being pre pared are generally more sensitive than those made several tears ago. most ex plosives people agree that improper or poor initiation decreases safety and increases the overall ca>? of blasting. Detonating cord has been used with mod erate success to initiate AN'-FO mixtures. While this may have some advantages from the standpoint of safety, it is doubtful whether maximum performance can be ob tained by this method. A more recent method of initiation in volves the use of penfolite or composition B primers. Although these prfaners are mod erately expensive, they have proven very effective, even when used in sues from % to 34 of a pound. Even smaller primers have been used successfully in relatively small boreholes. The use of this type initiator is increasing in popularity and nay eventually replace many of the other forms. The success of AN-PO blasting agents in open pit mining and qnarrybf has stim ulated efforts to apply the same materials to undergound mining. Experimenters have been able to produce ammonium nitrate with physical properties which, when fuel oil is added, makes it sufficiently sensitive to propagate funder borehole confinement) in columns down to approximately I'S-inche* in diameter. The first extensive use of AN-FO blasting agents underground was at the Eagle-Pfcher lead and zinc mine near Richer, Okie.' Mine operators found that uncoiled ammonium nitrate prills were much more satisfactory in the small-diam eter holes used. About the same time, the International Salt Co.* began an investiga tion at its Detroit (Mich.) mine. This mine proved to be almost ideal for studying (his type because it is relatively dry, ventila tion is excellent, and all shooting is done off shift. Mine officials found also that un coated prills were more satisfactory than the normal fertilizer-grade prills and that pneumatic loading of the holes was a neces sity. Efforts are being made to introduce AN- FO blasting agents to underground potash, gypsum, and limestone mines. These mine* arc generally quite dry and ventilation is generally not difficult. However, the prac tice is still not widespread and many prob lems are still unsolved. Any discussion of blasting developments using AN-FO underground would be in complete without mentioning the work being done ui Sweden*. In that country, a finetrained ammonium nitrate is used instead if the prilled product employed in the United States. Pneumatic loading is used. Swedish users report successful blasting in borehole diameters as small as one inch. The economic advantage from using blast ing agents based on AN-FO has stimulated on unprecedented amount of research <m ex plosives and blasting. Before 19?$, most 50 M.ni'Ui industry research on commercial explosives *a* pertermed by explosives companies, a few min ing schools, and governmental organizations, such as die Federal Bureau of Mines. Chem ical concerns manufacturing feruluer-grade aramoaium nitrate suddenly became inter ested in the potential market for their prod uct afforded by the shift in explosives tech nology. Almost all ammonium nitrate used in dynamite is the grained type and usually it is prepared by the explosives companies. On the other hand, the physical character istics of ammonium nitrate prills made them generally more suitable for compounding the simple, low-cost blasting agents. .As a result, several chemical concerns have supported research leading towards the development of improved blasting agents. Some of this work has been by the concerns themselves1*, but much has been done by various mining "Chools, rerearch institute*, and consulting firms. To meet this new competition, explosives companies have increased their efforts to produce a product with performance equal to or superior to the field-mixed product, and competitive in price with that product, la addition to the previously named groups, several of the larger mining companies lure performed experimental work on the appli cation of this product to their specific prob lems. The Bureau of Mines has also been engaged in research on two of the most important safety aspects ot this material. These are: the sensitivity of the blasting agents, and the relationship between the toxic fumes evolved by the detonation of the blasting agent and the physical and chem ical factors associated with the compound ing, mixing, and use of the materials. Without doubt, the most comprehensive series of research reports on ammonium ni trate-fuel oil blasting agents was given at the Fifth Annual S>mp.jium on Mining Research held at RoUa, Mo, in November. 1959, and at the International Mining Sym posium at Rolla, in February, 1961. Papers from all segments of government and in dustry were presented. Another excellent review of the entire subject of modern blasting agents is given in a recent article by Cook**. This summarize* much of the research at the University of Utah and provides some theoretical explanations for the behavior of this type explosive mixture. The results of these research studies will form the basis for my discussion of per formance variables. No absolute standard of btasung perform ance has been developed. Therefore, per formance cannot be judged solely on the number of tons of reek loosened per poun 1 of explosive used. It must be judged or. the basis of the overall cost of the mining operation, over a sufficiently long penod to average out the effects of uncontrollable variables. The most important variables in deter mining the performance of a blasting ex plosive are: I. The strength or maximum available energy. 2 Detonation rate. J. Detonation pressure. 4 Borehole pressure. ,5. Density. o. Sensitivity. Some of these variable* arc more or lerf interrelated. The true strength o an explosive should be measured in terms of the total energy- released (per unit weight) by the explosive reaction. In practice, the strength oi an explosive is determined by the ballistic mortar and is expressed in terms of its equiv alence o a given strength of straight dyna mite. Thus, a 60 per cent dynamite gives the same ballistic mortar reaction as a 60 per cent sirright dynamite. While this method gives useful information, the re sults cannot be translated directly into per* romance. Detonation velocity is usually taken a* the basic criterion of the intensity of ex plosion or detonation. Explosives having a high detonation rate usually give High shat tering effect or brisancc. , Such explosives normally are used for blasting extremely hard rode. Low-velocity explosives are more effective where a heaving or pushing action will toosen the rock or consolidated earth. In general, the detonation velocity varies linearly with the density of the ex plosive. Detonation pressure and borehole pressure depend upon charge density; the amount of gas released by the chemical reaction; the total amount of energy evolved; and the rate at which that energy is released. If the explosive charge completely fills the }9ftt ^ifr'lv C cross section of the borehole, the detonation pressure and the borehole pressure will be Approximately the same. These parameters are evidently of importance in calculating the theoretical performance of an explosive, but it is difficult for the practical mining engineer to use this data. Therefore, the remaining discussion in this section \ull be confined to variables more directly under the control of the explosives engineer. Composition of a blasting agent is a Con trollable variable that materially affects both safety and performance. Maximum ex plosive strength is obtained with a sloichiometrically balanced (fuel-oxhirnt) mixture lonsisting of 94,3 per tent ammonium ni trate and 3,7 per cent fuel oil. Such an oxygen-balanced composition is approxi mately equivalent to 60 per cent (weight strength) dynamite. Maximum detonation rate for such a mixture ot 0.90 bulk density is about 13.000 feet per second. However, detonation rates actually at tained are usually lower than the theoretical, due to compositional variables and, often, to less-than-optimum initiation. Brurcwski, Clark, Yancik and Kohler report'* that an excess of od is less detrimental to the detonation velocity than a deficiency oi oil. Other factors being equal, oxygen-balanced mixtures give maximum strength and pro duce a minimum of toxic fumes. This is especially important if AN-FO blasting agents are to be used underground. Van Dolah, Hanna, Murphy, and Damon" found that the volume of toxic gases per pound of explosives used is at a minimum with an oxygen-balanced composition; the amount and nature of toxic fumes produced being very sensitive to the concentration of the fuel in the mixture. Since the initiation of a high-rate detona tion is essential to the safety and the per formance of a blasting agent, the sensi tivity of various AN-FO mixtures ts of in terest, Van Dolah and associates'1 found maximum sensitivity in somewhat overoxidizcd compositions containing about four per cent oil. However, Yancik, Bruzcwski, and Clark'* reported finding little difference tn sensitivity among compositions that varied between one and seven per cent in oil content In any case, it is better, safety wise, to adjust sensitivity to desired levels by means that do not involve iueI-oxidant imbalance While most AN-FO mixtures are insensi tive to a No- 6 or a No- 8 blasting cap, it is possible to produce cap-sensitive mix tures. When a stoichiometric mixture of prills and oil is crushed, the sensitivity of the pulverized material is higher than the original mixture. Brinkley, Sykes, and Myer$a report on a method of panicle size reduction which produced a uniformly op-ermine product. Hino and Yokogawa1* comment that it is possible to produce an ammonium nitrate-fuel mixture in which high-rate propagation is achieved in car tridges less tiian one inch tn diameter, even when initialed by a No. 6 detonator. For these results, the mean particle diameter of the ammonium nitrate is reduced to less than 20 micron*. Thus, particle size reduc tion is a means of eliminating or reducing tlie size of the pnmer. It has been shown also that uncoatcd prills produce a more sensitive blasting agent than the same mixture composition using inert coated prills'. Still greater sensitivity has been obtained by the incorporation of a sur face active agent into the unccated prills. The appearance ot brown oxides of ni trogen indicates an incomplete detonation reaction with resulting poor performance and increased fume hazard- Figure 1 shows the effect of primer strength on the produc tion of toxic gases from AN-FO compo sitions. On the right side of this figure is shown, for comparison purposes, the results obtained with a typical dynamite when ini tiated by a No. 6 electric blasting cap. Data on the detonation rate of similar mixtures, using various strength initiation, confirms the conclusion that the better the initiation, the more complete the reaction. The ready solubility ot ammonium nitrate in water makes it uneconomical to use such a blasting agent in wet boreholes. However, tt is interesting to note the effect of water on the detonation properties of AN-FO compositions. If the production of oxides of nitrogen can be taken as a criterion of the completeness of a reaction, figure 2 shows that small amounts of water ap preciably change the reaction, even when the AN-FO charge is initiated with a PETN (pentaerythritol tetranitrate) primer. Much has been written about the safety of AN-FO blasting agents. We must admit that the safety record of these new blasting 32 Minina Industry Figure 1 agents is excellent, but we would be naive to assume that accidents cannot and will not occur. Any tendency toward considering these materials as being perfectly safe cre ates a hazard whicti will eventually lead to serious mishaps. If AN-FO blasting agents are treated as high explosives, the safety record of these materials should continue tn he outtanding. Un tiie basis ut proem miormuttuit, the Bureau ot Mines has published" what it believes to be the be^t general saivty recom mendations- A recent publication of the National Fire Protection Association1* gives much valuable information, but is not as de tailed as the Bureau of Mines circular. Most ammonium nitrate-fuel otl blasting vgents are insensitive tn the u<ual impact Figure 2 1961 National Safety Congress and friction tests that arc applied to high explosives. However, because of their low sensitivity, a relatively high-strength booster must be used. This in itself docs not create -t hazard, provided handline, loading, and hring arc performed in the *amc manner .1* that emplovtd when chromite is used as the entire charge. However, ammonium nt- trate-fue! oil mixtures have another disad vantage In that propogallon through an air gap is poor. Therefore, it tv essential that the column of blasting agent be continuous. For example, the detonation reaction with most dynamites w ill propagate across an air space varying from 3 to 25 inches. On the other hand, an air gap of from one to two inches in a column ot AN-FO blasting agent will usually result in detonation failure. Cap-sensitive AN-FO mixtures can be prepared. Evidently, these mixtures must lie considered as high explosives. Some in formation indicates that repeated tempera ture cycling of ammonium nitrate prills through the 00*F. phase-change region may result in a cap-sensitive product" when treated with oil. Fire is probably the greatest hazard con nected with the handling and use of am monium nitrate and blasting agents produced from ammonium nitrate. Without doubt, the addition of fuel oil to ammonium ni trate increases the fire hazard. However, vmall quantities of AN-FO mixtures are difficult to bum. For maximum safety, the Bureau believes that the blasting agents .houtd be prepared, stored, and handled as ;ui explosive. If these precautions are taken, the safety record for these new blasting agents should be equal or superior to that of dynamite. Because of the low sensitivity of blast ing agents, some users have suggested that these compositions need not be stored in bulletproof magazines. A recent study throws some doubt upon this general con clusion. The standard military rifle bullet test did not provide initiation, even under high confinenent. However, it was found that certain high-velocity sporting loads can cause bullet initiation of some of the more sensitive blasting agents. Many new hazards may be encountered when AN-FO blasting agents are used un derground. Toxic fumes are of minor im portance in open-pit operations, but they are a serious hazard when produced under ground where ventilation may be marginal Properly prepared, well initiated charges of AN-FO produce fumes comparable with good dynamite, but slight variations in com position, confinement of charge, moisture or initiation may materially increase the haz ard, Also, tiic generation, accumulation and discharge of static electricity, which may be produced m the pneumatic loading of small boreholes, is a matter of considerable concern. The information about these prob lems is still inconclusive. Ammonium nitrate-fuel oil blasting agenu have proven amazingly successful, but the search for lower cost blasting has not been confined solely to this system. Several fueloxidant systems of other characteristics have beat, or are now being, investigated. Since American experience with these other types of blasting agents is generally not extensive, they will not be discussed in great detail in this presentation. Ammonium nitrate-fuel oil blasting agenu have many advantages for open-pit mining, but their solubility in water and their rela tively low density are definite disadvantages. Through research performed in the United States and Canada- relatively low-cost slurry explosives have been developed, with densities comparable to gelatin dynamite*. These slurry explosives consist principal!) of ammonium nitrate. TXT, and water. A typical composition will contain about 65 t>er cent ammonium nitrate, 20-25 per cent rXT, and the remainder water. In some vases, sodium nitrate is substituted for par: of the ammonium nitrate and RDX or other explosives may be substituted for TNT. The ammonium nitratc-TNT-water ?>.*tern cannot be used successfully in wet bole* because of the added dilution effect and the gradual segregation of the solid particles from the solution. It has been found, however, that the addition of a small percent age of a guar gum and small amounts of stabilizing agents will give a product which is more nearly a gel than a slurry'- These relatively cohesive slurries can be packaged in polyethylene bags or the slurry can be farced directly into the borehole. Since the density of the mixture ls higher than that of water, no difficulty is encountered in placing the explosive at the bottom of a water-filled borehole. Mining Industry Slurry explosives are more expensive than AN-FO blasting agents, but they appear suitable for hard-rock blasting operations and also where water is present. In general, these slurries are not cap-sensitive and are normally initiated with a small pentolite booster. These explosives row cost from 12 to 14 cents per pound at the mine. xplosives employing -odium or potas sium chlorate as the oxidizing agent were suggested before Nobel's discovery of dyna mite. However, the practical use of chlorate explosives in mining operations is relatively new. Records indicate they have been used in Finland since the mid-l920*s and they have been under extensive development m Sweden* since 1957. These explosives arc now being exploited in several countries under the names of "Imatrcs" and "Snoratrex," fmatrex consists of pota.-*ium chlorate so prepared that it will absorb a definite quan tity of a mineral oil to form the final ex plosive mixture, fmatrex representatives propose that the Impregnation with oil be made at or near the blasting site. Thus, the method of preparation and use is similar to AN-FO blasting agents. The second product. Snoratrex, is pre pared from sodium chlorate and is jj.id to have characteristics more nearly like those of the slurry explosives mentioned earlier. Chlorate explosives iiave not met with general favor in the United States. While pure potassium or sodium chlorate are not particularly hazardous to handle and use. they may become highly hazardous when contaminated with organic material. Addi tionally, the cost of the chlorate salts, in comparison to ammonium nitrate at approxi mately 3yi cents per pound, does not make the chlorates too interesting from an eco nomic standpoint. However, American and Canadian interests are investigating the eco nomic possibility of using sodium chlorate impregnated with a mineral oil. One hazard with chlorates in explosive mixtures should be noted. Chlorates and ammonium salts must never be used in the tame mixture because of the possible in terchange of ions to produce the hazardous ammonium chlorate. The Interstate Com merce Commission classes any such mix tures as "forbidden" from all shipments in volving interstate commerce*. A discussion of low-cost blasting agents would be incomplete without mention of liquid oxygen explosives. Liquid oxygen ex plosives (LOX) were introduced in 1895* rind since have seen intermittent use in var ious countries. The extensive investigations on this type explosive make it unnecessary to describe the system in detail. Both -ruety and performance depend largely upon the character of the absorbing carbonaceous material. In the United States, certain ear>*on blacks have given the most satisfactory results. However, other types of carbon aceous materials have been used satisfac torily in France and India. The most comprehensive review of the safety characteristics of LOX is given in a Bureau of Mines publication by Tournay, Bower, and Brown". The development of \X-FO blasting agents in the United States has resulted in the virtual elimination of LOX. However LOX still has economic possibilities where a high-strength, high-rate, and moderately low-cost explosive is required. An explosive system based on sensitized nitromethane is reported to be under de velopment. Details are not available, but the relatively high cost of nitromethane may restrict us use to special applications. A new explosive and blasting technique lias been recently announced*. This system is reported to be under field development in the taconite deposits of northern Minnesota. A stoichiometric mixture of ammonium nitrate and fuel oil has given the mining industry a low-co*t blasting agent which has proven surprisingly efficient in a wide range of applications. This low-cost compo sition is particularly suited for open-pit op erations where relatively large-diameter boreholes are in common use. The generally good results obtained are believed to be due partly to the dose coupling (contact) be tween the charge and the material being blasted, yielding borehole charge densities essentially equal to product bulk density. Application of AN-FO blasting agents to underground operations is still limited. Many problems still must be solved before this material can be employed safely tn small diameter holes. One of the principal concerns is providing adequate ventilation for the rapid removal of toxic gases that may be produced on detonation of such changes. 55 1961 National Safety Cou>jrr< A brief description is given of several other promising systems that employ rela tively low-cost fuel-oxidant materials. More complete investigation wilt be required to determine the relative merits .of these sys tems. The types and uses of low-cost blasting agents are many. Because of this diversity, they cannot be judged solely on the basis rtf physiol and chemical tests. Further more, complex interrelationships must be considered. As a possible example; An AN-FO mixture which has been found idol for certain surface blasting may be some what hazardous and too costly for read*adaptation to certain underground sites; on the other hand, there may be conditions in which the same AN-FO mixture might lie used safety and economically in another un derground mine. Because of these many complexities and the wide range of pos sible variations in the composition and use of low-cost blasting agents, the Bureau of Mines will diligently continue its long-range `todies. When significant findings are made, these will be reported to the public through the Bureau's technical publications. RCT11RENCES 1. DIXON, w, T. AND FISHER. A. W., (Cditors) Chemical Engineering is In dustry. American Institute Of Chemical Engineer*. New Tori*. New York. 19S8, Chapter 13. Chemical Engineering In the Expletives Industry. Damon, G. H. 2, COOK. M. A.. The Science of High Ex plosives. JteiDhotd Publishing Corpora tion. New Tork. N. T, (IMS), p. 14. Inc., New Tork. X. T. (IMS), p. 3 and 1.M2.217 <I*I3>. . LEE. n. B,. AND AJCBJC. B. U. If. S. Patent 2.703.538 (U&g). 7.ELIZONDO. J. B,, Ammonium Nitrate Blasting-Underground. Mining Congress Journal. November 1958 (S3), p. 4X 8 ETON. J. L.. Underground tfee of Am. monlum Nitrate for Blasting t the Detroit Mine of the International Salt Company. lot. Fifth Annual Symposium oa Mining Research. Bulletin 98. Uni versity of MUsourt School of Mines and Metallurgy nseoi. p. is. 9 KOBERSTORFER. O. AND FOUSETTE. I., Developments In Ammonium Ni trate/Fuel Oil and Blasting Underground at Bolldea. Mine and Quarry Engineer ing. June, 1980 (). p. 2(8H>. STITES, J. G,. New Developments and Use of Ammonium Nitrate Explosive* Fourth Annus! Symposium on Mining 36 Research. Bulletin 97. University of Mis souri School of Mines and Metallurgy .(195>. p. XU. I. COOK. II A.. Moder.i Blasting Agent*. Science. October 21. 1980. (132). p. 1105. I. BRUZEWSKI. R. T.. CLARK. O. B-, VANC1K J. J., AND KOHLER, K. M.. An Inrestigstion of Some Basie Per formance Parameters of Ammonium Ni trate Explosives Fourth Annual Sym posium cm Mining Research. Bulletin 97. fniversltv of Missouri School of Mines and Metallurgy <19S9>. p. 178. r. VAN DOLAlt, B. \V HANNA. N. E., MURPHY. E. I.. AND DAJtOti. G. H.. Further Studies on Ammonium NitrateFuel Oil Compositions. Fifth Annual Symposium on Mining Research, Bulle tin 9S. University of Missouri School of Mines and Metallurgy. 1940. p. SO I. YANCtlC. I, J., BRUZEWSKI, R. F.. AND CLARK. G. B., Some Detonation Properties of Ammonium Nitrate Fifth Annual Symposium on Mining Research. Bulletin 98. University of Missouri School of Mines and Metallurgy, i960, p. 90. .. BRINKLEY. S. R., SYKES. \V. G . AND MYERS, S,, Some Effect* of Particle Size Reduction on the Explosive Prop erties of Ammonium Nitrate-OU Blast ing Agent*. Fifth Annual Symposium on Mining Research. Bulletin 99, Unlverlty of-Missouri School of Mine* and Metallurgy. 1940. p. 90 i. KINO. K. AND YOKOGAWA. M. Am monium Nitrate-Fuel-Surfactant Explo sive Journal of the Industrial Explo sive* Society, Japan. July-Auguat 19*0 (311. p. lit. , STAFF. BUREAU OP MINES. Tentative Safety Recommendation* (or FieldMixed Ammonium Nitrate Blurt!ag Agents. Bureau of Mines Information Circular 79*8. I960. 13 pp. . Code for the Manufacture. Transporta tion Storage and Use of Explosive* and Blasting Agents. NFPA No. (. Na tional Fire Protection Association. Bos ton. Mass. 11959), 40 pp. STJTES. J. ft., BARNES. M. D., AND MCFAJtLIN. R. F-. A Surrey of the Physical and Chemical Characteristic* of Fertilizer Grade Ammonium Nitrate. Fifth - Annual Symposium on Mining Research. Bulletin 98. University of Mis souri School of Mine* and Metallurgy p l. COOK. M. A.. The Selene- of High Ex plosive*. Relnhold Publlhing Corpora tion. New York. N. T. 0968). p. 31*. BJORKLtNG, H. AND SUNDSTP.OM. T.. Chlorate Explosives. Mining World. November 1959 (21) p. 44. STAFF, Factory Mutual Engineering Division, Handbook of Industrial Loss Prevention. McGraw-Hill Book Com pany, Inc. New York, (ISO*), p. 39-1. DAVIS. T. L.. The Chemistry of Powder and Explosive*. John WUjr and Son*. inc,, New York. N. T. (1943). p. 388. TOURNAT. W BOWER. F. W . AND BROWN. F. W., Safety and Performance CharacteristJ. ` *' - plosive*. Bu 1919. 88 pp. Dow Introduce* New Explosive and New Blasting Technique. Mining World, Dec. I9S0, p. n. OBSERVATIONS ON UNDERGROUND BLASTING WITH AMMONIUM NITRATE-FUEL OIL EXPLOSIVES By ROY G. STOTT Mining Health and Safety Eng., Bureau of Mines U, S. Dept, of the Interior, Washington. D. C. The purpose of this paper is 10 present u>lit:;n*. pu:i ?atU:.ictyr> bli>t r* urds in available factual data relative to health and <lrv ?ra!l-diame(er hr.'et in hard rode About unrety in connection with the use of field- the tame time `imtlar successful t(*:i were mixed ammonium nitrate-fuel oil (AN'-FO) undertaken in an e-.lercrut>l Michigan compositions used for underground blasting. valt mine". Later that >tr a potash muunc The information presented intended to hrm" in New Mexico conducted an investi help the mining industry to use cheaper ex gation in an underground mine sicualed on plosives safely rather than to oppose their the public demaut and operated under fed use Although the Bureau of Mines recog eral-lease provision*, with cooperation from i nizes the inherently insensitive nature cf the Bureau of Mines. AN-FO explosives, it U alio aware of po* At present effort* art beme made bv tential hazards introduced by the do-it- Mine operators to ester*! the use of AN-FO yourself features of mixing, handling, and blasting ageiia to other underground mines, using such ingredients on the job. The Bu most of which are generally quite dry and reau of Mines believe* that control of these well ventilated; however, the practice is Ilazards is best accomplished through re still not widespread ami man) problem* search, dissemination of vial information, concerning safety in their use are sul! un education of supervisors and workmen, solved. The mining industry on mimereus maintenance of close supervisory control*, r-sxarions has expressed vital interest in ind adherence to basic explostm safety ufety cooridcratico* and problems concern practices. Any relaxation of care in han ing the application ef AN-FO blasting dling material* used for blasting regardless agents. To wider*land these matter better of their insensitivity or other inherent safety from the safety point of view, a short features wilt inevitably lead to serious ac synopsis of the basic properties of ammo cidents and loss of life. Following die inlroductson <4 AJ-rcmite for blasting overburden tn strip mining of nium nitrate and review of certain disasters and accident* involving this substance is presented. coal in 1955 and the ease wvtfc which ac ceptable cheap explosives could be made by mixing carbon bLick with teruharr-frade ammonium nitrate on the jeh me mneroes mine operators were attracted by the cost -tdvantages of utilizing swell product* icr blasting. Many began expermnts of their own and soon found that diesel oil was a suitable sensitizing agent that was easily mixed with ammonium nitrate. This prod uct gained widespread use tn opcacm blast ing operation*. Ammonium nitrate-fuel oil blaaztng agents were introduced in undergroanT suwug cn an experimental scale in a Icad-ziec rune nor Ptcher, Okia. in April 195L There * was found uacoatcd perils mixed wish B*tie Properties of .Yiiro!-" . Authorities have not always agreed on the degree of hazard involved in the manu facture and handling of ammonium nitrate. For example, Munroc*4 quoted the following from Tenser's Chemistry, published in 1835: "When this salt is exposed to fire, it lique fies, emits aqoeous vapor, dries and deto nates." ,\fld Aufschlager* in 1924 con cluded! To summarize ... it appears that the observed velocity' of detonation of about 2,500 meters per second removes all doubt as to the character of ammonium nitrate as a brisaat explosive, but Norma* in 1924 stated: rix per cent diesel oil would, under certain I consider that ammonium nitrate U J7 1961 Xation/ti Safely Congre.tt not an explosive by itself because mil lions of pounds of it have been and are now being made every month in Eu rope and in this country..............\mmonium nitrate, in my opinion, does not constitute anything more than a fire hazard when handled 1w itself, and Parisot" in 19J9, considered pure am monium nitrate to be a feeble explosive and its explosive diameter to depend ttprin im purities present. Ammonium nitrite i* ordinarily a white crystalline solid with an oxygen balance of plus 20 per rent' (20 per cent of its weight is comprised of oxygen available for com bustion of other material in addition to complete comiitKlipn of llic ammonium ni trate), a melting point of 337*F, a boiling point of 356' and reportedly begins to de compose slowly at about 392*F, It may ex ist in six different crystalline forms in the solid state depending upon temperature mid pressure. Ammonium nitrate is Ittgroscopie; that is, it may take up from nr give off water to the atmosphere, depending upon tempera ture and relative humidity. This property causes caking of the salt and presence of water may cause marked increase in pro duction of oxides oi nitrogen when deto nated. Decomposition of ;unin;num nitrate mu\ involve as many as eight different reactions: however, in general, all products are gas eous, being transformed into nitrogen, oxy gen, water, and oxides of nitrogen. Gen erally, decomposition results in solution of heat and is reported to be promoted by the presence of organic and carbonaceous mat ter and by metallic powders, such as alumi num, iron, and zinc Various metals react with ammonium nitrate at elevated tem peratures and some, such as zinc, at ordinary temperatures. There is no recorded instance of spon taneous heating <n pure ammonium nitrile: however, easily oxidizablc metal powders in contact with wet ammonium nitrate may heat spontaneously. When heated under confinement, or par tial confinement it can explode For pure ammonium nitrate the required temperatures for detonation have been reported from 572*F to 662'F. The required temperature for detonation is lowered by the presence of certain impurities. Ordinarily it is considered very difficult to detonate pure ammonium nitrate by ordi nary impact or friction; however, crushed prills containing four per cent oil at a den sity of approximately 0.6 when confined have been detonated by impact of 30 caliber bullets. Detonation velocity of untmemum nitrate increases with density but presence of an air gap in a train of the material may stop further propagation. For mixtures of ammonium nitrate with sensitizing agents, such as fuel nil. sensi tivity to dentonation appears to increase with the age of mixture and decrease with greater density of compaction (28). Major Ditastcrt tmohing .hnmcuiuiit Xilrate Appendix A lists nine major disasters inii/tving ammonium nitrate together with a brief resume of what occurred. These major di&aftrs (single accidents that cause toss oi five or more lives) point out the need for thorough understanding of the inherent hazards of ammonium ni trate by all person* who work with it and the dangers involved where large quantities are stored or handled While it is true that certain conditions were necessary to cau<e detonation of this rather iruamtise mate rial, the fact remains that detonation did occur in these disaster, and aused the loss of mare than 1.300 Uses, injuries to more than 5,500 persons, and incalculable propcm damage. Explosives Accidents at Mines Using ,-J.V-FO for Blasting The mining industry, by virtue of assumtng responsibility in the do-tt-yoerscif com pounding and use of blasting agents, holds a i ital trust in both public and private safety fur the explosives it uses. A brief review of appendix B listing eight explosives acridents at mines using ammonium nitrate in their blasting operations will illustrate the extent to which this trust must be guarded to safeguard lives and health in future years. Five of the eight accidents cited in ap pendix 8 may be considered typical run-ofthe-mill blasting mishaps that could occur with any type of explosives. They are 38 .Utntng industry . characterized by human error and faulty mite primer. The must consistent and suc ' lodgment. One can only hope to these cases cessful blasts were produced by air-placed that carriessocss among the injured work AN-FO in dry boles and priming with highmen was not induced by "overselling" the stmgth dynnute initiated by No 6 mil- ofety feature? of ammonium nitrate blast hecond-dtUy electric detonators. ing agents. Four of the mishaps recorded The mo<t unsatisfactory blast* {faulted m appendix B illustrate the need for strict irom use of paper-wrapped .AN-FO car application of long-standing safety meth 1 tridges and low-simgth dynamite printer ,,nd procedures for initiating blasts after cartridges. In the latter instances fume pro the explosives have been placed in blast duction was erratic, breakage was substand holes. ard, occasional misfires occurred, and un- > Hie other three accidents indicate that vxptoded blasting material was found in I >pcdal precautions should be adopted (I) "bootlegs" and in the muckpile. Separation* j when using air-placement methods and equip- of the "powder train" by cartridge wrappers | ment for charging bore holes, (2) when and poor airgap sensitivity of AN-FO was, | transporting sensitized AN-FO, and (3) reportedly, oac cause of detonation failure. | *hca disposing of bags used for mixing In conducting these tests, the toxic fume t aN-FO and explosives containers, wrappers, production was evaluated in terms oi cubic , and scrap lengths of detonating fuse. Suit- feet of carbon monoxide (or oxides of nitro l able recommendations covering these prob- gen) generated per pound of explosive used. ` lems have been published in Bureau of Fume* from AN-FO were compared to those I Mines Information Circulars "968. Tenta produced from dynamite under standard test tive Safety Recommendations tor Fieid- conditions. Generally the total weight of Mixed Ammonium Nitrate Blasting Agents, .-barge of air-placed AN-FO blasts exceeded > and 7335, Destruction of Damaged. De shat of standard dynamite blasts by as mudi teriorated, or Unwanted Commercial Ex as /? per cent. Where paper wrapped plosive*. cartridges of AN-FO were employed, the The xottowing observations have been ex tracted or evaluated from unpublished re ports of investigations, safety inspections, and monorailda of field trip data submitted total weight of charges with AN-FO was omewhat less than that of the standard dynamite charges, because oi the lower den- ity ot the canridgcd materials. to the Bureau's Washington Office of Health Of psychological note regarding fumes | and Safety Activities. ! Fume production from AS-PO j Masting Agents from AN-FO underground blasting is a statement made to the author by a field engineer os the Bureau who slid that some miner* had no fear of fumes from AN-FO | Study of data concerning seven series because liter odor was not as objectionable ' <a controlled tests involving 16 blasts in a ;i* that from dynamite fumes. These miners potash mine and 15 blasts in an iron ore have been observed returning to the work mine reveal that, under certain conditions lace too soon; that is, before *uch blast ;oid with well-regulated controls, the fume ing fumes had been dissipated. production oi toxie gases iron* AN-FO blasting agents can be comparable to that Static Electricity Hasaris from fume class one dynamites manufac The Bureau of Mines for many years tured for underground use.- The necessary' has conducted demonstration lectures on | conditions indude exact proportioning of hazards of static electricity for petroleum j ammonium nitrate prills and fuel oil, mu- fcismograph crews who use electric deto I mate mixing of the ingredients, avoiding nators m and areas. These demonstrations contact of water with the blasting agent, illustrate bow energy from static electricity maintaining a well-compacted uninterrupted can ""o unexpected premature detonation (rain of explosives charge is the borcbetc. ,i electric caps. Discharge energy of ac- and strong initiation to insure complete ^joulated static electric charges under some detonation of the charge. Erratic and excessive fume production at one series of test blasts was attributed to marginal initiation with a low-cost dyna- conditions can detonate caps between the bridge wires of the cap and the shell of tbe cap or through energy flow through one tmsbunted leg wire across the bridge 39 hating dement of the cap and through the other leg wire. The sources and means of generation of static electricity are many and varied and cm include electrification ot solids, liquids, gases, dusts, and vapors.11 Generally, static electric charge* result from the contact of separation of similar or dissimilar materials;** however, static electricity sparks can be induced from hunderhead*. dust storms, waterfalls, and charged bodies of air1* several miles from apparent center of storms. Flow-age of mi* serials through nonconducting pipes or tuba and impingement of particles on insulated surfaces cau<e accumulations of electric charges. Roof falls, rock bursts, and gunitirtg operations in mines have been tenown to cause static sparks. Electrostatic charges expressed in volts alone are of little prac tical value in evaluating the hazards of Ictociating electric blasting caps by static electricity. The capacitance of the system must be considered and the evaluation ex: rr**ed in term* of energy unit*. Since the introduction of pneumatic equip ment xu air-place AN-FO compositions in Matt b-4o. the Bureau of Mines has conSorted certain te*t to explore tlie degree f Hazard of static electricity as a possible <aue of premature detonations underground uid lo formulate safeguards against Such possibilities. At present these tests, con ducted on a limited scale underground, have been of exploratory nature and are not considered sufficient for reliable assessment of the magnitude of the hazard. The fol lowing summarizes known data: 1. Tests prove that relatively high volt age* of static electricity can be generated when AN-FO is blown through pipes or tubing. Electrostatic charges ranging from 1,000 volts to over 8,000 volts have been measured. The magnitude of such charges depends on the velocity of the moving prill stream, the particle size, the temperature of the particles, the relative humidity and temperature of (he surrounding atmosphere, ,tnd the conductivity of the wall surfaces. 2s individual electric detonator caps oi the same manufacturer showed wide varia tion in sensitivity to detonation by static electricity energy. Tests revealed that con* wderable special requirements are necessary to fire caps by static electricity. For ex ample. corona current induced by a charge I 42.UG0 volts through the detonator to its shell failed to fire the rap, yet IS microamperes of current induced by 4,000 lo 5,000 volts ot static electricity fired a cap covered by soil tn five seconds. 3. An insulated electric cap (not grounded to earth) is considerably more difficult to detonate by static electricity than a cap in contact with the ground. 4. Extensive tests involving several thou sand readings under varied atmospheric and ground conditions would be required (0 .assess the rctentivity of electrostatic charge-* in boreholes due to impingement of AN-FO from pneumatic loading methods. Such tests are nor Conducive to reproducibility. 5. Use of conductive tubing, positive elec tric bonding of such tubing with the pneu matic loading equipment, the loadinp platform, accessor>* equipment (such as com pressor). and ground will prevent accumula tion of dangerous charges ot static elev* iricity.. High resistant conductive clothing and footwear is considered advisable i< r operators of air-placement equipment. 6. Front pnmtng minimizes possibility of premature detonation from static elect ricit' where air*placement of AN-FO is em ployed. 7. Aluminum or other metal, inserts in plastic tubing are hazardous and not recom mended because this metal can cause spark ing hazards and galvanic battery effect action in presence of solutions. Use of alumi num uunsing sticks hai hero known to cause premature detonations in geophysical blasting operations. S. Atmospheres of low relative humidity favor generation and accumulation of high charges of static electricity. Unsafe Practices A'oted Because widespread dissemination has been made of known safety feature* of AN-FO agents. Bureau of Mines safety personnel's comments on unsafe practices observed in mines where such blasting materials are used are worthy of consideration from tlie entire mining industry it maximtun safety is to be achieved. Let us review just a few of these unsafe practices. 1. There are hundreds of tons of am monium nitrate stored in barns, chicken coops, garages, or under tarpaulins through out the area. It is being mixed with vari iO l t .UminO industry ous kinds ot o>U by all kinds oi methods. uch as in gasoline or electric motor concrete mixers, in steel wheelbarrows with steel tinsels, and on concrete floors with steel *ool. 2 No "Danger" warning signs or "No smoking" signs were displayed at the \X-FO mixing station, th* detonator maga zine, or the explosives storage magazine inderground. 3. A hand pump ami nozzle were used ;> iquirt oil into the ammonium nitrate Uig>. Generally, two strokes of the pump were made in adding two quarts of oil io each bag; however, the operator added mare to some bags when he felt they needed more- The bags were left to soak for eight hours then emptied as needed into the air-placement machine. No other mix ing provisions were performed at this un- lerground operation. 4. Oil spills and spillage from ammonium nitrate bogs were allowed to accumulate, both at the face and at the underground mixing station. 5. Two hundred sacks of untreated am monium nitrate were stored under three unguarded electric light bulb* 0, One bag of sensitized ammonium ni trate was touching the diesel engine oi the explosives jeep. The detonator box was piled loosely on top of the explosive storage compartment and one ease of the 70-per cent strength dynamite was lying next to the driver's sent. 7. Caked fuel-sensitized ammonium ni trate was found on the loading jeep. & Cuttings were not cleaned out of bore coles prior to charging with explosives, *>. Electric detonators were inserted in the ends of dynamite primer cartridges and the primed cartridges were laid loosely on the handrailing of the loading platform. No attempt was made to secure leg wires to the primer cartridge, and no attempt was made to insure that detonator caps re mained inside the dynamite cartridge when inserted in the blasthole. 10. Primers are made by rolling one end -it the dynamite cartridge to loosen the wrap ping and then pulling out the crimped paper in4 inserting the detcruror. 11. Electricity was net deenergized from the explosives loading jumbo during chart ing and priming of blastholes 12. Open end plastic tubing used in airplacing AN-FO has been used to insert primers and for tamping them in place Sharp thtn-wallcd tubing is potentially capa* ble c: cutting through the wrapper and contacting the blasting cap. Mechanical dam age to the cap could cause premature deu.. nation. The foregoing iniormauon present* case arguments that safety precautions are needed where field-mixed AN-FO compositions at u*ed in mines, particularly m underground operations. By this means it is hoped that apathy will be supplanted by real concern for corrective measures where indicated and reeded. Fortunately many of the abovementioned unsafe practices have been elimi- rated at seme mines visited by Bureau <,j Mines safety or inspection personnel- In at last one instance, mine management has decided to eliminate uncertain mixing of ammtnium nitrate and fuel oil underground--u has promoted the local estab lishment of a commercial mixing plant to insure uniform compounding and mixing of its blasting materials and elimination ot fire and ignition hazards associated with mixing such ingredient* underground. Much effort and study have been expended in compiling Bureau of Mines Information Circular 798$, Tentative Safety Recom mendations for Field-Mixed Ammonium Ni(rate Blasting Agents, which is designed to help guide the mining industry in pro viding safeguards against hazards attendant to field-mixed explosives. Revisions of this circular will be forthcoming when signifi'cant findings warrant changes or additions to the recommendations previously published. On the basis of present information, the Bureau of Mines believes that 1. C. 79sg presents in detailed form the best general safety recommendation* covering ficld-mixptl ammonium nitrate blasting agent*. In conclusion, we wish to emphasize once again that ammonium nitrate-fuel oil mix tures under some conditions can generate severe hazards from toxic fumes. To safe guard the he 'th and well-being of under ground workmen exposed to fumes from AN-FO, exact control of cvir.pn:t:cn, mois ture control, placement, z.-vi initiation in blasting are of utmost importance. and id*. 1961 National Safety Congress <juate positive ventilation to reduce the fumes to acceptable limits is a necessity. Your attention ts also directed to the fact that no blasting agent is currently approved by the Bureau oi Mines as permissible (nr use in underground coal mines.' 1 sincerely hope this paper and its con tents will help m accident prevention and industrial health improvement programs. REFERENCES t. ALGRAIN. P. ERCULJSSE. P,, LEFOUSE. t-L, and VAN RYSSELSERGE. K.. tKeport on the Dluittr of April 39. 1924, at the S A. des Produlti ChLmlquea de Teeaeaderloo, Tesaenderloo (Belgium) I. ftot. X 1942. 3 AUTSCHLAGER. R,. Is Ammonium Ni trate an Exploslre? Chem. and Mel. Eng., vol. 30. 1924. pp. 619-623. 3. BRAMKAMP. O. W.. (The Explosion of Two Care of Ammonium Nitrate at the AhtiengeseUschaJt Urnos* Cxptauve Fee* ton- of Kriewald. O.S.) Ztsehr Sehiess-u. Sprengstoffweaen. vol. 17. 1922, pp. (7-41. 1 BUREAU Or MINES, TenUtire Safety Keeommendatlone for Field-Mixed Am monium Nitrate Blasting Agents. Inf, Circ. 798#. 1961. 13 pp. 5. CHRISTENS, h. GILLETT, A., and MERTCNS. E., (Explosions of Ammonium Nitrate.l Jour, md, ehim. (Beige). (Ad vene* copy). i COMMENTS. C. Explosion of the Nitrate Plant of Oppau. Chem, end Met. Eng. vol, IS. 1921, pp. St9-123. ? DAVIS. R O.E.. EaptoelbtUty end Fir* Hazard of Ammonium Nitrite Fertilizer IT, S, Department of Agriculture Clrc. 719. 1945. 23 pp. 5. ELIZONDO. JOSEPH B.. Ammonium Ni trate Blasting-Underground. Min. Cong Jour.. November 195*. p. 42. 9, FIELD. C.. The Product That Couldn't Explode, Chem- Enr., vol. M, 1947, PP146-147- 10 FTRE PREVENTION AND ENGINEER ING BUREAU OP TEXAS AND NA TIONAL BOARD Or FIRE UNDER WRITERS. Texes City. Tex.. Disaster, April 1* end 17. 1947. *S John SL. New York. N. T. tt- GUEST. PAUL G.. Static Electricity In Nature and Industry. Bureau of Mines Suit 36*. 1933. 91 pp- IE MAST, H.. (The Conclusion of th-> Re search on the Oppau Catastrophe.) Ch-'m. Ztg . vol 48. 1924. pp. 133-135. KINTZ. Si.. JONES. G. W.. and CAR PENTER. CHARLES B-. Explosive* of Ammonium Nitrate Fertiliser on Board the S- S. Grandcamp and S. S. Riffh FIuer at Texas City. Tex.. April 16-17, 1947. Bu reau of Mines Kept, of Investigations 4945. 1948. 57 pp. LEITCH. ft. D.. and MOTER. P. R. De struction of Damaged. Deteriorated, or Unwanted Commercial Explosives. Bureau of Mines lot. Ore. 7317. 1945. pp. . MITTERER. A. V,, Ammonium Nitrate Blasting in Potash Mining. SUE Preprint. Annual Meeting AJHB. San Francisco. California, Feb 15-19, 1*59. , MUNROE, C. E., Th* ExptosIbilUy of Ammonium Nitrate. Cheat and Met. Eng, vol. it. 1922. pp. 535-543. NATIONAL BUREAU Or STANDARDS Cod# for Protection Against Lightning: Parts 1, U A Ul. Handbook H4D. p. 71 . NATIONAL FIRE PROTECTION ASSO CIATION. INTERNATIONAL. Explosives Truck Blast in Roaeburg. Quarterly of the NFPA. January 1940. pp. 195-207. . NORMAN. G. N.. Ammonium Nitrate by Itself la Not an Explosive. Chem. and Met- Eng. vol 30 1994. p. 622. PARISOT, A. (Experimental Studies on th* Velocity of Detonation of Explosive Substances!. Mem. Artilleri# Franc., vol. 18, 1339. PP 499-S98: Chem. Aba. vol. 34. 1940. p. 4907. . RYON. JOHN L., Jr- Underground Blast ing with AN. Eng. and Min. Jour.. August I960, p. 9L 1 . ................... Underground Use of Ammonium Nitrate--Fuel Oil Explosives Min. Eng. April 1961. p. 377. t SCOTT. O- S.. and GRANT. R. L. Am monium Nitrate: Its Properties and Fire and Explosion Hazards. Bureau of Mines Inf. Clr. 7643. 1948. pp. 9-19. i SHREVE. R. N., Recovery of Ammonium Nitrate from Amatol. Exptosloa Ammoilum Nitrate Plant of Ammonite w. nany. tad. Eng: Chem. vol. 23, 1931. pp S66-573. . SILSBEE. FRANCIS. B- SUtie Electricity, Nat. Bureau of Standard* Cire. C-438. 19*3. p. 9. I. SOCIETY OF THE CHEMICAL INDUS TRY. The ETbloslon at Oppau. Vol 40. 1921, pp. 381-3S2 R. U. S. COAST GUARD Report. Le Havre. Franc*. Aug. 5, 1947. I. VAN DOLAH. R. IV,, HANNA. X. MURPHYTe. J. and DAMON. G HFurther Studies on Ammonium NitrateFuel Oil Compositions, Bulletin 96, Unlv of Missouri. School of Mines and Metal. !urxy. Fifth Annual Symposium n Min ing Research. Nor. 19-20. 1*69. pp. 90-101. APPENDIX A Major disasters involving ammonium ni; I/iniW l*dustr\ billed injured Cius* of disaster and remarks GcL 4-6 1915 Extruding plant of the T. A Gillespie Loading Company. Morgan (near South Amboy). Sept. ZU 1931 Mar. 1. 1924 Ammonite Company plant. Nixon, N. J.`--* Apr. 39, 1942 5. A, dea Produeta Chimiquee de Teeaenderleo plant. Tassenderloo, Belgium* * More than 100 $ 3,000 lbs. of ammonium nitrate exploded while being concen trated in an evaporating pan. Shock was felt 7 miles away. -- Fir* started In plant when ama tol shells wer* being loaded. Shells detonated causing bom bardment for 3 days and a num ber of storage plies of ammo nium nitrate caught fire and mms exploded--on* left a crater 150 feet tong. 1(0 fret wide and 30 feet deep. Estimated damage H5.000.00a -- Two can of ammonium nitrate exploded during unloading op erations. Explosive charges wer* being used to break up th* caka Th* factory was demolished leav ing a enter approximately *0 feet wide and 3) feet dcp. 1.963 An estimated tO per rant of 4.500-ton storage pile of 50:56 mixture of ammonium nitrate and umecJum sulfate exploded during blasting with "coal-mine explosive*" to break up th* caked material. Th* town of 6.500 persons was virtually wiped out and a crater 260 f*t across and 50 fact deep was made. It was stated that about 16.000 explosive .-rhargw* bad bran fired previously without mishap and that blasting had been performed under ex pert supervision. IS Approximately 4.500 lbs. of am monium nitrate exploded In a vacuum graiecr durlag recovery rroceasing of ammonium nitrate -,uor believed to contain TNT or nttrostarch impurities. -- Approximately 150 tons of ammo nium nitrate exploded killing all witnesses. No evidence of fire preceding explosion was found and tb* cause was not definitely determined; however the report infers the cause could be from unauthorized blasting of caked Apr. 16-17. 1947 Taxaa City. Tex.*-1* 8,000 (eat.) enough t- _____ ____,____ shock* from picks or hammer mltL The disaster bad been pre ceded by dry weather. Cargo of between 1,000 an 3.000 tons of ammonium nitrate fer tilizer exploded from fire In steamship Grandcomp and eet the bold containing the ammo nium nitrate and flooding the hold with steam instead of water to avoid damaging the cargo. 4.1 !t6l l Ptu/rfw Appendix A iiajor disasters involving ammonium nitrate Location and reference killed Injured Cause of disaster sad remarks ship was abandoned and i- ____ eaa of being towed to sea when explosion occurred. Heat from a Are In a building 4 feet from a parked truck car* tying 4.000 lbs. of dynamite and 9.000 lbs of A-S-Ft) In 50-lb. paper b-igs caused explosion Of the truck s contents. Damage es timated over $10.000 000. APPENDIX ft Explosives accidents t mines using ammonium nitrate field-mixed t Mny 19. I9SS Mine, company and location Vtuskmgham (strip) mine. tVntral Ohio Coal Company, t/nlonville. G. May at. ISOS Cadis No. It (strip) mine. Hanna Coat Company. Cadiz, O. killed injured 1 The bottom S-foot deck charge of a drill hole failed to detonate in a blast. When the 20-cuble* ard shovel dipper dug Into the misfire, the charge detonated damaging the dipper and Injur ing (slightly) the shovel operator by flying glass. The blast hole involved was 94 feet in depth and 9 inches In diameter. Be cause the bottom I feet was wet. this portion was charged with commercially prepared cans of AN blasting agent and primed with dynamite cartridges wtui detonator fuse strung trora the primer charge to the collar of the hole Four feet of clay stem ming wns placed over the bottom charge and the balance of the ex plosives column, consisting of bogged AN-KO with additional dynamite primers, was placed In the hole and stemmed. Failure of the bottom charge to detonat' was attribut-d to damaging or cutting oft of the detonating fu* during charging operations. The misfire was not detected prior to the accident ns the unp-r deck charge had detonated In the blast Premature detonation of blast occurred when the electric deto nator cap wires were connected by error to an energized firing line Th* blast holes. 5*4 Inches in diameter and ?o feet deep, were charged with AN-FO in polyethylene-lined burlap bags prepared at the mine and were fired by dynamite primer charges initiated through detonating fuse APPENDIX 8 i using ammonium nttr; Mining Industry 111 hi-utins agcnle utaposy and location Kent. 23. 1955 ------t Istrtp) same Central onto Coal Campos? UsMettlk. O. Haverstrxw Quarry New York Trap Rock Corp. Kaveratraw. K. T. lied injured Cause of accident and remarks Prior to the accident the blast ing machine had been repaired, tested, and returned to th- Blast ,-ite. Although the blasting msintne featured four safety pro visions (safety plug-in cord to source, a short-circuit de vice. switch lock, and a blasting positioning switch) none <>f these devices was checked or in use at the time of the airidcnl. --i the head by a HXWb. clod of earth expelled by blownout Shots. The shed was 97 feet from the nearest hole blasted ruid approximately 200 feet from two blown-out shuts Several other men nnd also taken shelter in the shed, but the roof failed to protect (he deceased. AJtremite was used for blasting, i A S-ton truck loaded with 12 ooo lbs. of AX-FO in bags. 150 lbs of high-velocity gelatin dynamite in shipping cases, and about 2.<xx> feet of detonating fuse In con tainers caught fire and exploded. About 150 electric detonator* were also earned in a wooden container in a steel compartment under the truck body r _ "* front. Reportedly, the tarpaulin covering the load of A.V-FO (In bags) loosened from its fasten ings and caught fir* from contact with the exhaust pipe of the truck. The fire was discovered after the truck reached the blast ing site. All persons in the vi cinity were removed to a dis tance of about 900 feet, guards were posted to prevent entry* to the arut, and the men ordered to let the truck burn. The fire burned about 1 hour and 10 min utes before the detonation octurred. The explosion left a < rater 20 feet deep and 40 feet in diameter. Windows were broken in nearby homes, but sin one was injured. i While burning scrap materials from loading of blast holes, deto nation occurred that cost flam ing materials around several nearby workmen. The materials being burned consisted of poly ethylene bags (used for mixing AX-FO at quarry loading site), cardboard boxes which originally contained 1-lb. charges of Pentolit* primers, wax paper, and scraps cf detonating fuse. A fairly high stack of combustible* was burned. After the accident the toUowtng safeguards were adopted fl) burning would be confined to small plies, (2) no detonating fuse scraps were to be burned. <3> careful search would be made to prevent burn ing of detonator* and priming materials. Xalionat Safety Congrff APPENDIX U Explosives accidents at mine* using ammonium nitrate field-mixed blasting itwli (Coat'd.) ___________________ No NoDate______ Mine, company and location killed Injured Cause of accident sad ramsfits Jan. 30. 19(1 Jefferson Island Salt Mine Diamond Crystal Salt Company Jefferson Island, La. P*b. 23. 19C1 Flamingo (strip) mine. Fairrieir Collieries Corporation, relrrlew. III O Aug, 3. i*Cl nrsr Salt Lake City. 1 Premature detonation occurred at underaround (ace durinc charg ing operations while inserting primer cartridge. The cause was not definitely established but could possibly hare resulted from fa) mechanical damaae to detonator white Insertlnf or tamping primer cartridge, (b) stray electric currents. (c> dis charge of static electricity white using plastic tubing to place Aprrimi-reor cartridge In the bole was pneumatically placed In the borehole prior to Insertion Of the capped primer. 1 Premature blast occurred while connecting teg wires of electric detonator cap to firing Hoes. The Injured, while carrying the firing batteries, cried In placing the teg wires to the battery terminal* instead of firing lines. The blast botes were charged with AN-ro with bottom prim ing and detonating fuse con nected to a millisecond-delay electric cap. 0 Lightning detonated C of 103 charged blast holes in so under ground construction project. Blast holes were 3 feet deep In the floor of the drift opening. The blast was Intended to loosen floor rock to Increase drift height. Each hole was bottomprimed with a millisecond-delay electric blasting cap la a dyna mite cartridge and balance charged with AN-ro. The crew was withdrawn when the lightning stores developed. 'Abstracted from unpublished Bureau of Miner report* 46 Minin# indiutry DO INJURY STATISTICS HAVE TO BE DULL? By R. P. WILSON MfT., Safety and Compensation, Oliver Iron Minin* Div., Duluth, Minn. It tui with considerable apprehension that 'r wc, kpen line iqa ti e type > approach I accepted (he assignment to present this taken. i-iper on accident statistics. It it my un- For example: Mine ".V* has one dis Icrstanding that your program committee abling injury*--mine *C" has two. li we say put the finger on me becau-c cf my "ex truae "8" hat 100 per cent more injuries perience." Namely, tor the past -evm years than "A" this i true but. we haven't told i have had the dubious honor oi labulat- the whole story. It could well be that ' in? the accident records of all mining rwa- rane "B" has 10 times the number of work * fames in the Lake Superior district. This ers than docs mine ".A" If that is the i information I have presented a: the an- ease. "B's" accident frequency' rate is 500 I oust meeting of our IsJce Superior Mm*- per cent better. This certainly appears to j 'iirty Council. be a more valid appraisal of (he accident ' Thu conference is held *. Duluth, User, 'tperwace f the two mine*. | tnd it Is generally agreed ,kAt :: ta a fairly '^iite often we see statistics presented 1 .pjod one What makes it zv^d. however bv swans of line graphs. So let's assume, 4 is the fact that nationally known speakers t .r illustrative purposes, that our accident * .ire obtained to address a gathering of 600 rxqocnry rate rose 10 per cent in one j to 700 mine supervisor* im safety and al- vear. Let's presmst this same information | lied subjects. The fact that I have shared three different wavs. 1 the platform with these gtotlccm certainly 1 doesn't prove that my annual pnacnatioca .V* / oi statistics are outstanding or even ordinary Here we lave the whole graph m pro ones, Alt I cm say is that there is con- portion. There Is a zero line at the bottom I iderabte interest in my paper because every for comparison. The frequenc rate is up one attending knows that when I get through the side. The 10 per cent rise looks like they have a real mat in store for than 10 per cent The upward trend is substantial > inr they will be hearing a tine speakebrut perhaps not overwhelming Midi as Fred Smith, Arthur Seeord. G. Herbert True or Dr. Rcxemtcm, to name ( few. t don't think I'm fellsrug you anything nets* when 1 say that statistical presenta tions, be they on accident* or any other -abject, do not go over welL However, .ill of us in safety work are faced with the problem of presenting figures showing man-hours worked, days lost, frequency and Now let's chop off the bottom. .Vo. - Now this looks more serious. The figures and curve are the same. It is the same graph. But you get a different impression. Our accident rate has climbed halfway up the chert ta a year? What looked like a modes! rise in No, I has become, in No. 2, a big one. Now let's try a third method. severity rates, causes, types and much other information connected with accidents and their prevention. It ir most important that we don't "bury" the people wiwm we are trying to inform in a maze of figure*. .Vo. 3 Here wc Itave changed the proportion be tween the ordinate and the abscissa. There's no rule against it and it does give your graph a nicer shape. What we have done Many years ago. Benjamin Disraeli, at here is let every mark up (he side stand that time the Prune Minister of Great for only one-tenth of 'he frequency rate Britain, made a statement which I'm sure that it' did before. There is no question will never die when he said "There are lies, damn lies, and statistics !" Statistics can be misused to prove just about any about tt, this is much more impressive and effective. This could well be called a "Gee- WhU" graph. It tlemands attention. thing an irresponsible person may want to 4? J'"*/ National S`afety Congrett In presenting statistics at safety meetings 1 feet it is most important t show them on a screen with figures large enough so that they can be seen by everyone. 1 don't think there is anything worse titan putting up material that can be read nnlv by peripic in the first few rows. I also think it helps quite a bit to in clude a little humor in the material you present. I guess we are alt agreed that statistic* in themselves are pretty dry tulT. `-o we should try to spice them up a tittle. Mext, it's a big mistake to try to cover too much ground or go into loo much detail. In an oral presentation of accident statistics--boil them down Try to bring out the important facts and quit while you're ahead. If your full report has a jot of material in it provide copies that can be reviewed after the meeting. Finally, try to end your presentation with come kind of a punch line or direct chal lenge to get action. The only reason for presenting statistics is to give the Slew ing group the accident "picture." If it's a good record you want them to keep up the good work. If your accident experi ence is poor you hope the presentation will help stir the group to take corrective action. Now, in hopes of illustrating what I liave Just mentioned. I'd like (o show the I960 accident statistics presented at our last an nul Lake Superior Mines Safety Council Conference. No. 4 Here wc have a Sherlock Holmes type of individual looking through a magnifying glass. You will notice I've used the same approach in .Vo. We want to take a look at nur accident experience. Another idea would be to have someone looking through binoculars, a spy glass or even a key hole? .Vo. 6 Here we are telling the viewing group that the yardsticks of safety performance are the frequency and severity rates. We petl out what each rate means. No. 7 This show* the over-all experience of all mining companies with membership in the Lake Superior Mines Safety Council. This membership last \ear was made up of 24 companies--21 were engaged in mining ore and 3 in the mining of copper. These 24 companies worked a total of 50,970,338 man-hours. There were 678 disihling injuric*. Thee injuries resulted in lime charges ot 112.498 day*. The figure of 112,498 days includes actual calendar days iot -md scheduled charges for perma nent, partial and fatal injuries as set forth in the American Standard Method of Com piling Industrial Injury Rates. Z16.I by the American Standards Association. V 8 This shows the number of fatalities and where they occurred. There were 13 fa talities. There were 3 fatalities in open pits, 9 in underground mines and one fa tality was charged to a non-operating unit. Shops and plants operated for the fourth straight year without a fatal injury. The fatality rate of .26 per million manitours worked is the fourth best recorded. In the years of 1951, 1953 and 1955 we did have lower rates. The lowest rate ever re corded was that of 1955 when it was .17, ,V 9 Here is shown the injury rates for the entire Lake Superior Mines Safety Council membership. The frequency rate of 13JO is about 4 per cent higher than that of the preceding year. However, u represents the third low est rate in 20 years. The severity rate--2207 day* lost or charged per million man-hours worked wa* down 31 p'f cent from 1959. Reviewing our past experience we find that only in 1953 and 1954 did we have lower rates- No. 10 Here we show the I960 accident experi ence in plants. Ore processing plants in the Lake Superior District worked 9.785,518 hours. There were 60 disabling injuries. These injuries resulted in 5.139 days be ing lost or charged. The frequency rate of 6.13 the second best we have ever had. Our best year was t051 when a 5.69 rate was recorded. WlWllW huhxtrv The seventy rate oi 527 t up 14 per icnt from that of the preceding year. No. 11 Here is the accident experience of gen eral shops. They worked a total of 6.691,043 hours. There were 37 disabling injuries which resulted in 1505 days being lot -r Jurged. The frequency rate oi 5 53 i* up 7 per cent from 1959 and is the highest in the past four years. The severity rale of 225 is down about 18 per cent from the previous tear and is the second best in the past twenty. No. 12 This shows the record of *|>en ptt mute*. Open pits worked a total of 13J07J99 hours. There were 87 disabling injuries which re-ulted m time charges of 24.294 days. The frequency rate of 6.59 shows a 9 }r cent improvement over 1959. The severity rate was 1839 which is 22 per cent lower than that of 1959. Ac. 13 This is the experience of the Lake Su(>crior district underground mines last yor. They worked 16,053.114 man-hours. There were 489 disabling injuries which resulted in 75,458 days being lost or charged. The frequency rate of 30.46 is 6 per cent higher than that of 1959. The severity rate of 4701 i 40 per cent lower. Xo. 14 This shows the various t>pe nj opera tions ranked in regard to the frequency of disabling injuries. The best frequency rate was made by general shops with 5JJ d'abltng injuries per million man-hours wf-ked. In econd (dace were plants nith a rate of 6.13. Open pit mines were third best with a rate >if 6.59. In fourth place and a poor last was underground mines with a frequency rate of 30.46. N'ow let's take a "quick** look at the type of accident that occurred most fre quently in plants, shops, open pits and un derground mines. We should keep in mind that here we will be showing "how" the greatest percentage of workers were in jured and not the causes of the accidents. No. 15 In plants the leading or most common type of accident was "falls of persons." This includes tails from delations anti also m ground level. There were 12 disabling tails. These falls made up 20 per cent of all disabling injuries in plains, included acre falls due to tripping over spillage on conveyor walkways, stepping back off unguarded elevated platforms, slipping on icy surfaces and falling into, unprotected pemngs. Falls in plants resulted in 1336 days being tost or charged. In second place were "handling material" .iceideitts. These accounted for 18 per cem 4 the total number nf disabling mjurie.-. In third place was "moving machinery" nith 17 per cem oi the total. These three accident types alone ncrc responsible for 53 per cent of all disabling injuries and 70 per cent of all the days lost or charged. No. 16 fn general slwp* the leading accident type was "falls of persons." There were 11 dis abling falls. These made up 30 per cent >i the total number of disabling injuries and caused 266 day* of lost time. Falling iff an unsecured Udder, falling on icy sur faces in shop areas, and slipping and fall ing while emptying containers and while working on trucks give you some idea a$ to how some shop "fall guys'* were in jured. Close behind "Falls'' were "handling ma terial" accidents which contributed 24 per centnf the total shop injuries. .Vo. 17 In open pits, yes, you guessed it, it wa* 'falls of persons" again leading all other types of accidents. There were 21 dtabling "falls." And due to those falls, 6,755 were lost or charged. Here are some oi the accidents: fell from top of drill mast: tell into improperly covered drill hole: inisstepped from shovel platform and fell, striking shovel pads; fell off truck fender while pouring oil in engine, fell down steps of refueling building: tell while getting down from road grader, etc Falls in open pits made up 24 per cent m all disabling injuries. W6t Xnlional Safely t impress .Vo. IS tn underground mines, like m all other operations it was "falls of persons'* that lead all other tvpes. There were 71 dis abling "falls.** These falls made up 15 per eent of the total number of injuries and resulted in 3.855 days of lost time. "Falls and slides of ground" were in second place with 59 accidents and time charges of 27,775 days. These accidents made up 12 per cent of the total. In third place was "handling material'* mishaps which totaled 44. These resulted in 1.119 days being lost or charged and made up 9 per cent of the total. .Vo. 70*--All operations A total of 117 workers in Lake Superior area mines, shops and plants "fell down" on the job last year. These falls were responsible for 18,250 days of lost time and nude up 17 per cent of the total. Now it should be a well known fact that "falls'* are second only to traffic accidents as the cause of accidental deaths in this country. It is estimated that every day 55 people are killed by falls. "Falls'* are the most frequent cause of industrial in juries and, as I have pointed out an tills and on many previous occasions when re viewing our annual statistics, "falls" are the leading cause of injuries in mining operations m the Lake Superior district. The causes of "falls" are usually the obvious things that we alt know about. But "knowing is not enough*`--to reduce "falls of persons" accidents what is needed is a much more concentrated safety effort by all companies to: 1. Improve housekeeping standards. 2. Emphasize and re-emphasize to all workers the fallacy of using defective and improvised platforms and stagings. 3. Get prompt action in protecting floor openings, open drill holes, excavations, etc 4. Stress and restress every phase of correct ladder usage. 5. Provide sufficient illumination. 6. Take care of icy walkways, step* and platforms before workers get hurt. 7, Provide hand holds and grab irons to the practical degree to aid workers in getting on and off equipment safely. 8, Analyze all work procedures to de termine the "fair hazard. Take corrective action promptly if a safer work method is indicated 9, Make every worker aware o< the fact that one out of every five--20 per cent of all injuries in Lake Superior area mines, plants and shops are caused by "falls of persons!*' Do everything possible to get him to think twice--so he won't fail once' Well there you have it. A brief review .i the accident experience * the Lake Superior district mines m lVoO. The full report which contains 32 tables is printed in the proceedings and copies are furnished io all persons who attended the conference. In closing out the presentation I generally have something like this Supervisor's Safety Creed to wind it up. 1 I must liave the proper altitude. When t see an unsafe act I will discuss it im mediately with those who performed it. I will look constantly for a safer way in which will do the work. 2. At all meetings with my men, 1 will listen to the worker's point of view. 1 will make certain that all workers are aware of the safety rules that apply to their iobs and that they understand them. 3. I will observe the work habits of ex perienced as well as new transferred em ployees. Wherever necessary', I will review and re-emphasue the importance of my company's safety program. 4. I will accept my rightful safety re sponsibility. I will not assume that people working for me know or have been told. It is my job to know tliat they know. 1 wilt not assume that safety will take care of itself. I will not assume tliat I can get by today. Instead, 1 will teach, I will show, 1 will repeat and when necessary. I will act promptly to eliminate physical hazards and correct unsafe act*. 5. In alt matters of job safety instruc tion, I wilt say what ! mean and---I will mean what I say. SUPERVISORY SAFETY TRAINING PROGRAMS FOR THE MINING INDUSTRY Bjr HAROLD L. BARE Asst, to Management's Representative, Bethlehem-Cornwall Corp. Morgantown, Pa. , Supervisory safety training is a worth- Most mute managers, it akcd whether viiite investment lor any mining company, their organizations had a supervisory safety ,nd it should be a ba-ic pan of the safety training program, would unhesitatingly an .ctivity oi all mining companies, from the swer in the affirmative. Upon investigation, -mall concern cmploving a few supervisors most of the programs would turn out to and less than one hundred men to large be composed of first aid training and mine mines with thousands of employees, hun rescue training courses in which the su dreds of supervisors and a special safety pervisors participate. Relatively few min department. Supervisory safety training may ing companies have developed their safety he likened to a seed which, properly planted training program* beyond this point. What n<i nourished in the supervisor, blossoms about your company? torih in the safe attitudes and work prac- It may very properly be pointed out that j iiecs of the ten, twenty, or thirty employees first aid and mine rescue training is defi I -thorn the foreman supervises. nitely safety training and further that it ! Even though supervisory safety training ibouid justifiably be classed ;>s supervisory \ -an pay numerous dividends in areas other safety training because the supervisory force '.ban safety', many mining companies, es participate in the program and otten fur- pecially the smaller one*, dr, little or no tushes the instructors. But does this realty -upervisory safety training because there comprise a supervisory safetv training pro is no course or program tailored for train- gram? > mg mine supervisors. Most supervisory* : ; raining courses and materials are general in nature and utilize factory type situa tions for examples or ilustrations. Even it were pracucai, it would be very diffi cult to devise a supervisory' safety train ing program that would be acceptable to all mining companies, because of the di versity of mining method*, terminology and vork practices. Since supervisory safety training dais Aith universal principles which may be ap plied in any industry-, it is to the advantage ,i every organization t>, utilize available This question can be answered best by defining the term, "supervisory safety train ing program." It may Lc defined as a "plan to (rain supervisors in the art of accident prevention." A supervisory' safety training program will contain all of the following components: 1. It will be a planned program. 2, It will consist of a comprehensive study of safety problems, rather than just one or two areas of safety. 3. Program material will he de-tgnt-d primariiy for tu|>crviors. upervisory' safety training materials and adapt them as required to meet the spe- 4, The primary objective of the program will be to motivate, and to enable, the inc needs of the organization. It Is my intent to suggest a range of upervisory safety training activities that aiU enable practically any mining company supervisor to transmit the idea of safety to others father than just to instill the idea of safety in the individ ual supervisor. ;o engage in some supervisory safety train From the foregoing, it should be readily ing, despite varying operating, financial and apparent that first aid and mine rescue other restrictions. training, white essential components of a UOES YOUR COMPANY REALLY program; do not of themselves comprise a supervisory safety training program. HAVE A SUPERVISORY SAFETY Therefore, if your company is currently TRAINING PROGRAM? engaged in a program that meets all four 1061 Xaliow! Viifety C onyrcss of the conditions listed above, it really does have a supervisory safety training program. If your company's training activities for supervisors do not meet the test of those tour conditions, your organisation is not utilizing supervisory safety training, a toot that will help to reduce accidents, im prove production, and cut costs. HOW YOUR COMPANY CAN VRRANGE TIME FOR SUPERVISORY SAFETY TRAINING. Perhaps the most frequent reasons given by members ot management tor not ini tiating a supervisory safety training pro gram are the lack of time to devote to training and the difficulty in assembling a sufficient number of supervisors for group meetings over a period of time in order t/ conduct training. Managers arc human, of course, and like most people, they oiten cannot find time for things in which they liave only an in direct interest In many cases, therefore, what it required is an abiding belief by management in the value and benefits of -upervisory safety training. Once manage ment has attained a sincere desire to tram supervisors in the promotion of safety, it is surprising how easily the obstacles of jack of time and the difficulty in getting upervisors together ran be overcome. Therefore, one way to arrange time for supervisory' safety training is for manage ment to harbor a conviction that supervisory training is a valuable tool that will pay divideids in accident prevention, produc tion, and cost reduction. If management has this attitude, training time will acquire a priority on the organization's activity sched ule. There are, however, organizations where the management has a sincere interest in supervisory safety training, but because of supervisors' shift schedules, finds it difficult to arrange suitable time for training. There are several suggestions which may be con sidered to alleviate this situation. For instance, training sessions could be scheduled for off-shift periods, such as eve nings or weekends, when a majority of the supervisors would be available. If these meetings were to be scheduled on a monthly basis, it would not be too great an impo sition on the free time of supervision, al though some companies might and it ad visable to pay their supervisors for such meetings. If it is desirable to hold training session* during normally scheduled working hour*, regular supervisors might be replaced for . few hours each month by -ubstituu supervisors such as those normally use*: during vacation periods. Depending on cir cumstances, it might be practical to held oening meetings when most supervisors lire not scheduled and replace with substi tutes those supervisors who are on shift. If it is not feasible to hold separate meetings for supervisory safety training, thought should be given to the utilization ot a portion oi other regularly scheduled meetings for this purpose. Tliis type of iraining is suitable for inclusion in any safety meeting, but it should also be con sidered as a valid portion of a production < r operations meeting, since safety training definitely affects both of these areas. Uany wpniwtiwu who hold regular forcmca's meetings often show films as a {art, or as an added entertainment feature, of the meetings. This offers a way to in troduce supervisory saiety training without scheduling additional meetings. Simply sched ule safety training films and your super visors wiU continue to be entertained and they will also be trained at the same time. Of course, the program should later be broadened to include other aspects of su pervisory training. An opportunity for supervisory safely training which is overlooked by many mine managers is the use of periods of reduced operations for training sessions. Many companics periodically find it economically ne cessary to schedule mine operations for a three or four day week, but as a matter of company policy, salaried supervisors are usually scheduled for a five day week. The non-operating day of each short-time work week provides an excellent opportunity for supervisory safety training sessions, es pecially since the usual excises, such as interfering with production, lack of time, and the difficulty of getting supervisors together, have no validity. Since these spe cific training opportunities occur as a re sult of economic conditions, and are not prearranged, it is important that a super visory training program be planned in ad- 52 1 i xace so that it can immediately be put _r,o effect when the opportunity occurs. It oo preplanning is done, these training j'poftumries slip past because when a pc *4 of reduced operations does occur, the v-hc'hile is oftoi back to normal by the --X a program is planned and training -^:rruJ (-burned. However, it plans are -t* aad training material is acquired in *ivaaee. a supervisory training program js be j:u:u:cd during the first week oi t penud of reduced operations, thereby ukln* advantage of an excellent opportunity :.r supervisory safety training. Several proposals have been considered which can atd companies in the scheduling i supervisory saiety training sessions. If ynr company ts not now engaged in a $u -vrvuory safety training program, one of these methods should be adequate for use r adaptation in order to initiate a program in nxir company. It all boils down to-- "Where there's a will, there's a way." SELECTION AND USE OF A SUPERVISORY SAFETY TRAINING PROGRAM FOR YOUR COMPANY. Although some sort of supervisory train ing program can be devised to fit in with `he Limitations imposed by size, schedules, < r operating problems, it goes without say.fig that every mine cannot, for various reason*, set up a full fledged training pro gram. But cv. mine can set up a program \n which its supervisors will get some su pervisory safety training. Listed below are a number of proposed raining ideas arranged to suit varying 'onditiotu and operating requirements. If there U no current supervisory safety train ing program in your company, one of the proposed programs should fit your situadon. Unless otherwise indicated, al! train ing materials are available from the Na* *kJ Safety Council. I. Program for Mines Which Have No Opportunity for Group Training (Small plants or mines which do ooc bold meetings or those which have '.or or two supervisors in a number of isolated locations) a. Foreman's Home Study Course. b. Monthly Mailing or Distribution of the Following Pamphlets: Mining Industry t. Psycholog> of Safety in Super visionSet of Six Booklets by Dr. J. L. Rosenstein. 2. Personal Development Senes-- Set ot Six Pamphlets contain ing talks given at the Early Morning Sessions of the last six National Safety Congresses, d, Men and Motives in Safety Su pervision-- Set of Six Booklets by Glenn F. Griffin. e. Subscription to the "Industrial Su pervisor" for each supervisor. 2. Program for Mines Which Have Lim ited Opportunity for Group Training (Plants or mines which have toremen's meetings on a weekly, bi weekly or monthly basis) Many medium-sized plants assemble most of their supervisory force at more or less regular intervals for op erations, safety, or combined safetyoperations meetings. If no other train ing opportunity exists, portions of these meetings can profitably be allotted to supervisory' safety training. a. Supervisory Safety Training Course Based on "Supervisors Safety Man ual" Requires approximately 40 min utes of each meeting. Assign a chapter for reading prior to the meeting and have each su pervisor complete the quiz, as given in the Instructors Guide, for the assigned chapter. Have the quizzes * corrected during the meeting anti discuss the questions at the end of the meeting to make sure all su pervisors know the correct answers. The "Supervisors Safety Manual" can be covered in twelve meetings using this method. b. Foreman's Home Study Course Supervisors can be enrolled as a group and assigned lessons from the "Supervisors Safety Manual" .on a group basis. Examinations, which are more comprehensive than m "a," can be completed by the individuals and sent in a group to the National Safety Council for Si 1961 National Safety Congress correction. Completed examination* can be corrected and returned in time for discussion at the next monthly meetings c. Mai and Motive* in Safety Super vision- Set of Six Booklets by Glenn F, Gridin. Leader's Training Guide available. Assign one booklet for reading prior to each meeting. Discus* subject during meeting. d. Supervisory Safety Training Mo tion Pictures I N'o One Else Can Do It 2. Fact Finding, N'ot Fault Finding X Foresight--Not Hindsight 4. What They Don't Know Can Hurt *. Call 'em on the Carpet 6. It's an Order 7, Fragile--Handle Feelings with Care X, Let's Talk About Safely 9. Take a Talkie Break 10. Setting `Em Straight U, Let Everyone Help 12, Knowing's Not Enough (Avail able from United States Sleet Corporation) 3 Program for Mines Which Can Sched ule Group Training Session* for Su pervisors on a Regular Basis a. Supervisory Safety Training Course based on "Supervisors Safety Man ual"-- Eighteen class hours based on twelve or more weekly classes. Instructors Guide available. b. Meta! Mines Acddent Prevention Course-- Can be arranged through L. S. Bureau of Mine* District Health and Safety Offices. c. Men and Motives in Safety Supervision Set of Six Booklets by Glenn FGriffin. Use a* course of six class hour*. Leader's Training Guide available. d. Supervisory Safety Training Course* offered by some State or Provincial Industrial Commissions. Example: "J" course* in Canada. e. 5upervisoo Safety Training Courses which may be offered by your Workmen's Compensation Insurance carrier or your Mining Association. f. Review of your state or provincial mining act g. Review of your company safety rules. It. First Aid Training Courses (Can be arranged through the .American Red Cross, U. S. Bureau of Mines District Health and Safety Offices or the St John's Ambulance Corps). t. Mine Rescue Training Course (Can be arranged through state or pro vincial Department of Mines). j. Specific training programs developed by your Company Safety Depart ment k. Preparation and use of Job Safety Analyses. l. Arrange for a professional safety man to accompany the individual supervisor during his regular shift to give him on-the-job training from the viewpoint of professional safety personnel. Although any company which uses these training ideas will find it difficult to measure their effectiveness, it is safe to say that *upervisory training will result in the estab lishment of safer attitudes and work habits among the company's employees, and that he training can also be counted on to pay additional dividends in the form of fewer accidents, improved production and reduced costs. Mining Industry NOISE ABATEMENT AT MINES AND QUARRIES By JAMES H. BOTSFORD Noise Control Engn Bethlehem Steel Co., Bethlehem. Pa. N'oise has been an accepted part of the industrial environment for many years. Worker* seldom complained about the noise rfiftociaied wuh their occupations and in only -i tew* instance! was much consideration given to noise abatement. Hut with the <prcading knowledge that sufficient exposure to excessive noise may impair hearing, an impairment which many jurisdictions have held *> be a compensable occupational dis ease, noise and its abatement i currently receiving a great deal of attention KaiM from certain equipment and opera tions has been more or less effectively con trolled as some examples to be presented later will show. But there are many ma chines including some used in mining op erations which are quite noisy and on which little control effort seems to have been spent. In mining, as in other industries, the ten dency over the years has been toward in creased production through use of larger, taster, more powerful equipment which, un fortunately, is also noisier in many cases. It is usually difficult to quiet equipment which was designed without regard for the noise produced as seems to be the case with but few exceptions. Therefore, noise M-ntrol devices of sweeping application in mining cannot be presented here as the tide of this paper might lead some to ex[xct. This paper must be limited to presen tation of some fundamentals of noise nec essary for an understanding of the problem, tr. descriptions of some mine noise control effort* which are in progress or completed and to some suggestions for approaching mine noise control in the future. .Xoue and Noise .Measurement N'otse has been defined as "unwanted jmnd" Physically, sound is a slight vari ation in atmospheric pressure which re curs quite rapidly. This pressure variation f-m be described in terms of its two physi cal attributes, the magnitude of the pres sure variation and the rate of recurrence. The extent of the variation from atmos; 'eric pressure due to a sound wave is generally referred to as the "sound pressure" Mi the rate of recurrence of the variation u called the "frequency." As the sound pressure increases, a sound becomes louder; and as the frequency increases, the pitch becomes higher. Noise is measured with a sound level meter The sound level meter consists of .t microphone and an alternating current voltmeter. The microphone generates a volt age which is a replica of the pressure vari ation associated with the sound. This al ternating voltage ts measured by (he voltmeter which is provided with a rangeselecting switch to permit measurement of sound pressures over a wide pressure range. The meter is calibrated to indicate sound level m decibels (abbreviated db) which is a togantiunic function of the sound pressure. Three weighting networks are provided in an attempt to obtain readings propor tional to the subjective loudness of the sound to the human ear but the correla tion of meter readings with loudness is so poor that the weighting networks are sel dom used for this purpose Usually read ings are taken using the "C" or `'fiat" network with which the meter indication ts essentially independent of frequency throughout the audible frequency range (ap proximately 20 to 10,000 cycles per sec ond). Sound level meters are manufactured and calibrated to the specifications of the American Standard* Association. The levels of some familiar sound* are indicated next, ranging from the threshold of'audibility to the thre*hold of pain. Elec tric welding produces about the same overall sound level as that found inside an auto in city traffic and the level `inside an air liner is the same as that inside a crushing and screening plant. From experience, these sounds are quite different subjectively but this difference ts not apparent from the overall sound level. To measure the differ ence which the ear detects, it is necessary to determine the intensities and frequencies of the components of the sound using a sound ahalyzer. The sound analyzer most commonly used U the octave-band noise analyzer. When connected to the sound-level meter, this 55 1961 National Softly Congress instrument resolves the sound into eight contiguous frequency bands which cover the audible frequency range, and allows de termination of the sound level in each band. One band covers the range 20 to 75 cps; when set to "pass" this range of frequen cies, the aggregate level of those components having frequencies between 20 and 75 cps is registered and alt other components are ignored. Another band covers the range 75 to 150 cps and permits determination of the Miund level in this frequency range with out regard for components of other fre quencies. A third band covers ihe range 150 to 300 cps, etc. in this fashion it is possible to "break down" a noise into eight bands which indicate how the sound energy ts distributed with respect to frequency. Octave-band analysis are usually plotted on a chart. Intensity is plotted on the verti cal scale for the various bands sltown on the horizontal scale. Several analyses of fa miliar sounds show that the overall noise levels are much the same but that the octave band analysis curves vary widely in dicating differences in sound pitch and qual ity which the ear detects. Further information on noise, noise meas urement and related topics may be iound in handbooks.*1 .Voire Abatement Octave band analyses of noises at some typical mining operations indicate the range of noise levels encountered and, depending on the noise control adopted, the magnitude of the noise reduction problem. A fairly thorough search of the literature has un covered very little published information on this subject. There is evidence that noise abatement work ts ia progress at several locations but the results of this research liave not yet beta released to printed form. Therefore, it is possible to give solutions to only a few mine noise problems and to indicate what is being done on others. Pneumatic rock drills are probably the noisiest equipment used in mines and have received more attention in the literature than other sources. Chaffee* discussed gen eration of noise by* rotary, piston and per cussion type tools pointing out that most of the noise comes from the exhaust FUher* focmd that rock drills produced noise levels 5 to 6 db higher underground than in open air and that the underground noise levels increase considerably as the cross sectional area of the workings de crease. Tool noise levei was observed to decrease slightly after the drill steel pene trated the rock; tool noise also decreased 1 to -3 db for each Kg/em* (14.2 psi.) reduction in compressed air pressure. Holdo* began rock drill noise control efforts by investigating the noise produced by a standard percussion rock drill manu factured in Sweden which delivers about 3j horsepower to the drill steel. He found that .08 per cent of this energy was converted to noise producing a nm-c level of 119 db one meter behind the drill in nor mal drifting operations. Attachment of an exltaust hose and special muffler to the drill reduced the noise level to 110 db. From these measurements he calculated that 87.5 per cent of the drilling noise energy was due to air exhaust and 12.5 per cent was due to impacts in the drill and on the drill steel Another investigator* has found that a drifter manufactured in the United States produced a noise levei of 114 db alongside the drill at 2 ft. when operating in the laboratory with no drill stecL The noise level was reduced to 103 db when the main exhaust was muffled and to 101 db when the two remaining points ot air escape were muffled. These measurement* indicate that mechanical noise of the drill alone ac counts for about three per cent of the total noise energy. A Russian investigator' of noise reduc tion in drilling machines reports that the main sources of noise during drilling are exhaust of used compressed air, vibration of drilling steel and impacts of parts in the drilling machine- These noises can be reduced by built-in and external exhaust mufflers, low-noise drilling rods and sound insulation of the body of the machine. Rod noise can be reduced by damping vibration* and by insulation. The same investigator reported later* on the development of mufflers for manual drills and stopers which reduced noise tevels 17 to 20 decibels. These mufflers were at tached to the drills through vibration iso lators, were covered with rubber to re duce vibration and were designed to enclose noisy Parts of the drills. 56 Mining Industry Rowell* has measured noise in collieries in parts, fabricated irom vibration damping England and reported that he was proceed alloys, were substituted for the standard ing on the application of noise suppression steel parts. Findings obtained from this step techniques in mining machinery and opera and the preceding one indicate the avenues tions. Some of his developments may be of attack that could be employed in the applicable to equipment used in hard rock development of methods and devices for mines. From these reports, it appears that reducing drill noise. percussion rock drill noise is composed mainly of exhaust noise which can be muffled but that mechanical noise emanating from the drill casing and rod must be con trolled if drilling noise is w k reduced by mure titan about 10 <ib. "Investigations conducted to develop noise attenuating methods and devices include (1) the application of the principles of sound cancellation to a study involving the op eration rtf two or more drills simultaneously, (2) design and utilization of laboratory The United Scales Bureau of Mines is models which simulate the acoustical prop `inducting a rock drill noise reduction pro erties of the exhaust systems found in gram which the principal investigator de pneumatic drills, and (3) trecfield sound scribes" as follows: measurements conducted in an ancchoic "The United States Bureau of Mines is chamber. l conducting an investigation . pneumatic "At the present time research is directed rock drill noise at iU Roll* Office of Min toward the development of noise attenuating ing Research which is located ai Rolls. Mo. exhaust devices for pneumatic drills and The objectives of this research program an investigation to determine if the noise -re to (1) develop methods and devices levels can be reduced by modifying the that will abate the high intensity noise design of the exhaust ports. The approach generated by pneumatic rock drills and other to tliis research is based on the principles mine equipment, (2) obtain fundamental and applications of dynamical analogies. technical data and information that can be The procedure used is to (l) develop ..pphed to the investigation of noise prob acoustical networks of the devices, (2) con lems occurring in the mining industry, and struct analogous electrical networks, (3) (J) translate the findings of the research determine and solve the electrical circuit ttuo recommendations for practical applica- that satisfies the conditions of the design iv ns in the mining industry. Descriptions goals. (4) convert the electrical answers f the research conducted and the findings into acoustical networks, (5) fabricate the `.btamed therefrom will be published in Bu developed noise attenuation devices, and (t>) reau manuscripts as the material becomes determine the performance of the devices available. Publication of the first paper on on operating drills. he noise abatement study is scheduled for When a sound measurement is made of this year. a rock drill operated with a muitler at "The first step in the research program as a determination of (1) the physical raoteristics of the drill noise. (2) sources i the drill noise, and <3) environmental ' -nditions in which the noise exists. Sound measurements were made of the overall 'vise levels of drills operated tn a quarry -->4 in underground mine workings. Analyses tached to the exhaust ports, the instruments used in the measurement are a 1/3 octave band audio spectrometer connected to a high speed level recorder. Gauges are used to record the air line pressure at the drill and any backpressure that may be built up when the drills are operated with muf flers,** i the tape recorded sound levels were con- 'acted m the sound laboratory to obtain '.he frequency spectra. Noise reduction cri*~a were established from data obtained *, this study. Regarding rotary diamond drills, a noise reduction of 8 db was obtained through use of an exhaust hose and muffler. The muffler used was designed (or silencing high velocity air exhausts; greater noise "The next step was to repeat the sound reduction would probably be obtained with -waMcranests when the same drills were a muffler designed to suppress pulsations. -erased wish muffling devices attached to Some drill manufacturers have directed ' -e exhaust Ports, and when various drill their attention toward abatement of rock 57 1961 National Safety Congress drill noise. One nuinmacturer on supply i "rubber-muffler'' tut use on any of hi* diamond dnlls which is reported lo re duce operating noise considerably. Another supplier offers a "muffler cover" tor jack hammers which encloses the drill in a fabric bag lined with sound absorbing material to reduce exhaust and mechanical noise at the same time. One spokesman in the pneu matic tool mdustr>* feel* that increasingly quiet tools can and will be provided to meet the ever stricter requirements of industry in general. Thus it appears that rock drill notse has been studied, that the sources of noise are recognized and the methods oi con trolling them understood and that efforts to find practical means of reducing rock drill noise are continuing. However, general solutions have not been developed yet. There is little the user can do to reduce drill noise because drill design usually makes it difficult or impossible to attach mufflers or other noise control devices. The manu facturers alone are in a position to pro vide quieter drills and, no doubt, w'ill do so when customers demand them. Crushing and screening plants are also noisy ramieg operations and Hoftiezer*1 has reported some noise control methods. In gyratory crushers, and old truck tire can be used for * spreader at the top to etimi. nate the noise produced when rock strikes a steel spreader. Noise is also radiated from the top opening of the crusher which can be prevented by covering the opening. The side walls of the crusher vibrate during crushing and radiate noise which can be reduced by enclosure where practical. Crush ing plants which leave most of the crusher outside the building are quieter inside than where all equipment is contained in the building. Perhaps the simplest method of protecting operators from crushing plant noise is to provide sound proof control fiiomi Rock tailing into chutes produces noise which can be reduced by some form of cushioning. Two steel plates were positioned at a conveyor discharge so that rock piled up on the plates before falling into the chute. This rock cushion reduced the noise level from 118 db to 103 db and increased the service life of wear plates m the chutes. An old piece of belting hung at the dissharge of a conveyor to prevent the rock 58 from sinking the steel plate behind it reduced the nouc level from lt)6 db to W db. A chute at the discharge of a conveyor was lined with rubber to reduce noise. Gaskets of vibration damping felt were in stalled behind wear plates in chutes on the theory that impacts would be cushioned and wall vibration reduced by damping. Little none reduction was achieved but breakage of wear plates was lessened noliceably. Another approach to crushing plant noise runtroi which has been used is to prevent reverberant build-up of noise levels by pro viding sound absorbing interior surfaces. The interior panel of an insulated metal curtain wall has been perforated to expose the glass fiber thermal insulation so that its sound absorbing capacity may be utilized. The vapor barrier was placed in the center >1 (he insulation rather than at the usual location next to the interior panel in order to avoid blocking the perforations with the vapor barrier. It is estimated that the crush ing plant where walls of this design are bring applied will be eight decibels quieter as a result of tins simple, mexpen-ivr vari ation of conventional construction. Many types of self-propelled equipment produce excessive noise at the operator's location. Trucks, end loader-, tractors, grader'*, earth movers, drills, shovels, etc., may, depending on design and mechanical condition, fall into this category. The dis cussion which lollows outlines methods of noise reduction, some of which are applica ble to all such equipment whether it be powered by internal combustion or elec tric motors. Some of the suggestion* may also be applied to trailcr.mountcd com pressors, pumps or generator* Exhaust noise predominates in trucks and other types of equipment powered by in ternal combustion engines. Frequently, ex haust mufflers are inadequate or are not used at all. Mufflers may become ineffective through deterioration of the exhaust system or deliberate destruction of the interior flanges or baffles of the mufflers. Modifi cation of the exhaust system may be un dertaken on the assumption that signifiram increases in power, engine life, and fuel economy follow from the reduced back pressures. While these effects are present, there are misconceptions of the degrees t>< which they obtain. Mining Industry 1 Adequate exhaust mufflers are available stroy the porosity of the blanket on which " but muffler i*e rather than performance the sound absorbing capacity dcpmds Where j attainable is the limiting factor in apphea- the lining is likely to be bumped or gouged, j non*. The volume of an adequate muffler a protective facing of screen, expanded | ranges from four to eight times engine metal, perforated metal or other material ; displacement and installation may require having at least 10 per cent open area is ! rearrangement of the exhaust piping. Rec- required. ] ommendations of the engine manufacturer Attachment of the blanket to the surface i should be obtained when considering bn- may be accomplished with adhesive or bv | proved exhaust muffling. Muffler manulac- mechanical method*. Fasteners designed for | turer* can also recommend a suitable muffler attachment of thermal insulation could be for each engine type. used to attach the blanket and any cover Installation of supercharges powered by Kit exhaust driven turbine -educes exhaust muse but experience to da* indicates that additional noise reduction measures are nce*ary to obtain acceptable noise levels. Engine compartment noise may be pro duced bv the engine itself, the cooling ian, the air intake or engine accessories. Each of these sources present* a problem which likely t* too complicated fur a user to solve. If one -trclt source is an outstanding noise producer, the engine manufacturer's advice ott quieting should be solicited. Engine com partment noise may be reduced by pro viding a sound-absorbing lining constructed according to instructions given later. Trans mission of engine compartment noise to the operator's position may be minimized by reducing the size of any openings in the separating wall to a minimum. Operator'* cab rmi*e may be reduced by provision i fe sound-absorbing lining on a* large a portion of the cab interior sur face as i practical. The lining should con sist of a fiber glass blanket attached to the interior surfaces of the cab and covered by a suitable protective facing if necessary'The fiberglass blanket should be at least ing or protective lacing required. The sound absorbing capacity of the lining will be essentially unaffected if the blanket is com pressed by the protective facing where it t>a*scs over projections or if there are air spaces behind the blanket or between the blanket and facing. Electric motor-generator sets used ui -hove)* may be equipped with noisv cool ing fans. The m-ise from these sources may be reduced by (1) ducting the motor >>r generator cooling air inlet and discharge to the outside, (2) installation of ventilating duct silencers on the inlet and discharge. (3) construction of partial enclosures lined with sound absorbing material. Also, the machinery compartment may be lined with sound absorbing material as described above. In purchasing new equipment, the ven dor should be asked to supply octave band noise levels under operating condition* in the areas to be occupied by employees m order to determine whether hazardous noise exposures are likely to e*it. The vendor might also be asked to bid on the equip ment with noise control devices such as adequate mufflers provided, giving the noise data applicable to these conditions. \S ith these data at hand, noise exposure may 1J4* thick and of any density. Where the blanket must be flexible enough to fit con tours, the density should not exceed 2.5 or 3 pcf. A covering of cloth may be desirable to prevent shedding of glass fibers or dislodging of trapped dust by vibration. he given due consideration in making a selection from the several piece* of equip ment offered. Air exhaust noise ran be reduced rather simply in many cases. A drill sharpener was fitted with a two inch pipe - carry Fiberglass blankets designed for use in the exhaust outside the shop; this simple ventilating ducts are available W'ith a spe alteration reduced the noise level from 122 cial coating of neoprene or other material on the exposed face to prevent erosion, and such duct lining material could be used without the cloth covering and, perhaps, db to 102 db- The shank hammer of the same sharpener was fitted with a hose to carry the exhaust outside the building which reduced the noise Icvct from 125 db to even without a protective facing. Facings 103 db. of paper, foil, plastic, canvas or any non- Where air is discharged at high velocity porous material are unsuitable as they de as from pneumatic cylinders, high turbulence 59 1961 National Safety Congress i created in the regton where the jet mixes with the relatively still room air -resulting in the familiar hissing noise, which becomes intense for large jets. The muffler designed to quiet such high velocity ex hausts by spreading the flow over a large *rea permitting discharge to the room at l`>w velocity. Air enters through the threaded fitting, passes vanes which spread the air stream, expands through a deflector and diffuses into the room through a porous disseminator, Using this type muffler, noie reductions exceeding 20 db have been obtained which are usually enough to make the exhaust inaudible in the presence of noises from "flier sources, A muffler Is available to fit each standard pipe size from $4 inch lo 6 inches; when the proper size is used, flow is reduced only 3 per cent. The muffler will reduce the noise of pulsating exhausts Mich as from air motor* but is less effective Ilian a good automotive type muffler con taining constrictions and expansion chambers. Ventilating systems in mines can be noisy; an interesting case was found in a tem porary* system powered by a reversible posi tive displacement blower. An 18-inch steel fine was used to provide air during drill ing or exhaust air after blasting at the fact about JOOO (eat from the blower. When supplying air to the face an intense ham mering ooise was noticed along most of the pipe which was not present while ex hausting blast gases. The noise level wa- measured along the haulage way at various distances from the blower while supplying air to the face. It was seen that the overall noise level dropped slightly cm moving away from the blower and then rose abruptly to a maximum at a distance of 240 feet- From this point, the noise fell off gradually with distance until at 2750 feet it died out almost as abruptly as it had started. This behavior was not due to vibration transmitted along the pipe walls or to pres ence of other noise sources in the haulage way. Rather, the intense pressure pulsation* at the blower discharge developed into shock waves after traveling a distance ot 240 feet along the pipe. The hock waves were transmitted along the pipe for about 2500 feet before they died out as a result of nmd energy loss to the pipe walls. The need for a muffler was obvious but space limitations ruled out the use of certain types. Alter much consideration, an air conditioning duct silencer, consisting of a resonator with a section t either end con taining sound absorbing splitters, was chosen. The muffler was installed 170 feet from the blower the haulage way noise levels after installation of the muffler was plotted- The noise level rises near the muffler due to sound radiation from the muffler walls. A weaker 'hock wave wn* formed at 240 feet from the blower which died out after traveling about 600 feet down the pipe. These effects are more pronounced in the plot of none levels in the 300 to 600 eps band. Although the shock wave noise could not he eliminated entirely due to ihr size restrictions on the muffler, the situation was much improved by the muffler insulted. /Vanning for Less Noise Excessive plant noise can best !>c avoided by considering probable noise levels at the planning stage. Vendors should be advised that noise is a factor to be cnttudered in 'election of equipment for purchase and be asked to provide information on the noise output of equipment along with bidf. Noise specifications have been used success fully to obtain quiet equipment. Jr h.vs been found that higher priced but quieter equipment is sometime* more economical than lower priced but noisy competitors when the cost of noise control for the latter is considered. It is believed that vendors will respond favorably when they team that customers want quiet equipment nnd are willing to make some sacrifices to get it. Plant layout and construction can also be conducted so as to avoid noise problem* Noisiest operations may be grouped together and isolated from the rest of the plant. Sound absorbing materials may be u*ed in building construction to prevent reverberant build-up of sound energy. Bare cinder block walls absorb about five to ten times as much sound as bride, steel or asbestos cement board. Acoustical form board i* available for fabrication of built-up gypsum roofs which absorb sound effectively and insulate at the same lime. Some of the in sulated metal curtain wall* are available with the interior panels perforated to uti lize the sound absorbing capacity of the insulating material Where high noise levels 60 Milting industry .ire unavoidable, enclosed control stations >uy be provided for the operators. A sound absorbing roof deck was installed on a new null building. The plank is com posed of wood fiber held together with a cement binder and is fireproof. It can be erected rapidly using clips for attachment I,-, box-section sub-purlins. The material j ,it*o available in panels for curtain wan con- .truction. Architectural supplies catalogs list many sound absorbing materials suitable fur industrial building construction which per mit economical reduction of industrial noir Objectionable noise is a by-product of "me operation* ui almost every industry. Practical control measures are not easy to develop and few ready-made solutions are .nailable. Control of noise at existing op* orations is the problem of operating manage ment which is best solved by the coopera tive efforts of engineering, operating, safety and medical personnel. Control of noise from new equipment is the problem of the manufacturer who must Ik assured of the market for quieter equip ment for quieter equipment before the cost .i necessary modifications can be assumed. Safety engineers must make operating man- .'HTimt and vendor* aware ni the noise problem now if solutions are to be reached m the near future. jubtersnces 1. Industrial Noise Manual, American Indus- 2 C, M. Harris, Handbook ot Noise Control. MeOraw HJIl Book Company. .New torn. 1967 3. tv C. Chatfe*. Reduction of Kota* In In dustrial Pneumatic Tools, Nolle Control, vol. Ul, March, t*5. p l-A CT i ir. C Dstier. Noise Caused by Roekdrillmg Depends on Working Conditions, Compressed Air Comments No. t/193 i. J. Holdo. Energy Consumed by Rotk Drill Noise. Mining Magazine, V 99. N t. August. 0 734 , Private communication from A. U Cudaorth. Research Center, Liberty Mutual Insurance Company. Ilopklnton. Mas*. 7 B. la. Konacral. R*ducVng Nolle When Drilling with Perforator* (in Russian). Corny Zhurnal, r. 134, n 1. fan., 196S, p tfl-tf J. B la. Kon&grai. Drills Which Operate with Minimum Not"* tin Russian), coruyt Zhui-nal, March. JMO. r IS*, n i, p (7 9, VV, K. Powell, Assessment of Noise in Collieries, Insta. Min. Engrs.. Trans, r 116. pt l Oct., lftdd. p 21-39, discussion 39-42 >0. Private communication from W. C. Miller. Offlee or Mining Research. U. 8. Bureau of Mines. Rolls. Missouri 11. A. B. Hottlezer, Practical Aspects of Noise Control In Crushed Stone Plants, Pit and Quarry, r 47 n 11. May. 1955. p 71-9. R EAR PROTECTION AND AUDIOMETRIC EXAMINATION By JAMES B, BOWEN Assistant to Safety Supervisor Erie Mining Company Hoyt Lakes, Minn. Maintaining a comprehensive safety pro gram is of prime concern to Pickands Mather and Company, the operating agents for the Erie Mining Company's taconitc plant at Hoyt Lake;, Minnesota and other mining properties. The program includes not only physical devices and educational measures to prevent employee injuries and property dam age, but also provides for working conditions which w .if afford the employees the greatest possible immunity from occupational dis eases. The desire to eliminate all potential causes <>f occupational diseases led`to the inclusion <n noise abatement and hearing conservation ,is a vital part of the overall safety program. This added feature was installed with the acceptance of the fact that hearing impair ment of a permanent nature can occur as tne result of prolonged exposure to high noise levels. There are very rew industries utiliz ing modem heavy equipment which do not have high noise lei els associated with their operations. The first step in establishing a Moise Abatement and Hearing Conservation Pro- 61 1961 National Safety Congress noise level. However, it is stressed that nerve type hearing lot does not occur over night and generally require* many year* of exposure to noie. The doctor is Again able to put in a good word for a need of co operation tn audiomeirtc testing, and the fact is stressed that tests are the enlv means of determining if the individual i susceptible to or has a degree of immunity from the harmful effects of noise. by the doctor and given the opportunity for icfitting or exchange and this is the extent ot our control over thetr participation. Wc are not able to say we have a given per centage oi compliance compared to the num ber of car plugs issued. A study to deter mine this percentage would depart (rom the theme of our program which is "education to maintain a high level of voluntary par ticipation." Thor in attendance arc fitted with ear We do know that our employees are wear protectors at the conclusion of the meeting. ing their protectors based on the following: The fitting of one employee generally takes (l) carnal observation by supervisors ami only a minute or so, but it does give the safety representatives; (2) the number of employee an opportunity to ask the doctor replacements required for damaged or lost ,iny personal questions and, at the <ame time, it affords an opportunity for an ear ex amination. plugs and (3) the only true criterion, the result* of the audiometric tests The state ment l made earlier to the effect that we Tt is extremely important that insert-tvpe are satisfied with our ear protection program protectors He fitted properlv Ear protectors to date means that we are pleased with re can be properly fitted by a trained technician sults of our repeat audio test. nr other qualified personnel, but the confi 2 was associated with a safety-minded con dence afforded by a fitting from a doctor struction company not too many years acn i mo*t desirable. and when requested, we supplied ear plugs Records of the type and size issued to each emplc>ee are maintained by the Safety Department. The eroplexees are urged to report to their supemv r anv damaged or lost ear plugs without delay. This informa- to drillers and equipment operator*. We placed a supply in the accessible tool cribs and printed an announcement which showed that plugs were available, and that for the stke of the comfort and well being of the nun t< relayed to the safetv department and ,i duplicate tr i delivered to the employee** -upervisor with a minimum of delay, The doctor, who has displayed a great in terest in our program and has conducted our "Hearing Conservation Meeting" if Dr. M. T. Summar, East Range Clinic, Virginia, Minn. This graduate of TuJanc Medical `xhool in Hew Orleans is a practicing otolaryngologist. His decision to come and his tenure in northeastern Minnesota has been greatly influenced by the opportunity emplovee we encouraged their use. Our early supplies were quickly issued. However, it was hard to locate a driller or operator who was wearing them and our follow-up supplies gathered dust in the toot cribs. This is alt too typical of the approach given to this program by many well meaning firms. I don't think the benefit* obtained from this approach are worth the cost of the plugs and the damage it may do to a well planned future program could be hard to overcome. he was offered to participate in our program. T do not believe the benefits of active Employees are able to be fitted and re medical participation in the establishment ceive an ear examination at our plant dis and maintenance of jour program can be pensary at any time the doctor is on duty. <trc$$ed too much. I restate this opinion The doctor in charge is a general practi because I firmly believe this is the most tioner who is skilled in fitting ear plugs. worthwhile piece of advice I have to offer This gives the employees a chance to be re you. fitted or to change styles if this is indicated. Ear protectors should be compared to We have a few employees who are re other personal protective equipment Safety quired to wear ear protectors as a condi glasses will allow the employee to work tion of their employment This restriction with complete safety in areas where many is based on audiometric test. The great ma eye hazards are evident Ear protectors will jority* of our employees are scheduled for allow the employee to work in areas of high meetings, fitted with plugs after (he lecture noise levels with the same assurance. 6* Mining Industry PHYSICAL CLASSIFICATION OF INDIVIDUALS IN THE MILITARY SERVICE By HAROLD E. OPSAHL, Colonel. MC Chief, Physical Standards Division, Office of The Surgeon General Department of the Army, Washington. D. C. The subject of my talk today is the physi cal classification of individuals in the mili tary service, pOMibtv more properly ex pressed as the classification of military personnel on the basis of thrir physical rapacities. This i quite a broad and in volved field and in view* of the relatively short time allotted T will be required to leal with it in broad and general terms Since the earliest period of recorded his-- mry, personnel have been selected for mili tary service against established standards if physical fitness and stamina. Necessarily, ihese standards have changed aver the years to keep pace with the changing require ments of warfare and the increasing size mi the manpower pool as basic factors, not to mention many secondary considerations which are conMantly changing, requiring compensatory adjustments in baric personnel utilization poticiu. In general, past policy has been tn maintun relatively high physical, mental and moral requirements for peacetime military -crvtce. relaxing these standards during pe riods of national emergency sufficiently to provide functionally capable personnel in numbers required to meet the increased manpower demand. Although our present physical standards for entry into the mili tary service are lower than at any previ ous peacetime period, this basic policy is -till in effect. Until we were well into World War 11 no attempt had ever been made to classify the soldier on die basts of his physical <r functional capacity or incapacity. The prospective applicant for military service was evaluated against the existing physical standard and found either acceptable or i*on-aeeeptable for induction or enlistment ><n a go-no-go, pass or fail, black or white, ball or strike basis. In consonance with this policy we adhered to what has been characterized as a con cept of exchangability. that is, the prospec tive soldier, having been found to meet the current physical standard* lor erviic, was considered physically qualified fnr train ing in any military- r>cetipati*insd specialty (or MOS>, whether it be of combat or clerical nature and it inferred that since all acceptable applicants had survived the amc medical screening one was as physically capable as another for purposes of assign ment. It had been long recognized of course that neither of these hypotheses was en tirely correct and that there was in fact a wide variation in capability within any group of so-called physically normal men. Except in the case of a small number of individuals brought inio service under a categorization of "limited service" during World War II there was no mean* whereby assignment and distribution agencies could identify or locate the combat fit. This fact became of major importance during 1943 when the need for Infantry replacements for the invasion of Europe became urgent. During the earlier *tagc* of World War 11 the majority of the physically highly capable members of ilie manpower pool had been drained off and distributed to alt branches of the Armed Furce* to fill vacancies in all areas, regard less of the physical requirements of the job. A* a result a significant proportion of ..ur best physical specimens were serving m combat support or rear area service job* in the Air Corps and Xavy and in technical runl administrative services* of the Army (Many of these jobs could have been pertormed adequately by less fit personnel.) At this point in the war, draft calls were bringing up from the manpower pool many personnel whose physical stamina and trainability as Infantry soldiers were limited. The Army Ground Forces with the mission of supplying trained combat replacements called attention to the lower order of physical types they were receiving for com bat training and pointed out the necessity of obtaining an equitable share oi the better 65 1 1961 Motional Safely Congress physical specuncns imong those personnel still in the manpower pool. In order to be able to identify the physi cally select and to classify all individuals on a physical basis, the Army, alter considering various proposals decided to adopt a system already tti effect in the Canadian Army tor use in the American Army, This device was called the PL'LHEMS system. The term PLTLHEMS was simply a mne monic device to indicate the factor* being considered in the physical evaluation of the individual. The decision wa made not to include the individual's menial classifi cation m the profile so the letter M was dropped and the system became known as the l.', S. Army's PVLHES system. As implemented by the Army in the Spring of 1944 each enlisted man was given a pro file serial at the initial reception station, with a review and reprofile if necessary upon completion of basic training. It was not applied to officers and women in serv ice until much later. The completed pro file serial was intended to represent an indication of the individual's over-all physi cal capacity, to be used in channeling him into an appropriate form of military' activity. The system was simple in theory. ,t, The individual was evaluated according to six categories of physical factors as fol low's: P--Physical capacity or stamina, or ganic defects, age. build, strength, stamina, height, weight, agility, en ergy. muscular coordination, and imitar factors. I*--Upper Extremities. Functional use of hands, arm*, shoulder girdle, and spine (cervical, thoracic, and luml*arl to include strength, range of motion, and general efficiency. L--Lower Extremities. Functional use, strength, range of motion, and gen eral efficiency of feet, legs, pelvic girdle and lower back (sacral *iine). H--Hearing. Auditory acuity and dis eases and defects of the ear. E--Eyes. Visual acuity and diseases and defects of the eye, h--Psychiatric. Personality, emotional stability, psychiatric diseases and history thereof b. For each of the six categories (PULHES) criteria were established so the examining medical officer could grade the individual as 1, 2, 3, or 4; a progression from above average to below average and unacceptable. In case of doubt, the in dividual was to be given a higher grade pending proof through pertormance that the soldier's profile wa* in error, c. Suffixes were added t> make the pro file more informative: R--To indicate (hat the individual lias a defect usualty remediable by cor rective treatment. This suffix is still T---To indicate that the individual liad a defect which i* usually temporary in nature and to indicate the need for a period of convalescence. This suffix is still in u*e, D--To indicate that the individual has a defect which renders him perms ncntly disqualified for overseas duty. This suffix is no longer used. The physical profile was given initially by medical officers at reception centers, hospitals and redistribution stations Veri fication and revision of profile was ac complished by medical officers at hospital level and by a board of three officers known as a profile classification board at other location*. Individuals with a physical profile serial containing only the numerals I and 2 were considered physically qualified for general military service, A profile with one or more numeral 3's indicated that the individual met the standards for the so-called limited service. The presence of a numeral 4 in dicated dial the individual had a defect making him unacceptable for entry into the military service being below minimal stand ards for induction. Unfortunately the PULHES profile sys tem was not implemented early enough in World War II to evaluate adequately its usefulness for the purpose for which it was intended. This purpose as already stated was its use at a gross screening device for the allocation of large numbers of indi viduals entering the military service. In actual practice, the profile plan found limited application in assignments and re assignments within major commands, in clas sification for overseas duty and for pin $6 Mining Industry pointing physical defect* sustained in line hilitics of the individual lo the physic,il <d duty. (Not having been devised for these requirements of the military job or spe purposes, the system was not sufficiently cialty, that is, the MOS. Quite obviously precise to be of real value in those areas.) an individual may have a minor anatomical Subsequent to World War II the pro cedures for profiling of inductees were con tinued and the system extended in the Army io apply to officers and females. As a re mit, every member of the active Army has defect or physical impairment which would ertously handicap him in training for one military' job or MOS but would be of no consequence in developing a skill or per- terming duty in another MOS m his records a physical profile serial. It might be difficult, for instance, to train The PULHES system or plan itself with die exception of a few minor changes has remained essentially the same as it was during World War II. Although the re quirement far universal profiting within the .is a clerk typist a man who has lost the tips of a couple of fingers but this im pairment would in no wa> interfere with his development as a top-fiight gunner, rifle man or tank driver in the combat arms. Army continued alter World War II, nu This trend within the Army to "put the turther effective use was made of the right man in the right job," although not PULHES system in regard to gross al a new philosophy, began to gam momentum location of personnel to the services. Such in the period immediately fallowing World use was, in effect, unnecessary since in Au- War II and into the early 1950's, com tfid 1945 the enlistment program was reinsti- patible with a similar trend in civilian in luted permitting competition for manpower dustry. between services (chiefly on the basis of Also, during and since the war there has mental capacity). been a great increase in the requirement for , And in 1951 after study and discussion specialists in the service, secondary to the ! the Department of Defense instituted the rapid technological advances in weapons and 1 system of qualitative distribution of man- communications systems. New testing tech | power to the services based on mental groups niques have been developed for mcamring , only. Allocation by physical category was mental capacities and aptitudes and new J no longer considered necessary since equita- machme records systems which would cor ! hie distribution by mental group assures relate, store, identify and produce informa ' also an equitable distribution bv physical tion on individuals became available for use '/ > opacity. in the development of job placement tech However, as 1 have already indicated, niques. every^ in 'be Army had a profile serial A further factor in the refinement of m his records. The information was there, it was readily available, and it was inevita ble dial attempts would be made to put classification procedures is the necessity for maximum utilization of our manpower In the past our national manpower resources it to some use and only natural tliat it have been sorely strained to meet military be applied to techniques of classification and requirements and there is no reason to ex assignment, which at that time were under pect that any future war would not create going study within the Army with a view* similar problems. Therefore it can be as t<> modernization. At this point 1 think it would be apropos to clarify terms. The term* classification sumed that careful effective use of military manpower will be crucial to the success of our mission should we mobilize for war. and assignment are almost always used to In order to convert the PULHES system gether in the Army since they are closely to use as a classification tool it was first allied personnel actions. For purposes of necessary to determine the physical require thinking, however, particularly in relation ments of each of the 400 odd MOS's in to physical profiling, they should be con sidered as separate and distinct procedures. When we speak of physical profiling for classification purposes we are referring to the Army and to establish minimal accepta ble grades under each of the PULHES factors to permit matching with the indi vidual profile serial. physical evaluation in relation to job place As an illustration the MOS (111) of ment, to the matching of the physical capa- a light weapons infantry man requires a 67 1961 National Safety Congress profile serial of 111121. The presence of a 3 under or a 2 in any other of the 6 factors in the individual's profile as de termined by physical examination indicates that he is not eligible for training in that MOS. On the other hand, the MOS of 282, radar and TV repair, requires only a physi cal profile of 323231, indicating that the prospective trainee need not show a high degree of stamina, mobility or distant visual acuity to embark upon a training program lending to the award of this MOS. It goes without saying, of course, than an individual with a 'higher' profile than es tablished as a minimal requirement also would be physically qualified for training in that MOS. Also parenthetically factors "f education, intelligence and previous or existing skills or experience are carefully considered and are often of greater im portance In classification for training than the actual physical requirements imposed. In any event, once the individual is trained in his MOS he retains it so long as his performance in hit job is satisfactory. The fact that his profile may be changed over a period of time to the point below that required for original training in that MOS would not require a change in MOS pro vided he could continue to function satis factorily within the specialty. In such a situation performance is given the highest priority. In the event his physical capabilities have deteriorated while m service to the point where he no longer can perform the duties of his MOS, he is first medically evaluated io ascertain w hether he is physically fit to be retained in the military service and, if so, to what other MOS he can be as signed or trained with his physical impair ment. This, briefly, is the extent to which the PULHES profile plan has been utilized, converted or applied to classification pro cedures. implemented in the late 1950's, this system is still currently in effect in the Army. Its effectiveness as a classification tool and steps being taken to improve the system will be subjects for comment a little later. Now let us briefly consider the use of the profile plan in assignment or assign ment/distnbution procedures as differentiated from classification for Job placement Alter laving met physical standards for entry into scr\ife and completed his train ing the young soldier is considered fit to perform in his MOS in any type unit any place in the world; there are no restrictions upon his assignments. However, physical capacity or fitness is not a static thing; it can be improved by traiumg, it ran deteriorate rapidly from illness or miury and it deteriorates slowly in alt of us as a result of the aging process. Eventually in n significant percentage, par ticularly of career people, the time comes when as a result of some incident of serv ice the individual's functional capacity has changed. He may have received an in jury. perhaps he has developed a chronic disease which has to some degree reduced his functional capacity in some specific area and which interferes with the perform ance of certain military activities. It may have resulted in a reduced capacity to run, jump, crawl, stoop or march, it may re quire a certain selectivity in his diet, he may no longer be able to perform puil-ups or push-ups, he may have developed a susceptibility to cold injury or frostbite, or as a result of repeated exposure to heavy gun-fire over a period of years he has de veloped an abnormal susceptibility to acoustic trauma. Such medical information is very mean ingful to the personnel officer who must, at intervals, assign and reassign to specific units or positions the individual who requires assignment limitations. The frostbite case may perform brilliantly in Panama but would be a medical liability in Iceland; the ar thritic or low-back case can perform per fectly well in a unit which ij not expected to spend long periods in the field. In a word, we attempt to provide the trained soldier with the highly developed usable military skill with assignment considerations commensurate with his restricted medical capability. To accomplish this with any degree of effectiveness the assignment agency must have certain medical information readily at hand, and again the PULHES profile sys tem has been called upon to fulfill the re quirement although it was not designed for this purpose. 68 Mining [ndu.ttry j In general applicability, a physical profile one since the mechanic* were already fa 1 -onuining only l's and 2's indicates no miliar to using agencies and it provided a * requirement for special assignment consider*- point of departure from which vve could % lions. The presence of one or more numeri determine with some precision exactly what cal designation* of J in the physical pro- c want a medical classification system to file indicates the existence of a defect which do and how best to do it. j may require an assignment limitation. In On the other hand, we have found sev * such eases a brief statement of the spe- eral weaknesses in the existing profile sys S cme limitation in terms of function ac- tem which vve naturally could expect from | companies the profile serial and is recorded one not specifically designed for the pur in the individual's personnel record, pose to which applied. However, these de i In summary, we do have a working sys* ficiencies have been identified in detail and ( tem oi measurement analysis and recording steps are being taken to correct them. Cer ,i Individual physical capacities which has tain change* which will streamline assign been converted or adapted to application m ment techniques have been accepted m prin l classification and assignment techniques. The ciple, are in final stuffing, and should be l natural question is. "How is it working implemented soon. A comprehensive research i out?" project is well under way relating to greater j Unfortunately the answer is not as sim- precision in matching physical demands oi j pie as the question. On the favorable ride Army jobs with the physical capacities oj j it can be said that tins system or a some- those who must perform them. ! 1 * what similar system of transmitting by means of a o-de pattern, medical iniormalion which is meaningful and significant to classification and assignment agencies has Our goal is the development of a relativelv simple mechanism which will func tion as a gross screening tool applicable <hown itself to be feasible, practical and to large numbers of per-onnel, which is desirable. It can further be said that the also precise enough to permit the accurate decision to apply the PULHES system placement of the right man to the right job to this end was prnlably a wise and happy on an individual basis. 69 CONTENTS MOTOR TRANSPORT GENERAL SESSIONS New Dimensions in Fleet Safety The Human Dimension in Safety The Moral epth of Safety Motivation--The Ark of Letting People Have It Your Way Mark Robeson 4 Donald S. Buck b Arthur B. Langlie 15 Earle S. Hannaford, Ph.D. 17 COMMERCIAL VEHICLE SESSIONS Auto Driving Fitness and the Physical Equation Abraham J. Mirken, M.D. 2b Slide Rule to Safety.......... .... Jerome L Fine 30 A Protractor for Safety.......... Thomas N. Jenkins 34 Second Dimension of Fleet Safety (a) Driver Performance--a True Measure of Motivation. . .Robert Per/off 37 (b) The Wide Angle View ................................ .Harold L. Smith 43 The Straight Line of Communication.. .................................Hidtya Kumato 50 TRANSIT SESSIONS Problem Operator Clinic ...................................................................Fane/ 52 What Operators Think About Aceident*......................... .....Burns M. Franklin 53 When Should the Medical Department Blow the Whistle?........................................................................ Dr. George H Irwin 57 Increasing the Octane Rating of Your Safety Meeting.......... .... Frank Burrows 59 2 CONTENTS -- Continued SCHOOL TRANSPORTATION SESSIONS Driver Solectron Is Important........... ..............................John B. Murray 62 A Hypothesis on Licensing the School Bus Driver......................Theodore Kole 67 A Straight tine on Safe Driver Awards and Incentives........... f. J. SUngerland 74 New Dimensions in Sehooi Bus Fleet Safety................................ Sgt. P. A. Zeisse 77 Around the School Bus Route ................ ... William B. Wolfe 79 An Old Axiom -School Bus Accident Summary--1960. Douglas M. Ferguson 83 Putting the Right Angle Into Driver Safety Meetings............. Howard R. Cheek 86 Encompassing Contract Bus Operators in the Training Program................ Beniamin W. Nelson 90 A Hexagonal Problem--School Bus Selection. M. R. Leichty 92 The Apex in School Bus Maintenance . John M. Parsons 97 Officers of the Motor Transport Conference, 1961-62...............................................101 Officers of the Commercial Vehicle Section, 1961-62............................................... 103 Officers of the Transit Section, I96I-62. ................................ ................ .. .................... 105 Otter Volumes in 1941 Notional Safety Congress Transactions...............Back Cover 3 MOTOR TRANSPORT SECTION NEW DIMENSIONS IN FLEET SAFETY By MARK ROBESON Vic* Pm,, Yellow Transit Freight Lines, Inc., Kansas City, Mo. I agree wholeheartedly with everything said about the potential influence of the Motor Transport Com'eroKc. The objective of the Conference is to mobilize ail possible resources we can and focus them on the problems of the motor transport industry. Accident prevention is largely a psychologi cal and social problem because the biggest part of our problem is people and what makes people behave the way they do--1 what makes people have accidents. 'Throughout our history as an industry we have mainly tried to find our own an swers to our own problems. We have had -.ome degree of success in this. But we have ignored the fact that other fields, mainly the social sciences have a big contribution fo make to the solution of our problems. It will be the objective of the Conference to work in a closer and more direct rela tionship with these specialised fields of knowledge so that we can get the benefit i>( what they have learned and apply it to the problem of influencing drivers to drive better and prevent accidents. The theme of our Congress this year i$ "New Dimensions in Fleet Safety." Fleet safety, as you Imow, has many dimensions and you wilt hear each of them discussed by outstanding experts during the three days we will be together. In each of these dimen sions we want to stretch your mind and open your eyes to new ways so that you can operate within each of these dimensions. If you take away from this Congress just one new idea that can be successfully applied to your own program, your attend ance here will have been justified. But from a study of the program, I am sure that you will get not just one new idea, but many. There is one dimension of your job that I would like to say a few words about this morning. It has not been included on the program itself, but I feel it is the most important dimension and that is represented by you ><>urself and your personal psy chology or philosophy as a safety director. Since I became interested in this whole field of accident prevention, I have made it a point to talk to as many individual fleet safety directors as T can about their jobs and their approach to their jobs. As a result of these talks. I have become aware of what you might all an occupational disease or disability which you seem to regard as peculiar to your tine of work. In casting about for a name of this oc cupational disability, I have coined the term "tired faith." You've heard of "tired blood." I*m not sure myself exactly what "tired blood" is. but it implies to me a general run-down feeling--a general feeling of de bility. Well, "tired faith" is a general run down feeling m the safety director's ap proach to his tob. I don't know how many of you a/e suffering from "Tifed Faith" now, but I'm sure you have all had attacks of it anti will probably be assailed by it from time to time in the year ahead. It is that "what's the use" feeling that comes over the fleet safety director wha> he feels that his prognm is not getting across to drivers, that management no longer appreciates his efforts, that he is not get ting the backing he needs, and that his company and his industry are no longer sincerely interested in accident prevention. 1 would not presume to discuss this prob lem were it not for the fact that it seems to come up in your proceedings and discus sions with great regularity. In fact it seems to be almost a theme song with some safety directors that I have talked to. There are only two things that I would tike to say about this disease of "tired faith." First of all, it it Hot ustique to your pro ftssion. Other professional people have at tacks of "tired faith." too. Preachers some times experience it It afflicts teachers and 4 Motor Transport Section college professors, advertising men, sales men, and members of management In fact anyone concerned with trying to influence safety problem. As President Harry Tru man said, "U you cant take the heat, stay uut of the kitchen " the behavior of other people gives way to this feeling from time to time. The reason for this is that the human being is the omenest, most unpredictable and frustrating critter that God ever created. And that holds true whether he is a driver, a dock hand, a supervisor, or a member of management, just when you think you have him figured out and have adjusted your Dealing with human behavior is no pro fession for a perfectionist A perfectionist would die of ulcers within a year's time. When you deal with groups of people, you have to deal with averages. You can't bat one thousand, you can only strive for as high a batting average as possible. And to do that you have to have a strong not a "tired faith" in yourself and in the tried program to his needs or demands, he will do something exactly the opposite. Man is the only animal capable of reason. Yet he seldom resorts to it. He does not behave according to reason or logic, but and tested techniques of your profession For many years J have worked in the field of sates. A salesman deals with people and tries to influence their behavior, too. He has to be a master of practical psy according to his emotions and feelings. These chology. He must know how to apply it teeiings are never out in the open, but deeply buried in the man's unconscious mind. They are different for each individual and a list of whims, feelings, emotions that can move a mart to aetion would fill a ten-pound dictionary. to turn a prospect into a sale. He doesn't bat a thousand, either. But that doesn't dis courage him. He keeps slugging away for as high a batting average as possible. And the most important practical psychology he uses, is the kind he uses on himself. That is why he is so unpredictable and He has to have isuth in himself, in his that it why anyone concerned with influ product, in his market and m his sales ap encing human behavior as you are, is sub ject to occasional attacks of "tired faith." But, as I said before, this occupational haz ard is not unique to your profession, others have it, too. proach, He must never allow- himself to become defeated or discouraged. He must always be out there on the firing line-- doing something more than just going through the motion;, more than just put The second thing about "tired faith" is ting one foot in front of another (although that the only way to deal with it is to ac that's important, too). He must be out there cept it os an inescapable and necessary with real enthusiasm, real confidence and fart of the job. Sure your efforts are not real faith in his ability to do the job. always appreciated--whose arc ? Sure the I hope each of you will get something industry sometimes seems to lose sight of more than new ideas. I hope you acquire the importance of accident prevention--in dustry' management has a host of other problems to deal with--financing, taxation, a new shot of enthusiasm for accident pre vention. a new faith in yourself and your ability to do the tcb. If you do. I'm sure regulation, maintenance, sales, operations, public relations, and a host of others. That's why vou were hired--to worry about the that you'll be able to deal with those at tacks of "tired faith" that will surely come during the year ahead. 5 !96l Notional Safety Congrtst THE HUMAN DIMENSION IN SAFETY By DONALD S. BUCK Dir. of Safety, Headquarters. Continental Command, United States Army, Fort Monroe, Va. The bmaa duaaiiicc is the most im portant and least understood aspect in traffic safety. It relates to just about "everything in traffic safety:** roads and equipment are designed by people, vehicles are operated, controlled, supervised, maintained, and wrecked by people The traffic safety effort is primarily-- (1) modifying the driving environment to make it safer for tinmans, and (2) adapting the human to make him safer, despite the environment To modify the driving atvironment, roads are built flatter, wider, and nraighter. We thaw ice oo roadways, dispel fog. remove snow, fence against animals, and provide illumination. Adjustable sots, power brakes, power steering, sot belts, and energy--ab sorbing interiors make the environment of the vehicle safer. We separate opposing traffic lanes, provide cloverlof overpasses, install traffic lights and control*, and em ploy reflective markings. We adapt humans to the driving situa tion by testing, training, warnings, threats, punishment, reward, diet, glasses, haring aids; coffee breaks, and the countless in fluences which comprise a traffic safety pro gram. Some wag said, "People cause accidents --and accidents cause people." There is truth in this adage. People cause accidents and to such degree that thousands assemble in the National Safety Congress annually in quest of means to influence people to muse fewer accidents. I hasten to admit that, to date, no or ganized effort has been made by the Na tional Safety Council to address itself to the vexing problem referenced in the other half of the adage--"accidents cause peo ple." However, the adage can be made more applioble: "People ouse accidents--and ac cidents cause people ... to seek the reasons why.'* Every person who drives is guilty of mistakes and oversights while driving. Some drivers commit far more than their fair 'hare oi errors, comparatively; hence the)' have a propensity for accident involvement, the human penchant for committing driving errors likely never will be entirely elimi nated; however, it can be profoundly re duced. The human dimension aspect should be approached with the understanding that perfection behind the wheel is improbable and inhuman. However, it is reasonable to presume that application of certain proven methods will "humanize'* humans and im prove their driving. Every accident is evidence of human fail ure to measure up to the driving situation, Although simply stated, this is difficult to prove and apply. Most persons will agree that their accidents were caused by persons --persons other than themselves! The most difficult aspect of this problem is the earnest conviction by most drivers involved in traf fic accident* that they were the victims of providence and other persons concerned. We must strive to control and improve the behavior of humans so they commit fewer errors of judgment, operating fail ures, and over-sights. It is normal for humans to have acci dents! Accidents are common-place through out nature; humans are not excepted. We expect a child to stumble. We quote: . . to err is human . . but when an adult operator of a vehicle commits an error resulting in an accident, we tend tu regard his as criminal or psychotic We should admit that freedom from ac cidents Is unnatural, hence abnormal. To be safe, a driver must put forth unnatural effort and suppress his normal impulses. This self-discipline and regimen results in what we call "safety." ft is something above and beyond the normal behavior! The man who avoids accidents should be identified and publicized as The Exception! This con cept is in contrast to the current practice of trying to label as unusual and excep tional those who have accidents. No one wants to be average--but accidents arc the mark of the average person. In other words, "don't be normal or just average, be safe." 6 Motor fraru/turt Section Let's examine the contention that accident involvement is ''normal circumstance.** Will each person here who has never been in volved in any kind of traffic accident (eg, collision, upset, fender scrape, backing into a parked car, denting the fender, running off the road) raise his hand, please? Raise your hand only if >our dming record is absolutely free from alt accidents, regard less of cause or severity. Now, look about >ou--those iew upraised hands likely be long to persons who are abnormal, lucky, or unlicensed! Most ot us, because of our .Kxidents, were unable to raise our hands. This illustrates why 1 contend--It it nor mal to hove oecidentt. ``Safety" is not nor mal, not average, not typical and not usual m the human society. Safety is abnormal. Because safe driving is "abnormal,'' i it out of reach? No! Abnormal performance is within reach of determined men. In athletic contest.*, some men run. jump, throw and perform ut an abnormal manner. In combat, soldiers override the fear com plex to reach heights of abnormal courage and performance. In driving, some men also attain the pinnacle of safety because they have been properly trained and motivated. Recently our President stated. "Any dan gerous spot is tenable if brave men will make it so." To paraphrase this, "Any dan gerous spot is sate for traffic if determined men will make it so!" ``The Profile of a Safe Driver" was out lined In a feature article in Traffic Safety t November 1060). Based on responses by '',000 professional drivers to a questionnaire it was found that the safe driver, on the .iverage: Is approximately s7 years of age. Is married. U of medium size. Has driven professionally fur 22 years. Has worked for the same employer for ,10 years. Drove 8.000 miles off duty. t* easy-going and non-aggressive. Drives 20 per cent at night (profes sionally). Signals his intentions. Drives a truck. Plans his driving well--and is ready for any situation. Has won an NSC award for at least 23 years. Has above average knowledge of opera tion, rules and mechanics. Has completed 2 years of high school. Has no military service (too joting for WW I; too old tor WW II). Hus no traffic violations aguinjt him-- ever 1 Has learned to define ami automatically respond t- the traffic stiuatton. is fairly non-competitive, and generally satisfied with present attainments. Drove 18,000 miles last year on the )ub. Drives cautiously, carefully and courtc- What docs the unsafe driver look like? V glance in a mirror will give us a pretty good idea. The trouble is. our profiles change from day to day, Ii^ur-io-hour, mmute-w*minute. \Ye may tecl decent and coopera tive one moment and disposed toward may hem the next. We can be a decent sort if courteous dnver until the clwip behind is blasts his horn impatiently to rupture ur eardrums. Then, how do we feel? And ire we subsequently safe? However, there are some specific and ad verse characteristic? which fleet supervisors .wd foremen she- .ok for in their drivers ,ind regard as stot.it warnings of accidents: 1. Manner--Tense and troubled. Ex hibits anxiety, strain, sadness, pre occupation or worry. 2. Behavior-- Evcessive and chronic ab senteeism and tardiness. Loss of in- - terest m prior plcufurcs. Loss oi appetite. Increased drinking and smoking. Increased near-misses, and minor accidents. S. Attitude-'Lessened concern toward* work, safety, and ncar-nccidents. In creased grievance*, and hostility to ward supervision. Withdrawal from "the gang"; aloofness. Increased and unwarranted "griping" about condi tion of equipment routes. Increased complaints about minor bodily dis- ,, comforts with repeated "sick calls." Diminished enthusiasm in work, life, and interests. 4. Emotional i'fafitfdy--Irritable, quar relsome, edgy, restless, impulsive, and iVhl iVnlt">utl Safety Congress of drinking alcohol in causing traffic acci dents. It finds deficiencies in side vision to be more frequent than shortcomings in any other of the visual trait* tested. It reports a high percentage of accirfent-rcpcaters to have low systolic blood pressure. It comments on many illnesses and diseases that may impair one's ability to drive safely. Do these findings on personal factors have a familiar sound? It is significant to note that this study was published 20 years ago! For the 20 long intervening years we have tended to devote ourselves to identifying traits char acteristic of accident-prone drivers. We stressed a program of selection, rather than improvement. Those test findings were, and likely are, still valid. Out we need to go further and develop and apply positive and effective measures which will change and improve men so they will drive better and safer. We cannot be content with separating sheep from goats, we need to improve them all in driving. Knowledge and Interests Knowledge among drivers is derived in different ways: 1. One may learn from his own driving experience. Just ask those involved in ac cidents, the survivors, the injured, the scared, the arrested! They may have learned a lesson, but this is such a hard way! 2, One may {earn from, and whet hit interests by. driving experiences of others --this tends to be the majority. They are generally accident-free, wiser, and happier. Here is justification in reporting accidents --it enables the willing to Jeam from the weak. And here is the reason why you should always t a proper example while driving the family car. Your children tend to pattern their dnving attitudes after yours. The family car is the classroom for tomor row's drivers. Some rugged individualists refuse or are unable to learn trom experience; whether their own or someone rise's. They are truly accident prone, and they are living fools with a temporary lease on life. They tend to leave a wake of human misery and death, and their disproportionate involvement in accidents is quickly blamed on others. Since they do not learn from hard experience, we are kept busy burying their mistakes. I'frsonolity Treats This brings us to the dimension of per sonality and attitude traits. Important break throughs arc bring made in this area. According to the Association of Casualty Companies, IS per cent of atl accidents come from defects of roadway or vehicular equip ment. The balance of 85 per cent result from the human dimension! Human frail ties--such as lack of skill, lack of knowl edge. wrong attitudes---cause most accidents. The accident investigation may report "pass ing on a hill" to be the specific cause, however, the real cause is more likely to be found in the attitude or emotions of the chance-taker--his unconcern, his willingness to gamble, his lack of forethought, his impatience, or the lack of general savy which let him disdain the obvious danger of attempting to pass where he could not safely see a clear distance. Personal attitudes and traits are increas ingly bring recognised as the factors which govern driver behavior. Several studies are underway to investigate them, and to delermme whether group treatments will im prove driving behavior. 1 am confident that these studies will confirm what common sense tells us: attitudes can be changed and improved by treating the mass popu lation. Adverse driving altitudes arc mani fested by traits such as. drunken driving, excessive speeds, inattention, discourtesy, and failure to take a rest stop when fatigued. Anti-social traits, commencing early in childhood, seem to carry through to the adult--emotionally unstable, a feeling of in adequacy, and immature behavior. These kids grow up--physically--to become drivers with immature, childish, attitudes. Has it ever occurred to you that our show-off per formance on a tncycle or bike, when we were kids, is quite similar to our show oS, chance-taking driving when we have grown to adulthood? We trade the "trike" for a truck; but we don't always trade immaturity for manhood. In studying the "hot-rod" driver, psy chiatrists at the Ifenninger Clinic found (In a study of 50 cases) that the "usual hoc-rod driver, then, is a precocious, physic ally strong boy. He is aggressive of tem perament, and early history shows evidence of emotional deprivation. His relationship with hi* mother is usually a very ambivalent 10 M.it-r I runsport heehon one t"Yuh gotta have mothers, but I can't stand 'em. They're bossy.") . . . interest in sports which employ interaction (team work) was iacking in these adolescents.'' How obvious the implication of this human dimension with regard to traffic safety! We find that faulty attitudes may be cither temporary or permanent (mood or neurosis). At some time or other most of tit have driven excessively fast, and for various reasons. But some of us may be inclined to repeatedly and continuously drive excessively fast. When we subscribe to the popular idea of "getting those speeders off the highways,1' we mean, oi course, those Others who seem to be the chronic speeder*. Tlie same analogy holds for the drink ing driver. We agree the drinking driver hould be denied all driving privileges, but don't enforce this concept right attcr the next lodge meeting or the next cocktail party! Our safety effort should be more strongly directed towards self-improvement! We need a do-it-yourself kit to Help reduce the times when alt of u* demonstrate faulty atti tude*. We devote much fine effort to identi fying the relatively few psychotic* who drive. All of us, on occasion, however intrequent, arc to be counted among the "nutty" (unsafe) driver. Few of us can iiirvne it on a tuU-time basis. Two aspects oi age take their toll; im maturity' and old age. There is an excep tionally high accident rate among male drivers below 50 years of age. Those over hi also show a rate well above average. ''They're either too young or too old!" If we could clearly categorise driver al titudes on a continuing basis, the problem would be simple to control. We'd bar from driving all the stupid jerk* who have faulty attitudes. But each driver's attitude is chameleonic! Knroute to work in the morn ing, rested, m no hurry*, under io stress, a driver may be a paragon of emotional stability behind the wheel. But after a day of stress and frustrating effort, he crawls into a steaming hoc vehicle to fight his way home in congested traffic. He will be tired and perhaps in a hurry because of some extra-curricular activity. Now, "little things" may inflame him. Emo tion displaces reason. Combativeness re places coopenitiveness. He is not a different man, but he surely acts and feels differently. Pooped drivers drive poorly! Our responses to the driving situation (our emotional stability) can be markedly changed by stress, fatigue, anxiety, sleepi ness, hurry, tension, anger, distraction, or romance. Individually* we may have many different moods--some good and some bad. If we. personally and individually, can find mean* to help prevent or temper bad moods of drivers, we will contribute to accident pre vention. Bad moods are caused--they ran result from bellyache*. bawlmg-outs, blaring horns, break-down*. -- and a billion other factors. Good moods are also caused; by providing the driver a reasonable and un derstanding environment, by helping him understand himself, and by removing need less irritations. If It were possible, we should dispatch drivers cm the basis of their current fcclixgr (instead of their abihtifsj. We desperately need a "Feel-O-Meter"--s gadget which will "btowr the horn" on the driver when his blood pressure goes up, or hi* atten tion goes down! Treating faulty attitudes {adverse per sonality traits) is a new- conceptual ap proach. In the June 1061 issue of TVu^u* Safety Research Review, a paper entitled. "Emotions and Traffic Aeetdent*," by Samuel S. Dubin. identifies two categories of prob lem drivers whose attitude* require care ful attention: 1. The habitual violator. 2. The youthful driver. `A new attitude test has been developed which successfully predicts whether the male aged 26 to 25 it likely to be a safe driver. This test, developed ior the Farmers Mu tual Reinsurance Company by psychologist Charles F. Haner, of Grinnell College, Iowa, is purely psychological. Using test results, lower insurance premiums are granted to the under-25 male drivers who score well on the test In two year's experience with 4.000 young male drivers, the test has predicted well: putting 40 per cent into the higher risk group, they responded with 60 per cent of the accidents. More serious accidents, and more than their *hnre of accidents mused. This 40 per cent further tlistin- 11 I'M) X.itianal Safety t ii/jrft* Slushed itself in several unsavory ways, tt claimed 87.5 per cent of the licenses revoked or suspended Insurance-wise, it caused insurance losses three and one-third ttmes croup one The bottom 10 per cent submitted 25 per cent of all insurance claims. On the other hand, those havinc top scores turned in half as many culpable accident claims as might have been expected. These results cor roborate the realization that proper .ittitmle is the kev to sate driving. The question facing us is: What can be done to these human dimensions to gain safer performance? I- improve Self. 1 suggest we start by improving ourselves. We should exemplify in word, deed, and driving the attitudes which we desire of our operators. What is right and safe for ut to do while driving will seem more so to them--after all they are the professional drivers. If we consider it safe to hit the road after a short snort, why not them? They know more than we do about the practical side of driving. If we iccl conscious-free at burning up the road, why not them? They drive so much more than we do that they should be privileged to at least emulate our amateur privileges. Above all, set a good example. 2, Test. Since this subject is being covered by another speaker, I will restrict my re marks to urging that all drivers be tested initially, and rc-tested at least once every' 3 years. Include in the test procedure an evaluation of emotional stability, personality, maladjustment, attitude, judgment, and abil ity to act in emergencies. Acquaint each driver with the deficiencies detected in his testing. 3. Train. Next, we need to teach them all the know-how possible. This includes not only operating techniques, but the who, what, why. when and how of accidents- They should know the impact of accidents on operating costs--(how many extra jars of pickles must the company sell to offset a single accident?) Help the driver to ap preciate the importance of proper attitudes. Then train drivers as to the effective ways for coping with the practical problems of driving. For example, it Is not uncommon for drivers to get sleepy. Fatigue (or sleepiness) merits attention :t to ways to prevent and offset it. Many Accidents ascribed to inattention may have actually resulted from drowsiness. Drowsi ness besets me white driving after lunch, especially on a warm afternoon, t cannot ii.Ul myself Into a state of alertness. It does no good to admonish me to keep awake* I do carry a thermos of ice water so I can sponge my face and neck with an icy cloth. This really rouses met It is somewhat like a cold shower. I shudder to think what ort of driver 1 would be, if I did not have my tiicrmu* o tee water to wake me up. when my eyes grow heavy- Conjecture as If* how many oncoming driver* similarly are sleepy, but Sack means to rouse themselves also helps to produce wakefulness. I am convinced that many accidents could be presented by instructing drivers how to effectively offset drowsiness while driving Coffee breaks help. Some men munch on popcorn or peanuts to offset drowsiness. Dismounting and exercising vigorously stim ulates circulation and sweeps away the cob webs. Some drivers thrust a toothpick be tween their front teeth, to preclude sleep A "catnap" along the road (in a properlyparked vehicle) does wonders. The point is; we should instruct our drivers on prac tical ways to keep awake. For simple, effective training, I recom mend use of the National Safety Council'* materials, such as "Five Minute SafetyTalks fr-r Driver Supervisors." These books apply to drivers in Urge and small fleets and to drivers of alt types of vehicles. 4. Motivate Drivers Give men a reK>.". to want to drive above average. What i` in it for them? Improve their morals (a* a group) and their job satisfaction (as an individual). Men need incentive to try harder --to put out more effort. Re-inforce the ego and security of driver*--remove their uncertainties. Of particular help in under standing the relationships between human twhavior and accidents is a senes oi 1i\ booklets entitled "Men and Motives ir. Safety Supervision," recently published by National Safety Council. These comprise an excellent short course in human relations, and each booklet presents a different aspect of the relationship between human behavior and accidents. Their universal themes are most applicable to the traffic situation: (t) People Cause Accidents. (2) Believing in Safety. 12 Motor Tramfort Se.-il.m (2) job Instruction. (4) Big Little Difference. (5) Runaway Feelings. (6) Saying it Right for Safety. 5, Change Altitudes. It is possible to change human behavior. And. this is neces sary if we want drivers to conform to the desired pattern. Establish or utilize traffic safety clinics to deal with accident repeaters md habitual violators. In considering human dimensions in traf fic safety, the most heartening aspect is that men can be motivated to change their per formance. Improved driving can be obtained, even from a mediocre operator. To improve driving behavior, the driver must: (1) Acquire a new behavior pattern, and? or, (2) Discard the undesirable practice. There are several courses of action whereby driving behavior may be influenced: (1) Change the driving environment (a different route, territory, vehicle, nr assij-mment). (2) Change attitude towards current en vironment. (This is not easy, Drivers have fixed ways of feeling and acting, which become habits. They resist change, per se, and tend to defend their way oi thinking Mid feeling to be correct. Emphasise the more socially acceptable position of safe driving. Stress the distinction which at tends the really safe driver. The driver is apt to effect the desired change if he is given opportunity to relate and consider ns experience as well as his own thinking .md feelings. Drivers tend to drive as they i eel--and it is their adverse feeling which should become ilie targets of our safety effort). (3) CJiange attitude toward the trivial accident, and the accident cause. Get at the latter by including in each report of amident, an account of the history of events prior to the accident Collect information on violators and accident repeators in a central agency' or file--and let the driver's realise the value of a good record. The concept of "strategic driving" (which I helped Driver Safety Services, New York Gty to develop) favorably impresses me. Strategic driving is planned driving. The plan lor coping with the enemy is not left to guesswork nor to deciding on a course of action after a hazard presents itself. It i logic on wheels, plan in motion, hazards contained before they become a serious threat. This concept arms the driver with the big guns from the arsenal of safety: know-how, will-do and be-ready. The term "strategy" is commonly used in speaking of situations (e.g, war, eco nomics, politics, chess or stud poker) which: l Present a complex sequence of event*. 2, Involve two or more people in some kind of give and take. 3. Involve important stake:. Thus, it seems apropos that die spirit and concept of strategic action be employed in vehicle operation. Warfare und traffic accidents are each national struggles--and the campaign against each is most effectively accomplished by vigorous application ot sound strategy and tactics. Strategic driv ing sounds like a direct way to go at the problem, rather than wait passvvctv until the hazard presents itself. It is s.nety in action. This concept intrigues me because it posi tively emphasizes what-to-do's of driving rather than the time-worn what-not's. It goes far beyond the traditional emphasis on courtesy, slowness, sportsmanship, care fulness and c^mpkance (>ince these tend to be the end--not the means--of sate driv ing). it seeks not only to develop the skills ot good driving but proper attitudes as well. The strategic driver team* to take the of fensive against hazard:, rattier than persons, and he employs a plan of action to reduce needless risks. 1. One aspect of Mr.ttegy--and ut strate gic driving--is flans and preparation. This means get ready before departure, and be ready for any eventualit;. 2. Strategy also calls >r antieipaium, upon which the driver makes decisions for action; the basic tactic emphasized is com munication. The strategic driver expects surprise maneuvers from others; he learns to read early warning signs concerning other-drivers' plans, and he teams to let others know unmistakably and as soon as possible, of his intended actioo. 3. Another important element of the stra tegic driving concept is the strategy of enter- 13 I90l XatiouaJ Safely Congress lency. Thi* mean? planning an "out" for every possible situation, knowing what to do in the emergency, and practicing against emergencies. Strategic driving is a new and advanced approach to vehicle operation. Its concept is borrowed from the military whose aim in war is to overcome the various forces of the enemy. Applied to the driving situ ation, it encourages the driver to become a leader, strong, certain, alert, and to have a solution "m his pocket" for every con ceivable problem. His tactics will include plan, check, timely departure, application of proper procedures, and constant diligence. The concept of strategic driving boils down to this: anyone can drive--so long as things are normal--but a strategic driver can be expected to drive safely, come what may. Some ot your drivers instinctively apply this concept; many others might be trained (n respond to its logic and challenge. 6. Provide Safe Equipment. Drivers are no safer than their equipment. Pot-flares which are empty or inoperative are built-in hazards. Comparatively simple improvements could be adopted in defrosting and defogging equipment, arrangement oi vehicle lighting for more positive identification of the presence and actions of other vehicles and drivers, and the positioning of instru ments and foot controls to serve more nearly the funcuonai demands of safe driving. The vehicle of tomorrow may feature capsule chairs, protection from rear-end col lisions, seat belts, flexible or telescoping steering shafts, protection for head from whip-lash, rectangular steering wheel 10 safeguard knees, smaller wheel for better visibility, improved maneuverability, unitized energy-absorbing bodies, automatic fire ex tinguishers, power and safety brakes, roll over protection, penetration-resistant windshields which al>o screen out ultraviolet rays and heat, reflective licence plates for dark ness, and supports tor each of the driver's arms. These improvements are feasible; how ever, I wonder ii we are willing to pay for protection against crashes? In the October issue of Saga, Representa tive Kenneth A. Roberts (Chairman, House Subcommittee on Health and Safety) stated: "If you and I can persuade Detroit . . . to make use of inventions already proven, already available, but almost totally ignored. ihen the ,-.ars Detroit turns out next year and the years after will be even more re markable. For these cars will be just as handsome, just as convenient--and they will be almost irnmu; to accidents. An achieve ment greatly to be desired. "A miracle of chemistry (Ensotilc), a marvel of engineering ingenuity (Professor Ryans "magic" bumper?, a commonplace device borrowed from the aircraft indus try (the seat belt) and some simple cliange* tike dashboard-redesigning can make the accidents of next year end with people driving away in thetr cars, instead oi be ing carried away on stretchers." We can go a long way towards provid ing safer vehicles if we regularly inspect vehicles. Why wait until a police check catches us with our safety equipment down. We can prevent arrests, fines and acci dents by beating the police to the punch* /, Accept Responsibility. The mo't sig nificant aspect of this problem is the uni versal unwillingness of individuals, com munities, and organizations to accept some degree ot responsibility for the general mess that we alt call accident causation. Every one conveniently disclaims responsibility and conscientiously transfers the "blame" elsewhere. This is true of fleet owners and fleet drivers; management and labor; vehicle maintenance men and highway maintenance mot; federal government and state governments; legislatures and laymen; professional drivers and amateurs; young and old; rich and poor; male and female; experienced and inexperienced; home folk and stranger-: parents and <' Udren; teacher and pupil; manufacturer ..ml customer; pedestrian anti rider; speeders and stow drivers; and all tiihers who liave some part in this problem We are a nation of finger-pointers when it comes to taring up to accident causation. No real progress in safety can be expected until there is an upsurge of moral char acter, a public coniessiona! on the sins of acadent causation, and a cooperative joining of all forces and individuals in a common endeavor to identity ourselves, individually and collectively, with aeddait causes so that the mass effort and feeling will overcome the problem. la summary1, the human dimossioa is the most important aspect in safety. People cause accidents. Safe driving is "abnor 14 | 1 j j | ' > ; } ` Motor J'rantport Section mal,** but attainable. New- yardsticks lor measuring human dimensions have been de veloped. There are tests available which evaluate, with decreasing accuracy, physical characteristics, abilities and skills, knowledge and interests, and (importantly) personality traits. We recognize need for psychophysical testing but disagree on the standards. Human ingincering in vehicle design shows promise, "rater vehicles can be built, but are people willing to pay the price? Drivers get sleepy md need instruction on keeping awake. Tests : abilities and skills should lead to imt-f-vrntent measures. strategic driving is a promising concept vhtch emphasizes what-to-do instead of vhat-not *. Driving behavior can be changed hv changing attitudes. Personality traits can ne tested to predict performance. Some may ram frm their own experience, some from experience of others, and some never learn. \\e considered the attitudes are chameleonic. The publication. "Men and Motives m Safety Supervision" provides guidance tn under standing attitude relationships- We advocated; Safety clinics fur viola tion*. personality traits tests, periodic re examinations. emphasis on importance of at titude. centralized accident data, investiga tion of events prior to accident, research on attitude and prevention measures, incentives, emphasis on minor accidents, and a good example in driving. The human dimension is the essence of the safety problem. Just a* dimensions are considered irojortam in assessing the physical attractive ness of a lady, it is high time we accord to human dimenitens the rame degree of importance in safety. THE MORAL DEPTH OP SAFETY By ARTHUR B. LANGLIE Pres., The McCall Corp^ New York City; Chairman, National Committee of Religious Leaders for Safety, N.S.C. My subject is "The Moral Depth of Safety" and 1 am talking to professionals in the business of operating transportation vehicles. We have professionals today in almost every area. We are in an age ot specializa tion and as a result of that we ail do the best we can within the framework of die taw and the environment in which we find <<ur*elvcs, and sometimes stretch the law, sometimes stretch the environment, because m * competitive society we want to make a living and get ahead. This Is the basis upon which we've been -Iterating and 1 must say that, at this time, we are challenged to take a look at our selves by an ideology that says we don't redly believe what we stand for, or what we say. We have made some progress but the real guts of our problem still haven't been touched. That's in the individual, his mo tivations, his moral stamina and character that implement all that we learn and hear and know about these things. Our society today is recognized as be ing a little careless in some of the things that we stand for, as far as our spirit and idealism is concerned, and it is in this area that the National Safety Council has tried to reach out and set up a special com mittee that works in the field of religious activities, trying to encourage religious lend ers to become more interested in safety in order to communicate to ihe people down below. N'orman Cousins wrote a book about our revolutionary forefathers entitled in Cod iPe Trust and in this book he gave a rather brief description but a succinct one of these men and their general attnbutes. He said that they believed that the end of govern ment was to transform freedom into creative growth. They believed deeply in the ability of the human being to team and to take part jn self-government. They believed in the capacity of people to make sense of their lives if given reasonable conditions in society itself. They believed in the re sponsive power of men when exposed to 1061 National Safety Congress great ideas, and in people's ability to stand upright spiritually without ornate or com plicated props. We are not without hope in this da> because we are being challenged by an ideology that is really crowding us hard. They arc saying we don't really believe m our ideals, and they're iorcing us to take a good look at ourselves. AU over the coun try men are beginning to iook at the moral responsibilities ot' the individual, to think in terms of the other fellow', and to do something about building die right kind ot ideals and strength in America. Just last week the National Foreman's Institute wrote to me as chairman of the board of my company and said: At the request of the United States Navy, the National foreman institute has created a new publication under the moral responsi bility leadership program, for their service* to civilian supervisory penannei The decline of integrity and rise of moral turpitude over the last decade were brought before the publice view during the Korean episode, aad also by several widely publicized incidents in the business world. Phis new monthly publication Is being called to your attention, since the program involv ing moral responsibility must start from the top executive level, and work downward through ait supervisory personnel In order to be effective. Moral responsibility is an integral part of supervisory development. This pubItv jtlon should be utilized as * vehicle of discussion, each month at every level of su pervision. on the basic tenets of moral re sponsibility. Well, what do the space scientists think about this kind of business; f am encouraged that a man like Werner Von Braun wtll say this about immortality. Today more than ever before, cur survival, yours, nine and our children s. depends on -- adherence to ethical principles. Ethics n* will decide whether --- ------------- - --* an earthly blessing or kind s utter destruction. Where is the desire for ethical action to come from? What makes us want to be ethical? I believe mere are two forces which move us One is belief in the last Judg ment, when every one of us has to_ account for what we did with Cod's great gift of life on the earth: the other La belief m an im mortal soul. A soul which will cherish the award or suffer the penalty decreed in the final judgment. Belief la Cod aad In immortality give us the moral strength and the ethical guidance we need for virtually every action in our dally lives- In our modern world, many people seem to feel that science has somehow made such religious Ideas untimely or old fashioned, but I think science has a real surprise for the skeptics. Science, tor instance, tells us th*, nothing in nature not even the Unieat particle can disappear without a track Think about that for a moment; once you do. your thoughts about Ilfs will oarer be the same. Science has found that nothing can disappear without a trace. Natore does not know extinction. All It know* is transforma tion. Now if God applies this fundamental princi ple to the moat minute and iamigaiSeent parts of his universe, doesn't it make tease to as sume that he applies it also to the m**t piece ot his creation, the human soul I think it does, and everything science bos taught me. md continues to teach me, strengthens cay belief Id the continuity of our spiritual exiwnence after death. Nothing disappears without a trace. While we have this freedom, and we feel that we enjoy it, we think it's the greatest sys tem in the world--it has given us the high est standard of living, it's made US fee! happy and successful as a people--but it isn't something that we can just exploit The real definition of freedom is, thai atmosphere In which the spirit of men and women, boys and girls can grow. Now what has this to do with safety? Well I think it's the greatest reservoir ot safety action there is left to us. I know what these other things can do. We did it in the state of Washington. We used education, we used engineering, we used enforcement like no other state m the union. We took police officers, put them in plain clothes, m unmarked cars with outof-state license plates. We used radar, air planes and helicopters to spot law vio lators and enforce the law, and in two vears we saved 200 lives. For every life that was saved there were 25 or JO injuries that did not happen. We cut our insurance rates, we made a wonderful show. mg. It was talked about all over the country but we still killed more than 400 people on the highways of our state in one year. More people than we lost from the state of Washington in three years of the Korean War. Now I know this is ridiculous, and why is it? It's because peopte will not take tn themselves the moral courage to do the things that they should do if they're really Americans. Now frankly I don't know a better way to be a good American than really to take to heart all we know about operating vehicles on our highways, all we know about the engineering of highways, all our relationships in churches and other places, and doing something because we really believe tn it- If we do that, the impact on this whole program will be so far in excess of any 16 Motor /Vjipr/Vrf V,vfM thing that we have teen that it will be the most rewarding thing we have ever done, and it will begin to teach u* the kind of responsibility to apply in every area of our lives u American citizens, whether it's in religion, or in politics, or in business, whether it's in the professions, or in our social life- We must begin to live like responsible, free, citizens and give this coun try the greatest shot of vitality it's had since the Continental Congress and the Decla ration ot Independence, This is the kind of a frontier we must face. We can no longer take an every hand, play the game safely as we go along, and let the other fellow take are of himself. I know of no area where we can demon strate so clearly what a good American can do as in traffic, because it is so great a part of the American way of hie. Fifty young men completely changed the government of the city of Seattle. That city used to be the worst nin in ihe whole f-nited States, It was run by the police department, and the only thing we ever settled in Seattle for years as we elected a mayor every two years was which fourth of the police department would go down on skid row and collect the graft and which fourth would go out in the sticks and start working the campaign for the next election. The city was in debt, the streets were run down, its transportation system was a mess, its parks were terrible, its purchasing practices were awful. It was a beautiful city but in an awful state, and 50 young peopte with ideals got together and said. `,'*Ve`re going to find some candidates, we're going to ak them not to take more than m campaign lunds from anybody, were going to go out and support them with our work, door to door, and see it we can't get some honest officials who are motivated right and who will serve their government rather than try to take from it." To the amazement of everybody they fi nally squeaked one young tallow into the city council. He in turn, through courageous battling, brought in three others. They fi nally elected a mayor, and in two and .> hair yexrs the city turned completely around and has been one of the better g .vented ciues of the country since. We go to church to get ministers interested in safety. This is fine, it's the trickle-down theory and it's good. You've got to start someplace, the image at tiie top has to be good, but when people who are living with these problems conscientiously throw them selves into a crusade to do something about it, you get real action. And this is what, oi course, we really need. We as Americans must quit thinking about what we an get out of things and do as our President suggested in his in augural address, "Think not what you can take from your government, but what you can give to it," And believe me, when we do that we'll find out that we're invesung in a resource that doubles every time wc put something out Titis is the area where we need action. This is the greatest reser voir of safety left This is where the profil* are. It takes a little faith. Do we rally believe that safety pays? Do we realty think there ts something morally sound about it? Do we think it' in the interest of our fellow men? MOTIVATION -- THE ART OF LETTING PEOPLE HAVE IT YOUR WAY Br EARLE S. HANNAPORD, PH.D. Safety Engineer, Long Lines Department, American Telephone and Telegraph Co. and Vice rresident for Industry, National Safety Couneil Stripped and shorn ot all its high-sound ing descriptive phrases and plumage of words, motivation is just what our title says: "The art of letting people have it your way." And that seems to be the popu lar conception of it also. in an age when we are literally up to our ears in motivation -- product motiva te I9fit X.lti.m.ll -Sn,f,-tv C.morees tinn to buy cereals, soaps, compact auto* mobiles, and to actively support national and focal movements of all kinds -- folks are justified in being skeptical and at tunes ob stinate it they suspect they are being moti vated against their <ma will and interest*. And all the recent talk of subliminal motiva tion on an unconscious level tends to make people even more skeptical and suspicious. So before we go into the interesting and absorbing story t,i how motivation works, let's make sure just wiiat we mean by motivation--what it it and what it is not. After that we shall talk about how to moti vate people successfully and then complete our discussion by talking about how we can check to see if motivation it working. There is one thing to keep in mind at nil times. What we shall talk about is funda mental and true of all motivation, even though our applications at it and our illus trations will he in the held of safety. What We Mean By Motivation Current misconceptions and fallacies about motivation demand that we clear up some of them even before we settle upon our barie definitions. First let's mention some of the things that motivation it not. It is not ?ome subtle potion brewed of words, ideas, hypnosis and thought control that enables us to manipulate people to our own advantage against their will. Motivation, as we are going to talk about it, is based upon not disabling or eliminating our .American democratic freedom to think far ourselves, but using it. it does not violate the God-given right to make up our own minds and to choose for ourselves. It is true -- only too true -- that perver sion and distortion of what we shall talk about has given birth to the maniacal, ruth less devil's brood of propaganda, thought control and brain washing. All of these re duce man to mere automaton or robot, a -lave of the will, spirit and emotions of an other -- a much worse form of slavery than forced physical servitude. In safety as in all motivation for sane, rewarding living, we seek to motivate for the good of the ones motivated. This calls for arousing the voluntary persistence and perseverance of a person from within him self, from the free spirit itself. Yes, without any doubt, in discussing the compelling)}* interesting subject of human motivation we ]R are dealing wall powerful force*, forces which improperly used are just as disastrous, and probably even more so, than the nuclear weapons which oust us so much anxiety to day. Pause a moment if you doubt this, and reflect on Xazism and Communism and the ph> sieal slaughter of millions which ua compounded out of the horrible obsession* and motivations from which they sprang. True motivation of a positive nature op erates without using the negative controls of fear and anxiety. Furthermore, it doe* not destroy the individual's perceptive and ethical values, nor docs it seek to produce negative motivation through depression of physiol, mental or emotional response* and reactions. Note that we said positive motivation due* not use the negative controls ot fear and anxiety as such. This is based upon one of the key axioms of all teaming --and motivation is directed teaming. Dr. Lester Sontag states it this way: "The basis of all learning (positive motivation) U the striving by the individial to IffJen imxtWy fcv mastering (voblcms at they arise." Keep this in mind, for we shall use it later. Having oriented ourselves with resjivct to what motivation is. and what it is not. we can define it with confidence that it will not be misinterpreted l am going to use what I like to call a "sequential form ot defini tion." Actually it*s simply this. First I will define motivation and then the key concepts composing it as follows: Motivation --Sequential Definition t. Motivation is supplying the incentives which impel an individial to achieve a pre-selected go*L *, An incentive is anything which an indi vidual feels will sausfr a drise or a motive. }. A drive is a penistea tt imitated oondition usually arising out of bod} -tisur needs and which demand* acmcdiale sat isfaction. 4. A motive ts any condition, nstmlly emo tional. that arouses, sustains and direct* an individual's activity to a preselected goal. Obviously from our definitions it would seem that motivating people for safety would carter primarily about providing incentives which satisfy a motive, since safety is not Mufar Transport Smli.m i "mi( abut" thing but mil* tor sustained. Insistent, directed actiuiv on ;i continuing tUy-afier-day basis Moreover, it has a high emotional content. Drives, Motives and Incentives Ucfore we make any more conclusion* and comparisons with rrpect to drives, mo tives and motivation, let'* li*t the baric drives and some motives. .All of us arc, no doubt, familiar with the natural, instinctive drives which I have -liown in their order of dominance: thirst, hunger, sex, exploratory, and a recent addi tion, mastery. Vctuallv, mastery probably lies between drives and motives, but many recent research developments place it nearer to tissue-need Jnves than ixo/ftvr. This is a natural deduc tion because there is new- evidence that our motives have their roots in the natural drives. The really important thing to remember is that drives have an order of dominance, or in other words a precedence which op erates so that the strongest one m that order of precedence get* mention before the oth ers. With motives it's a different story. Mofixes being emotional do not have a natural, fixed order of dominance, but can vary in *trength, depending upon the appeal to the emotions. Since many motives can be and usually are competing for our attention at the same time, the one that appears to offer the most reduction in anxiety, fear and ten-ton usually wins out over the others. A motive must withstand repeated compe tition with other motives, repeated diversions and assaults over a period of time. Drives with their tissue-need origin* and order of dominance and precedence do not have face uch competition. In fact, it is obvi- :< that when thirst and/or hunger are ex treme they usually override all else, Motives jfe overridden, but once the thirst and hun ger are allayed, snofit-cr can be revived and w-di the proper ineentr.es resume their -tnving for the goal. Thus we see that a particular motive can have several fates; it can: ! Be successful in the competition with orher motives. 1 Be cxdy partially successful. >* Be replaced with another; ue^ give way to a snhttitatc. 4 Uv `.ompk'lcly blocked or inlnlulril From this we sec why motives must be pretty strong rugged fellow*. In this strug gle, the survival of the fittest rule certainly applies. And from experience w*e all know safety has strong competition. So it be hooves us to know the facts and be able to u*e them realistically and effectively. Let's list some of the motives we've been talking about: Social approval, conformity, security, achievement, belonging, attitude. *elf.expression, interests--likes and dislikes, ind prestige. Probably you are wandering why I haven't included many familiar terms such as praise, reproof and reward*. That's just my point Before we can arrive at the secret of motivation we must be sure of just what we mean by drives, molhts and incentives, for there is a great deal of confusion as to just what each is and its functions. All too often incentives and motives are used inter changeably in talking about then, and thi< is wrong. It leads to poor, conflicting, and confused efforts to motivate. The underlving truth is this. Drives and mofc'rrx are the same for everyone. They .ire broad concepts. Incentives vary with the individual, for they are the intermediate achievements which impel the person to .ichieve the goal Remember our definition of motivation? Motivation U supplying the incentives which impel an individual to achieve a pre selected goal. And an incentive is anything which an individual feels will satisfy, a drive or a motive. ' Such things as praise, reproof, rewards, rivalry, participation, ctc^ are incentives; and it's the incentives we must supply, not the motives. The morn-ex are universal, hu man condidoes which are the same for everyone in just the same way as drives. Remember in our definition of mofft'c we said it is any rendition, usually emotional, that arouses, sustains and directs an individ ual's activity to a pre-selected goal Note we said a motive is a "condition" W also said a drive is * condition, but of a different kind. A drive it o persistent stimulated condition usually arising out of body-tissue needs and which demands im mediate satisfaction. 19 1961 National Safely Connect! Here's the important, vital concept that distinguishes drives and niotivcj irom incen Hvet --- drives and motisrx are conditions A condition it something that necessarily precedes and sets up the climate for an ac tion and us result, but which does not 01 itself produce the rcsutt. It is the incentives which produce the result: i.e., an achieve ment of the goal, if and when the drives and/or motives provide the necessary conditions under which the incentives can function effectively. Before we sum up and iist the key facts about drives, motives and incentives so ut can use some actual accident situations and cases as illustrations, there is one more very interesting and also pivotal concept. I cal! it ''pivotal'* because it is the point of departure which determines whether we are going to motivate in the true sense we described ear lier or pervert and divert into the "devil's brood" of thought control, brain washing and propaganda. The "pivotal concept" is simply this: There are two kinds of motives -- positive motives and negative motives.. In the partial list of motives we looked at a few moments ago only positive motives were shown. All too often discussions deal exclusively with positive motives alone because, mistakenly, it is thought only the things that give pleas ure reduce tension. But that gives a dis torted, one-sided picture. The following diagram shows the rela tionship between positive and negative mo tives. As we can sec from our diagram, there are tome four motives which can be either positive or negative. They appear on both sides of the "pivotal >oif`` which is shown as 0 (zero), the point of no motivation. These four motives: discipline, punishment, tension and altitude are what psychologists call ambivalent. They combine two possible impulses which are as opposite in nature as love and hate. Let** take discipline as an example, for it is very important from an on-the-job cap tive group standpoint--it's their climate. Un derstanding discipline in the interests of the persons being motivated is positive, while discipline solely m the interest of the moti vator, and particularly when not in the inter est of the motivated, is negative. And the same is true of punishment- When both are ind Ncjt(r Metric* negative they have a close kinship with fear and anxiety*, two highly and solely negative motives which can disable our perception* and in their extremes cause panic. When they are positive they are among our strongest motives. It U unfortunate that these two motives are so often viewed only from their negative standpoint The same is true of tension. However, people see atti tude a little differently. Most folks agree il can be either good or bad. As we can see. it is further out from the pivotal point Now here's a very vital and interesting thing about these ambivalent motives. Some thing that recent research has given new meaning. An ambivalent motive has an un conscious added impact on an individual, and when he senses the intent behind it, its effect is intensified and amplified. This can be and is true even when the person is "griping" about it. Why? Because these ambivalent motives are those associated with and ascribed to 20 Motor Transport Section authority figures." And when we have eonndence in and respect for the "authority ~.gure" we get a relief from icnsion by his assuming the responsibility. The emotional content, impact and posi tive or negative nature of these highly pow erful ambivalent motives are wholtv de pendent upon the use made of them by the motivating authority figure. The solely positive motives are obviously effective motivators and the solely negative ne* are often barriers to goal seeking and attainment. Even so, negative motives, fear ar.J anxiety, can at times be strong moti vators. Here's an interesting example of hetr use in a field that requires strong motivation -- that of collecting debts as l-xte by collection agencies. Dr E, H. Barnes, psychologist for the National Ac* tounts System says. "The basic approach in the collection of debts is creation of fear and anxiety in the debtor, which he can only dispel by paying the debt. You can't get away from the use of fear and anxiety as motives and the collector has to make sure that a certain amount of anxiety is present." Obviously, the ereation of fear and anxiety are not the preferred motives :n accident prevention because of the eae vith which they can develop into panic, even when closely controlled. Now here are some facts that will put things into focus, for Dr. E, 0. Hurlock's work with the effects of three carefully chosen incentives of the discipline motive are really startling. He used four groups: A control group which was given no incentives. A group which received high praise. A group which was given severe reproof in their own interest, and \ group which was ignored, but heard the praise and reproof given the oth ers, since only the control group was separate. Here are the results in terms of their performance, using the control group as 100. Croup Performance Control ............ ................................100 Ignored................... ........144 Reproved ............................... 158 Praised .................... ,180 The use of reproof as an incentive of the discipline motive for their benefit resulted in 58 per cent improvement over the con trol group. The ignored group ahich heard both the other incentives being used im proved its performance by 44 per cent over he control group. Discipline of a positive nature i- a mo tive which is inherent m all captive groups --it's a condition, a climate of such groups --and it is effective when properly used even on someone else. Note, though the praised group increased its performance by 80 per cent over the control group. This is direct and dear testi mony as to the solely positive social ap proval motive's effectiveness when praise is used as an incentive. However, we must keep in mind that the praise was given to a eaptive group operat ing under a general overall state of discipline and the praise was warranted. Actually this incentive (praise) can be associated with both the discipline and social approval mo tives. In this case it was closer to the discipline motive. Please understand why I have dealt somewhat at length with these ambivalent motives, particularly discipline. It is not be cause I am ranking them above the solely positive. It is because of their key position and impact and also because their nature and use has been so misunderstood. Further more, all on-the-job safety motivation takes place in a setting where di`eip1ine and con trolled operation exists as the way of life-- not "free choice," as off-the-job. Returning to the main stream or central core of our discussion, I want to re-cap this way. When we motivate we select a goat, decide upon what motives are most carefully related to the goal and then provide the incentives which will appeal to the individual or group as satisfying that me/rre or motives. Obvi ously, because of the possible mortality or "fall out" of inoffrex it is best to use several and choose your incentives accordingly. We" don't supply or provide motives, as people often say. We supply incentives which satisfy motives which already exist for all of us. 21 I9f>l AraH*niit Safety i'nnrjTft, Illustration* of Goals, Drives, Motives and Incentives T.et's u*c n few simplified illustrations to urn up. Goaf--Survival. Drive--Thir-t. Possible incentives: 1.Tissue-nred iomach pain - Seeing someone else drinking 3 Advertisement for soft drink Goof--Save a life by rescue breathing. Possible Motives--Achievement is + . Posrthlc Incentives? 1, Desire to hup 2, Knowing what to do 3, Praise, award*, cie. Pear i -- 1, Gwiwc of getting an infectious disease GW-- No eve injuries. Possible Motives-- 'Security, Possible Incentives: t. Publicizing toss of sight eases 2 Publicizing cases of eyes saved *afety glasses 3,Provide safety glasses east-free 4 Taking personal responsibility by f Discipline I. Enforcement of rule requiring use of safety glasses at all times on the job Note that these three simple illustrations included the competition of motives in the "rescue breathing case" and multiple possi ble motives in the "no eje injury' case" Apropos of previous comments on positive discipline as a motive, when we tried to get full use of safety glasses by praying for them and the prescriptions and using several motives, we got about 70 per cent reduction >u eye injuries. But when we made it mandatory to wear safety glasses at all limes on the job and enforced it, eye injuriewere practically eliminated in the outside '.(instruction and maintenance force* eon* emed. Hovr to Motivate People for Safety Successfully In talking about "how to motivate people fr safety successfully" we must be realis tic. To do this I am going to use four ac tual cases. Two will concern group motiva tion and the two others will deal with the motivation of individuals. Please keep them in mind. Case /--Large group, 17.000 women Frequency rate 1955 ra 0.93. Placed l.'l in 19 competing companies. Frequency rate 1957 was 021, Placed third m 19 competing companies. Case It--sCG men in outside construction work. Frequency rate 2 8 under normal working conditions. Frequency rate rt under disaster service restoration--abnormal hazardous working conditions. Caste III--Individual employee (male). Individual bus driver with poor accident record given planned motivation result ing in five year aecidem-tretr perform ance to date. Case IV--Individual employee (male). Individual craftsman with five year acci dent-free record suffers loss oi fingerneurotic paradox of motivation and the forced choice. Since we took the time to explore just what motivation is and is not and also de veloped and discussed basic definitions, w-e can cash m on it now. All we have to do is put the "pattern of successful motivation" fa "flow diagram form" and use it a a guide in discussing our four cases. The only term we've introduced m talking about our motivation pattern is "goal grad ient." It is simply this: If the motivation Wist to 4o Ho* to So H 1. IIkI imI ot eealt-^l. Acquaint with objectless and frequanttv *2T0elep and maln-H^I. Um oononsl tontact, in qood safety ** individual and ereus titvdni, l.e. i-a nh." ^3, Cheeli for b*Hr pf- Hitvd and t*at f<adint. .raadfte iftfirnit aRert^a* goal is 22 Motor Transfori Section working, the nearer wc get to a goal the stronger the motivation. It also applies when we divide a continuing, long-term goal into intermediate successive goals. If we analyzed and discussed each of our four cases fa detail, it would take hour*. So I'm going to describe briefly what was done and then just mention some of the factors involved. Case /--Large group--17,000 women. Frequency rate 1955 was 093. Placed last in 19 competing companies. Frequency rate 1957 was 021. Placed third in 19 competing companies. A careful and detailed field study showed tliat safety programs and activities were basically onenied to men's needs, objectives md thinking. A women's committee on safety was or ganized h developed objectives, programs, materials and activities in terms ot women's motives, needs, incentive*, interests and thinking. The program activities were given to the women by women supervisors. As uated. in two years tr.c women's frequency rate decreased from 0.93 to 0-21, and they moved from 19th and last place to 3rd and also bettered the men's performance. Here are some ci the motives and incen tives used. (In each of the four cases 111 try to ccrmrerT tn different ones. t.e. mo'tves and incentive*.) JiKa!r*> ~NrttciptlA in unlit troop ol It at IZ diicuMtao subict liKfc >, "If, s Womm`1 World." "H's So Smart to h Safe" and "A Wwnaa`t Way to a Happy Summer" with ac tual `Joins' Ham, and activities tuiled to women, iataratts and >d*. ividwal rivalry. --Group rivalry -- wamta vims min, alia bstvssa women', groups. MoilMr itatament, of raiult* and and awards. Actually there were more motives and dozens of incentives used. Alt of these items were designed to follow the "pattern of UCCCSSlul motivation" and there was ample evidence that they did. Remember our second case? Case U--Departmental Group--300 men in outside construction work. Frequency rate--2.8 under normal work ing conditions. Frequency rate--0 under disaster service restoration--abnormal hazardous work ing conditions. This c.. e differs from the preceding group motivation. It has "situational moti vating factors" which Case l did not have. When hurricanes strike and telephone lines are down, towns and even cities can be iso lated. Construction crew * and their equip ment arc rushed to the disaster area from all parts of the country. They work day ami night under the most hazardous conditions to restore service, for lives are at stake. And yet there arc far fewer injuries than under usual working conditions. The ease quoted above shows that. Looking at our "pattern for successful motivation" we can see that the goal is sharply and starkly defined; the previously developed safety attitudes, habits and train ing alt are brought into focus through urgency* for serving others. Without ques tion, achievement is constantly before them a* is information as to progress, and war ranted commendation and praise are quickly given by everyone, including the public at large. Added incentives arising out of the situa tional motives operate to strengthen the whole pattern of motivation. The incentives? They are multitude--for some the desire to help in time of dire need, for some the reward* of overtime, the group effort, and individual rivalry within gangs--at! come into play. The critical thing about "situational moti vation'' centers about this one face Unless the situational impact has been preceded by good sound safety attitude development, training and habit formation, it ha* nothing to build on and may well increase injuries instead of preventing them. Cast ///--Individual Employee (male). Individual bus driver with roor accident record given planned motivation result ing in five year accident-free perform ance to date. 23 1961 National Safety Concrete In both this use and the following one I'm going to limit our discussion to their unique aspects rather than reiterate princi ples we've already covered. This case concerns a bus driver who had a ,ery poor accident record, but whose physical and mental qualifications were sat isfactory. The company psychologist and safety en gineer developed this plan. The incentives were group and individual rivalry, financial rewards and participation with the motives of achievement, conformity and identifica tion doing the conditioning. Here's how it was done. The poor periormer was pul in 4 group with three drivers with very good records and these rules made: Each driver would get a $50 bonus at ihe end of an accident-free year. It all four drivers had an accident-free >ear. all four would receive an additional ilOO each, making a total of $150. Naturally the three good drivers assisted and "worked on" the poor one. He tried to conform and identity with the good ones. It worked so well iltat all drivers in that company now are competing on the "group of four" plan. Probably most folks would say "sure it worked--they gave them some money." Ac tually money was not the key. The same plan worked when the reward incentive was not money and moreover even when there wasn't a material reward, li was the rivalry that turned the trick. Notice how well this tics in with the fol lowing research results on the value of rivalry as an incentive where no rewards were used. Dr. V if. Sims used three groups: 1, A control group in which there was no special motivation. 2. A group in which only group rivalry' and participation was used. J. A group in which only individual rivalry and participation was used. Here are the relative results, assigning the score of 100 as a starting base. Croup Control...... ................ Group rivalry.......... Individual rivalry ,... Score Per Cent Cain S 15 53 The "group of four plan'* combined the motivating values of both the group and individual rivalry incentives in a most ef fective manner, and these figures show why it worked so welL Case IV--Individual Employee (mate). Individual craftsmen with 5 jw accidentfree record suiters loss of finger--neu rotic paradox of motivation and the forced choice. This case illustrate* the competition and clash of motives and their implementing in centives. Briefly, here's the story of the accident. A craftsman with five years accident-free service had to make some changes in equip ment panels located 10 feet above the floor. Another employee wa u*:ng tlie ladder on the other side of the office. Instead of wait ing a few minutes and walking across the office to get the ladder, the employee se cured a small table 30 inches high and Stood on it to make the adjustment. His supervisor saw him do it but did not stop him. After making the adjustment the em ployee, who was 5Lx feet four inches tail, elected to descend in one step to the floor. As he did so his wedding ring caught on an equipment detail eight feet above the floor. His body and full weight being in motion he couldn't stop and the ring severed his finger at the first joint. The remainder of the finger Had to be amputated later. Without going into detail it's pretty dear that the clash between motives ended with the motivation for safety- which had been working for five years, losing the battle. It failed. Also notice the absence of the disci, pline motive when it was needed to re-en force the ones that weren't functioning. Understanding discipline is like the "safety man" in football--it ran save the day if the individual carrying the ball fumbles. The Neurotic Paradox of Safety Motivation I chose this fourth case for another reason besides its aptness for illustrating the conflict of motives. It also depicts the un derlying basic problem of all safety motiva tion, "The Neurotic Paradox." In his sig nificant contribution to the new concepts or motivation, Dr. O. H. Mowrer, research pro fessor of psychology. University of Illinois, 24 Motor Transport Section states it this way. 'Why does a person sometimes persist in unrewarding and self- defeating injurious behaviour when he knows he should not and is familiar with the safe rewarding behaviour?" In our fourth case the employee knew and had practiced the safe procedure for five years. Recent research indicates we have not been fully conscious of the very high motivating element in a forced choice between opposites. Opposition, from sources outside ourselves, to our choice reinforces our unconscious drive to do things we are told not to do, and wc have what is the commonest of alt emotional blocks--pres sure to resist anything that mnv be felt to be coercion. This is the core of the motiva tion problem since, as we said in our intro duction, we do not use the perverted motiva tion of propaganda, thought control and brain washing which destroy the free spirit and creative initiative. In our fourth case the dicipline motive and incentives of direction and enforcement would have saved the day. The general procedures are incorporated in our flow diagram. More particularly, though, incen tives must personalize for the individual and work through the properly selected mo tives, i.e. conditions which give the emotional kick to put and keep the person m the safety orbit. The more strongly the desired goal is perceived and reiterated the stronger the motivation, particularly when the de velopment of the proper attitudes, i.e. ``mind sets," puts the dedred goal in favored posi tion. How to Tell Whether Motivation Is Working There are four simple checks we can make to see if our motivation is working. I- The effectiveness and efficiency of the desired learning is increased (other things being equal). 2. The individual or group efforts to achieve the g^at are persistent. 3. The goal gradient effect is dearly evi dent, 4. The individual or group voluntarily ex presses interest, satisfaction and desire to achieve the goat. In the first three of our four illustrative cases it is obvious from what I have said that these four tests were satisfactorily met and would be observable to anyone making the check. In the fourth case, when the motivation failed it was and should have been evident to the supervisor that these four tetts were not being met and that there was need for immediate action, as is shmvn in our previoudv discussed ``motiva tion flow diagram." Conclusion It may be difficult for some to believe that what we have discussed here, motivation, is the key element in our lives. But its effec tive use spells the difference between suc cess and failure in all wc do. It determines also whether happine<* or misery will pre vail. Moreover, it holds the solution to emo tional adjustment in lieu of maladjustment for, mark you, what we have discussed con tains the key to self-motisatinn as well as the motivation of others. There can be no continuing safety with out motivation. And in a broader scope even our conquest of outer space and solu tion of the problems of nuclear energy will be hollow, meaningless and, >cs, disastrous Pyrrhic victories if we fail in solving the problems of our own behaviour. 25 COMMERCIAL VEHICLE SECTION AUTO DRIVING FITNESS AND THE PHYSICAL EQUATION By ABRAHAM J. MIRKEN, M.D. Member, Committee os Medical Aspects of Automobile Safety American Medical Association, Cumberland, Md. The topic assigned was "the physical equa tion." 1 choose to broaden it a little bit and talk about "auto driving fitness," be cause I think it encompasses more of what we as physicians are interested in. When a disease kills almost 40,000 people a year and affects them physically to the extent of four and one-half or five million more a year, it certainly is not unnatural for physicians to be interested in it Automobile accidents last vear did Just that. For quite a few years physicians have been interested in the problem, but pri marily from the point of view of treat ment of casualties, and rehabilitation. It's only in the last 11 or 12 years possibly that physicians began to look upon this as a preventive disease; it should certainly fall into the province of general medicine and not just the surgeon, the orthopedist, the physical rehabilitation specialist, and so forth. The American Medical Association has tor some >ears felt its responsibility and has had a committee interested in this. Un til this year, the committee was called Medical Aspects of Automobile Injuries and Deaths, but in the last two months was changed to Medical Aspects of Automobile Safety. As Mr. Fine has stated, expert drivers, with 20 years of experience, or better, in dnvtng safely, did not measure up to what we as physicians felt should be ideal stand ards for selecung drivers. They were all older--they- probably didn't coordinate as well, their reflex timing was not as good a* for younger people--and they certainly did not see as well at age 59 as they did at I* or 20. They probably didn't hear as well--their fields of vision might have been somewhat unpaired. We know for a fact that their ability to see at dusk and at dawn was definitely impaired. At 60 or o5, one becomes less capable of seeing in the hours when there's not quite enough daylight There's no substitute for the judgment that maturity brings. When a fellow is stable enough to stay on the job for 33 or 34 years and to respect the customs and the opinions of his community, he's one who should be a good driver even though on a testing machine or device he may not check out so well. The physician is interested in preventing accidents by trying to determine the in dividual's ability to drive, and also the par ticular things that impair the ability to drive. His sole concern, I believe, is with the driver's physical make up--how tall, how short, how obese, how old and so forth--and his physiology--is he able to move at! his extremities, turn his neck, see over a wide enough range when looking straight ahead, or perceive that he has just enough time to get by in changing lanes and passing? These things are very difficult to measure, but they can be impaired by certain dis eases and by taking medication, drugs and alcohol. Hie physician also tries to sort out the people mentally or emotionally unfit to drive. The moron, ur individual with an IQ of less than 70, should not be driving any vehicle, especially a commercial one. or one that transports passengers. Emotionally disturbed individuals whether psychotic or severely neurotic, or just up set by a bout with boss or wife, are not as good drivers as the norma] individual. Last we come to the effect of specific diseases on the body, the effect of drugs and medications on the ability of the in dividual to work, see or judge, and the effect of alcohol. One doesn't have to be Commercial Vehicle Section a chronic alcoholic or abject drunkard o be a bad driver. We ate concerned with the feilow who has one or two cocktails and then proceeds to drive home thirty minutes after the last one. It's been de termined time and again that even one beer or Wt ounces of whiskey in the btood tream will be sufficient to impair physical Ability. The figures of 1957 still hold true in I960. There were 39,000 killed last year and the V/j million mentioned as being in jured are twn; who missed a day or more from work. Actually there were 4,700,000 reportable injuries, and the prediction that iite person in every ten will be injured or killed in a motor vehicle accident in the r.ext 15 years still hoHs, Obviously there are three facets that are involved in an automobile accident. One is highways. We are going to have dream highways where cars will be locked on electronically, and the driver may take his hand off the controls and not touch them until he gets "ff the highway, but tint's in the future. Second is the motor vehicle. This ha< become faster moving, more maneuverable, ,md truly has fewer mechanical failures causing accidents. One thing that I'd like to emphasize is that the automobile can be vastly improved as a means of packag ing the driv er and other occupants. Statistics show that human failure is the most important factor in the causation of accidents. The human mechanism has to be not only physically fit but also able to function and unmodified by drugs or alcohol. Drivers having repeated accidents or .i high accident rate are usually of lower in telligence. youthful, or have certain emo tional problem*, such as egocentricity, resistance, or social irresponsibility. How ever. most ..ectdents involving persona] in jury take place between drivers who have never been involved in a personal injury accident before, or been injured themselves. That's a little surprising in the light of the three factors compiled above. How can we determine safe driving abil ity? There is no law that t know of in any state which compels a physician to report to a motor administrator the physical, emo tional or mental disabilities which in his -.pinion may result in the impairment of his patient's driving ability. The only possible exception is epilepsy which some 22 states have designated by law as a reportable dis ease. The individual who suffers fatigue while driving may be more likely to have an ac cident. And he will usually have that acci dent in the first two or three hours after he starts driving. I think that statistics have borne this out Usually his fatigue eomes from some activity he engaged in prior to driving, The physician and *he safety engineer should both be on the look out for the fellow who has not slept properly the night before, or who has engaged in some physical activity, such as golf, tennis, or week-end camping trip. He should be warned about his ability to drive The individual likely to faint or become confused, whether due to disease or because he has been taking tranquilizers, must be watched. Temporary impairment may be in duced by* certain drugs like marijuana, co caine, morphine or their derivatives, and from the use of alcohol. There is no 'in gle opinion about what constitutes the best vision, but cerlainly if everybody had 20-20 vision we w'ould have better drivers. It's the feeling among most practitioners that at least one eye should be correctible to 20-40. and the other to not worse than 20-70. The value of good hearing is something else again, We know that many drivers don't hear well, and that a man who it driving a tractor-trailer or a large bus, and who is hard of hearing, can t do as well with a hearing aid as without one. Also, drivers ivho know that they are hard of hearing can compensate for it by using their other senses to greater advantages. Sometimes these men are quite competent drivers. It goes without saying that .t person -liould be able to operate the controls of his car. He should be able to use his arms, should have enough strength in hte legs and thighs to use brakes and clutch pedals, and should be able to rotate his neck in both directions so that he can see over both shoulders. The individual who has a cast or a splint on one arm and is otherwise well should not drive an automobile, par ticularly a commercial vehicle. A physician can only advice a patient but certainly his responsibility it great to advue tint patient not to drive with a 1961 National Safety Congress cast, or % pitch over one eye. The individual who is blind m one eye and drives over a period of 10-12 years learns to com pensate for the loss ot that eye, although tests reveal inadequate depth perception in c.r handling; but an individual temporarily blinded in one eye has depended for so long on both eyes for binocular vision that he is temporarily incapable of doing a good iob in depth perception. Such an individual should be warned by a physician or a safety man that he must not drive until his eye is healed F-motional instability cannot be measured. There's no test which, in 5 to 30 minutes, *n rule out the emotionally unfit as drivers. Long interviews arc necessary, and even then, as wc learn from racing experience, they don't work. Many a man is a competent driver on a practice course--a sober, stable individual w hen you talk to him in a physical interview--yet when he gets into competi tion he becomes terribly aggressive and abu sive, and dares to disregard not only his <>wn welfare but also that of those around him. Such an individual has to he taken off the course immediately. There are certain endocrine glands--or gans of internal secretion, suclt as the pan creas, the pituitary, the ovaries, the testicles and the thyroid--which affect our emotions, our behavior, our physiology, our ability to work; and there arc certain diseases and certain drugs which affect these glands. Same of the diseases cause a motor weak ness in which an individual cannot tem porarily do simple things with his arms, legs, or back muscles which he could do before. Such an individual shouldn't drive. There are some diseases in which one particular muscle is weakened, as from a cerebral stroke in which paralysis on one side results >n a Ios o; an arm or leg. So one would disagree that such a man can not drive. There ate certain diseases of the endocrine system which produce spasms and convulsive movements, not due to loss of consciousness, but due to an overpower ing, uncontrollable muscle contraction. Such i disease is hypoparathyroidism, which for tunately is not too common. Sudden episodes of vertigo, or dizziness, appear in certain diseases. Individuals who have them should not be permitted to drive, and it goes without question that anyone who suffers loss of consciousness, whether it be due to blocking of a cerebral blood vessel, eptlepsy, or any or the convulsive disorders, must not drive. How can we discover the individual who has these.1 If he seeks medical advice, hit physician, it he it competent and zealous in hit work, can make a pretty accurate diagnosis. But the physician'* hands are tied as far as doing anything more than advising that individual not to drive it con cerned. When it comes to commercial drivers, there is a controlling organization with its own medical department, but we all know there are individuals under the care of private physiaans who have certain dis eases which would preclude their driving a commercial vehicle. Yet, die organization medical department does not know about it because the individual has never been in trouble in the plant. When discovered, he must be prevented from further driving. The problem of diabetes and dropsy i rather serious and complex. There are a tre mendous number of diabetics in this coun try, and an untold number who have never been diagnosed, or have no idea themselves that they are diabetics. The medical pro fession iceis that if the diabetes is mild enough so that only diet is necessary to control a man's blood sugar, then he may driv- all vehicles. If diet and one of the oral antidtabetic drugs control his blood sugar, he may drive ail vehicles. If insulin is needed tn addition to diet control, he may drive a private car but he should not drive a commercial vehicle or a passenger transportation vehicle People are going to differ about that. If the individual is seriously diabetic, so that dry insulin alone does not always con trol his diabetes, he should not be per mitted to drive any vehicle. The reason is that, if his blood sugar suddenly goe* up too high, he may become unconscious or semi-conscious. This can sneak up on him without much warning. On the other hand, if he's caking insulin, and tor tome reason didn't eat his meal or didn't eat as much - as he should have, he may go into insulin shock, an abrupt drop tn blood sugar resulting in loss of consciousness and even convulsions. Such an individual should not be behind the wheel Contnu'rcial Vehicle Section of any vehicle. The feeling of the Ameri can Medical Association is, if the individual is taking insulin, whether his diabetes be controlled by it or not, he should not drive a commercial vehicle or a passenger transpertauon vehicle. A person should not be allowed to drive when he is under influence of drugs which ,mpair sensory, mental or physical funcnon*. As we know, there are many drugs that cause drowsiness, lack of coordination, etc. Today, people are taking tranquilizers, sedatives, hypnotics, even small doses of uarcoucs, if they have chronic muscular dis orders. Drugs are being used more and more to day to control high blood pressure and, surprisingly enough, in many individuals, cause a certain amount of drowsiness and slowmg-down of reflex time. Furthermore, the individual usually has to take this kind of preparation every* day. Antihistamines, considered not long ago as a cure-all for the symptoms of colds, cause tremendous amounts of drowsiness. Tranquilizers also cause drowsiness, or dull one's mind; there are some drugs which relax one's mind, make one feel that every thing is fine when it isn't Both these kinds ot drugs are harmful to the driver. We know that drowsy drivers are capable of losing attention, their reaction count has slowed down, their ability to see is defi nitely impaired, and they arc dangerous. They should stop and rest; it possible, they shouldn't work that day. In general, fatigue affects the mind, the eye, and the whole bedy. It is recommended that no one drive more than eight hours and that an individual stop every two hours. I might mention that these are recommendations made tor the avenge passenger car driver, and not neces sarily the commercial vehicle driver. One of the best drugs we have to keep you from falling asleep is caffeine, from coffee, cokes, or the caffeine tablets. We don't recommend tiiat drivers take benzedrine tablets before making a trip. Heart and blood vessel diseases are dangerous only if they cause a sudden loss of consciousness. High blood pressure itself is not a complica tion to driving either a passenger car or a commercial vehicle. The effect of high blood pressure on an individual--on tus brain, kidneys, etc, -- should be evaluated from the point ot view whether there has been damage so rectal vessels or whether kidne>s are failing and the driver is likely to go into a coma. I return to consideration of the visual acuity necessary for safe driving. Double vision should not keep an individual from driving. Color blindness t* not a significant hindrance at alb Dark adap tation and glare are problems m themselve-. An individual hitting 60 or 63 docs not adapt very easily to the change from <Ja>light to dark, ot from dark to d.i> light, at dawn. It has been shown that an individual wlvo smokes three cigarettes will impair his dark adaptation to the same extent as it he went up 7,300 feet in altitude in an airplane. The higher you go without an oxvgcn mask, the less oxygen vou get, and the poorer you see in dark and twilight. An individual who has an artificial open ing tn his wind pipe through which he breathes, as a result of tracheotomy, should not be allowed to drive a commercial ve hicle, because he may be easily choked by breathing in foreign matter. The person suffering from convulsions, such as epilepsy produces, or any disease causing faintness, weakness or like dis orders, should be avoided in selecting drivers. There are no two states in the union hav ing epilepsy Jaw* that agree, but most of them feel that an epileptic may drive safely on no medication if he has had no attacks in two years; others allow medication. There arc certain things that will induce an at tack in an epileptic person--undue fatigue, alcohol, and emotional tension or stress. Any individual who gets emotionally up set can have his driving impaired in three different wa>s. He may be so absorbed in his own problems tlwt he is inattentive or indifferent to driving. He may be so de pressed tiiat he is unable to work. He may Lave such violent antagonism to the world or to people around him, that he becomes rcpuLdve, aggressive, loses his good judg ment and hi$ sense ot caution. very individual who is neurotic should be carefully evaluated by Ills physician and safety engineer. He should also have evalu ated the effect of any drugs he is taking to control his neurosis before he is per mitted to drive. A psychiatric patient who has been bos- 29 1961 National Safety Congress pitniizcil should not drive A patient being treated by a psvchiaimt with drugs or bv -.hock therapy should not drive, and any* one whose psychiatric status slows his be* havior and reflexes should not be permitted to drive. Thirty-five milligrams of alcohol per hun dred milliliters ol blood impairs ability to function physically- With 50 milligrams, or 005 per cent, there is definite measurable impairment. The third drink can get you into trouble with the police. In many states there is an arbitrary limit of either 0.10 or 015 mg./ml., above which you are considered drunk. Some states do not have an arbitrary limit, but the blood alcohol determination is easy to make and, tf you have alcohol in your blood, and it can be shown that >ou did not operate your vehicle with the Mine judgment and skill that you would have had you taken in no alcohol, then you may he prosecuted. SLIDE RULE TO SAFETY By JEROME L. FINE Research Coordinator, Safety Research and Education Project Teachers College, Columbia University, New York City The dictionary defines a slide rule as "a device for rapid calculation.' Unfortunately, this sort ot device does not presently exist in the field of traffic safety. Alter several decades of experience and research we arc still attempting to select, evaluate and un derstand the automobile driver and his be havior on the road by using any number of methods, from the simplest interview to the most complicated battery of tests. These methods, however, have at least one thing in common--each is grossly imperfect. We simply do not possess accurate, rapid devices for driver assessment, and due to the complexities of the traffic situation none seem forthcoming in the foreseeable future. This, of course, makes the title of my address somewhat of a misnomer. As far as can be determined there is no "slide rule to safety." There are no shortcuts to un derstanding the actions, feelings and thoughts of a complicated machine, the human being, operating in a complex situation. Recognizing this state of affairs, the Safety Research and Education Project at Teachers College. Columbia University, came Into being just tour years ago. Its mam purpose was to in vestigate the causes of accidents, primarily traffic accidents. After artfully *tud>ing the manv pi'ribte causes we dedded to focus on the driver since he appears to be the most significant among these. Under the able leadership of Dr. J. L. Malfetti, the project activities Itave grows to encompass three general areas. 1, Determining the characteristics of safe and unsafe drivers and translating these into tests which might be used by licensing authorities. Meet operators, insurance under writers and others. 2, Improving driver behavior through edu cation. 5. Studying automatic devices to take over for the driver when he fails. While seemingly unrelated there was a logical progression from one area to an other. First, we wanted to find out some thing about automobile drivers. Then we wanted to use that knowledge to develop ways of choosing those individuals who are liable to become accident statistics before they are able to damage themselves or others. Once the unsafe or potentially unsafe driver has been identified, not allowing him to have a license or refusing him insurance did not seem to be enough. Some positive action was indicated like rehabilitation or education in the essentials of safe driving practices which includes training in attitudes, skills and knowledge. But this kind of training is at best a stow process and even individual* who are gen erally safe drivers may at times break down and become unsafe, sometimes due to cir cumstances beyond their control, such as cardiac seizure. Hence, bur interest in elec tronic or automatic devices that function to supply the lost control and direct or stop the vehicle in a safe manner. .10 Commercial Vehicle Section While the project's framework and longrange objectives concern the reduction of accidents, urgency has led to a concentra tion on applied research in areas where immediate action may be taken. One in vestigation, for example, involved working with the Driver Improvement Clinic oi the Automobile Ctub of Cleveland. We studied the psychological differences between teen age traffic violators and non-violators ulti mately developing a battery of tests to predict violators. In summary, we found that the violator does not think things through and see the consequences of Inacts. He may see from A to M--but not to Z. More about this extremely important point later. He doesn't get along with peo ple, including those closest to him. White loving freedom and himself, he feels held m check and is rebellious. His over-sensi tivity, lack of self-confidence and feelings of tinworthiness make him one of the "angry >oung men" who may resort to erratic and ill-considered actions, using the automobile a weapon. Also of great interest, was that his parents displayed similar ami-social tendencies. They are not very civic-minded and stay pretty much to themselves. They feel little responsi bility toward the rest of society. This philosophy of "Every man for himself: just take care of Number One," has evi dently rubbed oil on Junior in his auto mobile. One relevant though poignant ex ample occurred recently in California. A young man speeding excessively was killed but the police could not find his father; he was in court paying a fine for reck less driving and speeding. There are two reasons for my reporting these findings about teen-age violators and their families. On the one hand, it docu ment* dramatically the importance of emu lation or example m the formation of driv ing altitudes which begins at quite an early t*ge of development. It is not infrequent for the child learning to count and read to ask his father why the sign on the road says "45" and the arrow on the speedometer points to "60." On the other hand, this study typifies along at least one dimension the kind of research presently being conducted. It con cerns the "pathological" driver, tbc one whose record reveals him as dangerous when behind the wheel of an automobile Through the years research has produced an ever-growing list of traits, attitudes ami actions which arc significantly related to "bad" driving, in contrast, there is little information and even less conceptual danty about the nature of "good" driving. In terms of our culture, this is not particularly strange. I wonder if you realize how many ot our standards are based on the Chirac* {eristics of marginal or totally maladjusted individuals. As a psychologist, 1 have fre quently attempted to measure neurotic po tential and character disorder. But there arc no scales for measuring hcallhy poten tial or character order Traffic safety is no exception. Violation point systems, lor example, are arranged so that 0 is me best score. Equally important is the tact tliat "good" driving is not just not the obverse of "bad" driving. In an other study, we collected over 2,000 incidents typifying "good" and "bad" driver behavior. Although the results are not yet complete, the analysts definitely indicates tliat certain actions ascribed to good drivers cannot be classified on the bad s Je of the ledger. The individual who interrupts his journey to dear a dangerous obstacle from the roadway has no "bad" counterpart. Isn't it about time we started Co model our standards alter people who did things well. It certainly seems we can learn at least as much from good drivers us we can from poor drivers- It was tn this atmosphere that wc es pecially welcomed the opportunity to work with a group of proven safe drivers. It was frankly refreshing to work with people who were normal or better-than-normal. Col laborating with the National Safety Council, the DuPont Co., Rcimngton-Rand. Univiu. Div,, Dodge Corp. and many helpful indi viduals, we examined the Characteristics of over 2,000 drivers who liad received the National Safety Council Safe Driver Award for 20 years or more. Incidentally, the opportunity to test a large group of individuals for whom orderly, ac curate records over a long period of time were available is rare in itself, and to a considerable degree serves to otTset some of the more serious limitations concerning doubtful driver classification due to inac curate or inadequate records imposed on many studies in this field. 31 1961 S'aliorui. Safety C<rtwr.-'t For the first phase, we prepared a ques tionnaire which was distributed to the drivers by the National Safety Ccuncil. The ques tionnaire contained 22 items relating to bio graphical and driving records. Some of the results ms*' be of interest to you. The profile of the 20-year award winner re ing standards for driven such as those found in licensing and fleet driver examination. Because only six individuals were involved, some results of the highly personal tests cannot be released; but 1 an* sure jreu will find the results that can be made public most provocative. flects social stability and conformity. He Items on the medial examination ranged it 59 years old, married and has two chil over several areas which include, among dren. He has been driving professionally others, five different visual tests, a neuro for 33 years, has worked for the same logical and cardiovascular examination and employer for 32 years and has had, on the eight different psychomotof tests. The re average, only one previous employer. In sults indicated that the subjects were average fact, like most of his fellow winners, lie and below average in terms of suggested has been with the same company for his standards for medical fitness to drive and in entire working life. terms of some of the physical standards He has never had a single traffic vio lation during his personal and professional driving career, has had only one preventable and one non-preventable accident during his vocational driving career and no preventable accidents otherwise. In 1959, he drove about 17.000 on-the-job miles and added another 8.000 in personal driving. With the help of Remingtons high-speed computer, fmvae, we ran these character istics through and selected six drivers largely on the ban of an aeeidcai-expocure vndex. The proce-v took twelve hours or tie t~a- chine. According to Lit. NLwie-u, it * rcmiiu*-cen: of luting t'. the S..-pi1 lobby for uoe's erst bobs r be b-rr. Rents a baclnds'T, 1 snui uxi.ca* -ii. * currently used la licensing. They were no better physically than the average man in heir age bracket. In most cases, however, they knew their physical deficiencies and had compensated for these in the driving task. More specifi cally, suppose ti e ability to see signals and other vehicles was impaired or simple re action time was slow, they would then look harder for signals and other vehicles, and when they saw these they would know instantly what to do. Their concentration, caution, ability to anticipate and make quick jeeisions evidently more than made up for whatever physical deficiencies they might Have. The psychological battery included the Rorschaeh "ink-blot" test, other projective my ana**** mwv k *tft tviiii- !*U. an intelligence test and a personal in- tion. kt'.rr Oeatig tre hi,fttuouti < -rv*rw, The results indicated that all sub- 6 pxc.. l'w< d***TM**--- !*** HI. -eets operate in at last the average range til o atr. the i-,U.>*** *Miraiag Wi-ite i* if intelligence. In general, they are aoo- punched twelve n nn *M1 not ptiui jggresuve individuals with a high level of study altered |* w unpulse control. They art loyal, dependable, OfwteenenwSerse"iixvwwee<,e->e!r--ketitrepm-w>e*me--hr^itwwJaiettheelviweleridla^Mawmtdtamba>C*uw-HfcSttme*vxcm,mvmejfdcwiemrmWI"Hcutwbkii^Hoe,Ual*ivS*rtet-*drivetsaehotu*arnbc*nptMealr.lr,'rcjeesisleepasacve,suintrAiigdttyi,evhpcseteaeg,neuhmdatiaogsdbugemlsrege,orsherslueeoisvybieomaafln,spdvtorhsoirvactaaiarnndntgidt-oswtn.fooaartlthkhaieennrmgsd Soiid bow* w! MMe ^'il --d to l'.ltto'1 These characteristics are reflected further Medical TVinrn yfficnwr 2 beasr* . I burs or their taidency to plan conservatively and weO for financial commitments, retirements and other phases of their own and tbeir Psycholacaal -.. * hears family* future. In doing so, they invest Kaaelajtr...............................4 ben m safety and security to the exclusion of The teats wen admiftM^rad by iftoiliM other potential gratifications. In addition, all is each of thoc uol Specs? items were share a strong preference for an outdoor selected according to the specialist's con job--that is. ooe which does not require cept of wfau the ideal characteristics of the a formal, long-term and close relationship safe driver should be or established operat with others. 51 C rmm.tciil Vehicle Stetien As a group, they are highly sensitive to the opinions of others and to the mores of society. While quick to recognize a threat to their well-being, they tr)' to avoid, de flect and deny such threats before they evoke retaliatory feelings. This is particularly true of threats which normally arouse anger so that, for example, they do not seem irritated by the bad manners and poor driv ing skill of others. Impulsivity or rebel liousness are totally foreign to their pat terns of adjustment and their behavior seems modelled after a parent who is easy-going and non-aggressive. In the light of these factors, their social behavior is probably very stable even though the evidence sug gests that a high percentage of these men underwent extremely stressful childhood ex periences. The performance test consisted of driving over a pre-set course in a specially equipped car. The course was selected to meet the requirements of containing 24 mi;or driv ing incidents which included 156 ^er-arate items. In addition, seven general arts teg practices were assessed. The re*u!:--ail six subjects did better tha^ average. lr. tact, all rank in either the excellent" te "good" classification. Sot a single cise ranked as low as "average driver.' Five >/s:tn,e char acteristics, araco tv all ti,/ecu. stout! out on the perjcrcaanee te.t. These were; (1) Signalling witeauo-sa when dewing Iowa, stopping, turning .r - ~"Z ''**--; f2) Correct sr%e the -yr a imlx, a; ujtersecw** a_ '-nr t-m-I (3) Ccurtcs* '.wMM.'d* ;mkr>trL*B* gad uthcr drivers, (4) Ptr.eet timing mb gating and changing lgnc, (5) A mawnrr ,t uriitig atM caused passengers to :< at we a umx Is the knowledge area, drtvtf was gives several standard tutriliag trwvw JD0 questwin* The aubtweta included use- chanirs, law and rcgnleiwa*. setude opera tion and first aid. The fiau^Ti fist of the six drivers surfed avcrape to goer, one scored good. It U evident that the mfumttun gathered m each of the arras tested raises some serious questions. In general, we compared our drivers to the idtcl safe driver and on the whole they did not make the grade, But we tested die "gamine article*' nd ideals are, at belt, good guesses. Should we not consider re-evaluating our concept of the ideal driver in order to make it more realistic? Stated in a positive manner, we should take a long, hard, look at theo retical licensing and selection standards which are not validated pragmatically. Admittedly, this is not an easy task. Re mits to date suggest that if driver behavior is divided into three stages--input, organiza tion and output-then the mature, safe driver excels in organization or the ability to make a correct decision and to adjust his behavior so that it is tn accordance with his ability. Compare this profile to that of the teen-age violator whose visual input and reflexive output are probably at their respective peaks, but whose organization or decision-making .machinery has not been fullv developed. Or ganization. however, is probably the most complex, difficult variable to isolate and -'udv, 'Tie tact mut be kept ut mind, the results >-r study, no rr-attcr how interesting . r `knurling, arc based on the records ut "R.'y tx r-en. More definitive information i* needed before any change based on these findings can even be contemplated. With -HU purpose in rmnd, and with the coop eration of the National Safety Council, we have proposed a larger study which seeks to test comprehensively in much the same manner as the pilot study, some 1,000 proven vote driven throughout the United States. The coectntratico of public attention on the at driver m itself should serve as a giant step in the reduction of traffic acndaxs We also believe tiot the knowledge to be learned from the nation's safest drivers will be aa invaluable aid towards the total understanding of our traffic problems. We arc. of course, sull vitally interested in the characteristics of all drivers; but perhaps now is the time to quietly rehabilitate the bad drivers and publicly applaud the good drivers. Sj/,i 'iiircty Coitgrtsi faction empljvce?, an endeavor to deter* mine whether a special driver index could be developed through Uie .\Rlt was under* taken. Sufficient data tor this study be* came available only laic this summer. Now to do a job like that you need large sam ples, because you are very likely otherwise to capitalize on chance. A preliminary driver index has been de veloped now from other data and applied lo the southern trucking firm to try it out. When the truck drivers ot this middle south ern firm were scored with the new key, the results were highly satisfactory. Correlation between the new safety index and accident data was ,75--an extremely significant re lationship. This result strongly suggests the desira bility of utilizing samples in the refinement of this driver index for general use. At this point 1 with to emphasize an important difference between the accident problems of over the road drivers and stop and go drivers. Tim is, in addition to ac cidents involving collisions either with ve hicles or pedestrians, the stop and go ur ban bus driver seems to be charged with the responsibility for injuries to passengers for which he is not primarily responsible. For instance, when stopping, a standing passenger may fall and sprain his ankle. Who is responsible? This strongly suggests that accidents in this field should be classified not only for levels of negligence in colliding with ve hicles and jaywalkers, but also be broken down into three categories as follows: col lisions with vehicles, collisions with pedes trians, injury to passengers on a bus not involved in a collision. Our investigations to date reveal the ex treme importance in recording detailed in formation about each accident if you`re going to do a study tike ours. This is important ui order to clarify and assess the nature of the accident riffc which an applicant for a driver's job may present. I have al ready referred to the importance of de termining level of negligence on the part of the drivers. It is just as important to factory workers, but it is sometimes very hard to obtain. That is one of the difficulties { had in the production field. The level of negligence is not enough. W'e also need :o know the length of service with the firm, so that the accident record can be properly weighted for length of employ ment. Now a lew concrete examples will reveal the need for this. For instance, one firm presented accident records for 17 months. During this time one driver had a serious accident involving grass negligence. Vet management classified him as their best driver. Another com pany tested a group of drivers whom they* considered as accident repeats. Vet the rec ords over a three year period showed, and that's only if we had the records for a three year period, showed that 7 oi these drivers rated as unsafe had had no acci dent during this three year interval. Well what can you do with data like that? Examples like these reveal the prime importance in obtaining accident data over the enure period ot employment. A man may have a serious accident involving gross negligence in 17 months, jet management may base its opinion of the driver on a record of a twenty year period of employ ment. Let's have all the facts. Test users sometimes develop the habit of depending entirely upon test results-- very sad if they did. As >ou know, this would be a great mistake. In hiring, a wise employer lakes into account all the data at hand, such as interviewing, and previous job history. Test 'esults are never perfect. The same could be said for many medical discoveries. The Salk vaccine for instance has decreased the incidence of polio, but it has not elimi nated it entirely. It wouid be difficult to find anyone, however, who would say that this iadc of perfection was a good reason for giving up the use of the Salk vaccine. Primary concern for the tester, however, is to refine these tests as mueh as pos sible with industry' s cooperation to achieve two purposes. To see reduced to a mini mum the probability of eliminating a good risk, while increasing to a maximum the probability of identifying a poor one. Elimi nating the poor risk is most likely to effect reduction in the cost of accidents. More over it might be helpful to direct special attention to re-training the driver who has had His first serious accident In closing this report, we can make a few suggestions. We already know that the driver index can be a useful aid In select Commercial Vthiele Section ing the over the road drivers who are least likely to become involved in accidents. But it u also important to learn how the driver index applies to other driver operations. To carry out such studies it is essential that accurate records of accident levels with degree of negligence for the entire period of employment be presented. SECOND DIMENSION OF FLEET SAFETY (a) DRIVER PERFORMANCE--A TRUE MEASURE OF MOTIVATION By ROBERT PERLOFF Dept, of Psychology, Purdue University, Lafayette, Ind. I should like to begin my remarks by warning you that I come here this morning not as a prophet of psychology, nor as a sage in safety, for { am neither, but rather as one whose modest contribution to your deliberations this week may, at most, be characterized by whatever mem there be in the tmpctucusncjs of naivete. I am naive That is, my ignorance in the fieid of safety may help you, through your depth and knowledge of the problem, through your intimacy with accidents, and through your compassion with the human operator of vehicles and the multitude of pressures tii.it never leave him--obtain a fresh start or at least a different view of this enigma of highway accidents which you hate been wrestling for decades. At the outset, let me set the record straight by advising you that, notwithstand ing the original notions of the program committee as well as my own vague ideas when the subject oi participation in this symposium was broached last spring, I tvtil be concerned neither with motivation re search nor with measurement techniques as explicit topics. Let me tell you why. Motivation research, as many of you know*, seeks to probe, oftentimes beneath the level of the individual's conscious aware ness, for underlying or basic motives re sponsible for the individual's behavior. Typ ically, motivation research studies have been conducted in the context of consumer re search in marketing, advertising, and sell ing. To illustrate, the conventional motiva tion research activity might reveal that `Milady's" soap is preferred (by your lady. and mine) not especially for its cleansing qualities, but rather because ot the way it caresses the jkin, tenderly and lovingly. Motives or reasons such as these arc scarcely capable of being revealed unless considerable probing is used by skillful and professionally trained interviewers. White the clinical techniques employed in motivation research, projective tests for example, are indeed appropriate for and have been used in safety research, I am tv.w convinced, having sweat through seme *ff jour voluminous afety research litera ture, that the time has passed when we can afford to view- the individual as an entity divorced from other factors with which ` e interacts m committing traffic violations or accidents. To be sure, a small piece of the explanation of accidents may be brought to light through motivation re search, but so far as I am concerned there are other approaches that appear to be tnore promising, at least at our current level of knowledge of driving behavior. But more about this later. Permit me to illustrate but briefly the type of frustration one faces in review ing the psychological literature bearing on driver safety. An excellent summary of behavioral research in this field vvas pub lished recently by the Driver Behavior Re search Project of George Washington Uni versity (Goldstein, 1961). An examination of this objectively oriented statistical digest revealed a multitude of depressing!,)* meager relationships (cither correlational!)- or >n terms of significance tests) between per sonality measures (the nuclei of motivation 1961 National Safety Congress research) and actual driving pcrtormancc. If these objective studies, embracing per sonality measures of all descriptions and inferred from thousands of cases, are in capable of unmasking the riddle of driver safety or of differentiating between safe md unsafe drivers, then what chance is there for motivation research, along with its handful of clinical interviews and its probes in depih and its assortment oJ pro jective device*, to do hardly more than provide a few clues, not definitive answers, in otir search for truth? Hence I decided not to try your patience hy speaking about motivation research and driving behavior. Mind you, I am not say ing that motivation research docs not have a legitimate role in psychological research, but rather that in my judgment It is not a primary tool of inquiry appropriate for use at a time like this, tn 1961, conspicuous lor its shapeless understanding of the pa rameters of driver behavior. Moreover, a review of jour literature documented my intuition that there is no famine of research or statistical talent in the ranks of the psychologists engaged in driver behavior studies. Hence it would be prodigal to pontificate on measurement problems in safety research. To help you understand better, or at least sympathize with, the position 1 shall espouse, I would like to recount for your sufferance the disappointments i endured by discover ing, one by one, piece by piece, in study after study, the reasons why safety re search has germinated, not the towering Redwood tree or the defiant excavator, but dwarfish shrubs or diminutive motor scoot ers, healthy little shrubs and peppy little scooters, mind you, but still, alas, only shrubs and scooters, not Redwoods and ex cavators. The list of reasons why driver safety research has languished includes, but is not necessarily restricted to, the follow ing items: X. The statistics of violations and acci dent* *r horribly muddled, unreliable, lack ing m uniformity so that data can not be combined meaningfully and Interpreted sensi bly, 2, The neatly unimaginable variation* among traffic |m, or at least certainly in the subjective nature characterizing the traf fic officer's interpretation of violation*. 3, The fact that variation* wiUun drivers are oftentimes greater than variation* among driven, on* of the sorriest and most pessi mistic observations that one encounters la this area. 4. Because driver attitude* are easier to measure than actuai driving behavior, con siderable work ha* been done In this area However, there is incongruity between atti tude* and behavior, via., between what a per son says be believe* or mvs be will do and what he actuailv believes or actually does. 5. The operation of ehsnce. and hence un predictable. factors in the accident complex. & It has been diMppointtng to find that no test, or even test battery, appears to be ctearly outstanding in forecasting accidents, despite the tact that numerous predictor teats have been studied. Including those that seek to assay individual differences in the realms of man s sensory, motor. Intellectual, and personality Qualities. (Reference here is not meant to include extreme rears such as drink ing. fatigue, emotional disturbance. inexperience. I courses and later accident record*. "Grades in driver training courses apparently have no validity for predicting who will receive traffic citations or have accidents Socioeco nomic and geographic variables also failed to show any important relationships to traffic -nations or accidents. The dark coloring /actor foiled io have any loading for tht acci dent or citation variables, tending to suggest that Mexlcaii and Negro groups are not markedly different from other groups In these respects," (Corarey, 195*. pp. 220-221) Thef_o__re_going list of reason*, and more, are documeanntete<d liberally in the psychological ilteraturee (Col_ra__re__y. 1__9_5_1_:__G_oldstein, 1961; Stewart. 195*; Thorndike. 1951). Several facts and hypotheses are readily inferred from the studies from which the above state of affairs are derived. To begin with, it seem* that most approaches to the problem have been explorations of single factors or systems oi variable*, rather than of interactions among factors. These inter actions suggested to me a crude model out of which the nature of accidents might be teased or glimpsed. Let us assume that accidents are some function of the driver, the vehicle, and the environment. This func tion might consist of some weighted com bination of driver characteristics, vehicular characteristics, and environmental char acteristics, plus driver-vehicle interaction, driver-environmental interaction, and vehicleenvironmental interaction, Pius, finally, driver-vehlde-environment interaction. Sim ple a* it is, when such a model appears in front of one, on paper, some possibly interesting clues of accident etiology are exposed. Let us see what these dues are It is apparent that if our model is cor rect we will get nowhere by studying the individual, the vehicle, and the environment, each, in turn, os a discrete entity. True, Commercial Vehicle SecUtm from this restricted kind of study, we will learn something about accident*, but oc\er much, I fear. What about the next level, the double inttractioos? These will open the curtain a bit wider, to be sure, than was possible through an examination of discrete entities exclusively, suggested in the preceding para graph, but the stage revealed by the par tially opened curtain will disclose a few of the principals but not the entire cast of tutors, without whom the drama and the tragedy of highway acadents will never be fully understood These double inter actions, while no: the full story, are sig nificant, and include such interaction as these; L The drteer-eehbcle Inunction. relatug the lMmduii pBjiical id4 sensory dissen sions with the design of the vehicle; 2. The dmvr-ennreeiisewZ lateractlce. tailmg ua (bat certain kinds ot visual defect* will be a distinct handicap for at*be driving, and 3- The vefctc-e-ewrsroimeiu Lnt fiction. adrising us tt-it Ursa and wet roads provide an Ideal condition lor ifippenneaa. There are doubtless numerous interac tions of the dr-.vcr-vchicle. driver-csvuoc- havc not beet uncovered in the studies con ducted thus far. However, it i* with another order of interacturn that w might be con cerned. which for want of a more definitive map of driver behavior I should hke to "house** under the triple-order, or driverenvironment-vehicle interaction. Let me sug gest three of these generic kinds of inter actions. each of which is capable, I believe, in producing through systematic, program* mauc research an abundance o specific, measurable interactions: L There ha* bean earn*, but I suspect en tirely too superficial, aflort to determine what happened to th* driver be/or* toe accident. -*., wheru be was coming Irons, both physic ally, and psychologically, and where fie was heading. again both physically and psycho logically. Reference i* made not only to the driver who lett the loading dock in a rage over aoue hassel or another, or to the driver with fit* of anxiety regarding someone be is planning to visit. Rather, the reference 1* to something considerably more subtle than the foregoing illustration*. It is, in a word, to the Intricate, over-burdening social milieu in which w* lire. In this milieu, for instance, the breadwinner, whether he operate* a pas senger automobile or a commercial vehicle l* irrelevant, i* a father, a son. a husband, a member of the PTA finance committee, a tlakarer with power tool* and maybe even t member of his local "great books'* discus sion group. But wait! He i* also a suburb dweller, spending more time taking more members of his family to more places, and ts concerned, too. with coning problems, school hwnmimiOB plans, and the pros and eona of municipal an.nerxUoii. So here we observe a man, a vehicle operator being but one oi dozes* of roles he must play, interacting with a powerful engine is night environment* or oa secondary road* environments, or both a mas whoa* multitude of responsibilities and preoccupations one perhaps pushing precari ously the bound* of man s capacity to at tend 2et*atly to whatever task is at hand. Pertupe this task coll it driving, is punctured by the numerous other tasks to wbich the individual ts addressed psychologically, t am sat proposing that driven hare tewer activi ties, which is clearly not my business, but rattier that this complex business ot the ex cessive tasks or activities that most of us see* to manage may. indeed, be the locus of some of the explanation underlying the riddle of driver safety, Specifically, if we .-aid study the Individual driver as part of a system of event*, including where be wu and where he was going when, crun* tne wtdeat occurred, then we might be able to t*u;*:e a number of (actors that seem to in- -- ---- <# other ta sueh a way as to wriweea individuals who have or more) and those who do with concern or eub that degree of motivelaiB sevOrd ts modify their behavior. I refer. . .Lsintiveiy. to. a 8nrn king--people continue to smoke de ep. ie strong statistical studies linking smok ing with cancer. b. ragout shelters--people by and large do sot have them. yet they may. tcej ore aware .i the consequences of being without a shelter m the event of a nuclear attack. c Casrrim one hardly does enough. tMiiT* the relaxkooahip between lack of ex-rrt** oxd rena-n cardiovascular diseases i* puhUctaed constantly. d Duet--excessive calories, foods with bigii holeoeerot content, and other dietary defects are purported, again, to be associated with i-iave*. with reduced longevity, a fact which -* apparently disregarded by thousands upon thousand* of people who would never admit ten they seek tunes* sad shortened live*. e. Voting--the (allure to cast a ballot on election day is associated with an indifference leading to inefficient government, waste, in justices. but stilt millions of eligible voters (all to exercise this responsibility. t. Driving--we are told not to follow bebind the ear in front less than a prescribed distance under different conditions of speed and ocher (actors, last we seek collision*, in juries or possibly death, and unplanned ex pense*. but we still hug the back bumper of the fellow ta front. Whyt Why? WHyr Quite possibly a kind of triple interaction ot person with vehicle with environment is .ae in which the individual may simply disbelieve that his operation of the vehicle in a certain way in a particular environment is capable of invoking an accident, How can we understand this lack ot belief, this ostensibly Incredible but unjustified faith tb* individual baa In his skill* or In Uie protective qualities of ftt* or the environ ment? Under what condition* are these incongruities entertained? How can such incongruous behavior be remedied? A sug gestion wiU be advanced la a lew minutes. 1961 Xcti.->ncl Safety Congress 3. It L* utnnely probable that when an individual learned to drive u automobile tola learning look place under an entirely different set of condition* which characterize driving once the skill haa been allegedly mastered. specifically a number of thine* occur in practice tnat do not occur during the learning situation Of course, you are far more eunv rxa^it with these divergencies' than I am. but I should like to mention Just one ot tn^se, mereiv to make sure that I have communicated fully the concept 1 am now seeking to suggest Let us take speed, as an Illustration. While learning to drive, you were rarely if ever in haste, but this >s a state of affair* clearly divergent from those in which we operate from d*v to day os so-called experienced drivers. And haste, or spaed, brings on excessive nsk taking, driving too far in too short a period of time, leading in turn to fatigue and an over straining of already limited sensory capaci ties. Certainly I em not suggesting that the learner be encouraged to speed while learn ing to drive or that he be deliberately placed In a state of fatigue. But I am sug gesting that he he over-trained, that he ow-feerae, to that nis knowledge of the fundamentals Is so complete that his reac tions in dangerous situations are nearly automatic How can this over-learning, ur more efficient learning, occur' How may the entire process of driver training be improved by some significant increment? A suggestion along these lines will be mad* a bit turthvr along the pike. The qticition now arises, what can lc done? Granted that the three kinds of interactions mentioned above are capable of giving us more insights into the nature and causes ci accidents, how can we intro duce this salutary* state of affairs? You will recall that the three generic interactions to which reference was made, are (1) the social milieu in which people, including drivers, are possibly beset, pro voking for certain people and under certain conditions a set of factors favoring acci dent*; (2) the incongruity between idealized driving behavior and actual driving be havior; and (3) driver training, or learning. Here, then, tor each cf the three hypothesized interactions are some simple recommendations tor better understanding the structure of these interactions and for applying this understanding to the process >f remediation: A. A system* approach to traffic Sow and driver behavior. B. A study of the psychology of driver This tost point, suggest! that consideration be given to the "place of the automobile In American Ufa and la different subculture* that make up America,'' In order to diecover how the automobile Is linked wUh our total pattern of life, "histones), political, legal, economic, recreational, technological, familial." This is patently sensible and a rvcvimmendation X am confidant each ot you would endorse, but Is still somewhat short of what 1 mean by this "social milieu Inter action" business, ft is my suggestion that we seek not only to relate the automobile to other facets of life in America, but Also to relate the individual os a driver to other facet* of his life and then to taunt for those clusters of relationships that distinguish among critical driving behaviors linked with accidents, on the one hand, and with safety, on the other, rutting it differently, X am saying that we need to know not only bow the automobile is in harmony or tn conflict with facets of our total lire pattern, but also to know how the individual eus individ ual fits in with or moves about in tbls life pattern. The automobile gun automobile Is * rather sterile object, but the individual's interaction with this automobile in this life pattern--that is another matter. WhJJ* I recognize that it is not the responsibility of the driver behavior researcher to chart life pattern*, but rather that ot the psychologist, sociologist, and perhaps th* social philoso pher as well, I believe that it la the re sponsibility of the driver behavior researcher to took for driving behavior in Uie total life pattern, and to be satisfied cot with a glimpse of the automobile tone driver in tala life pattern. Putting It plainly, if accidents arias to some significant degree out of the complexity of modern living, then let ua stick our noses into this complexity and see if it ran steer us closer to man's misuse and ab'tse of th* automobile. Another way of getting across to you th* concept X am seeking to develop is by con sidering th* predictions that arc mad* tor accidents during holiday week-ends. vu,, Ihbor Day. Memorial Day, Christmas, New Vaar Day, and independence Day. Now we cannot quarrel with the fact that each of these national holidays is a chunk of the social milieu comprising th* total lit* pattern in the United States. Tbs "holiday spirit" induces excessive drinking, excessive anxiety to be with loved ones and hence excessive speed, or other excesses or distractions which nibble away at the attention that needs to be given to the task at hand, the I A study of the social miiieu encompas sing the Individual is no mere &eadeoue March for understanding better the human condition, but rather It capable of teaching us more about th* antecedents of poor driv ing habits leading to accidents. The closest suggestion i have seen for the kind of thing I have In mind **"* l" ^ - - *-- ference on train conclusion* of i or associations to which we belong and___ thousands of other Items fitting our heads. These. 1 fibmlt, are Just as capable of pull ing us fvay from the Job of attending to driving, as ore revelry and fatigue. Out in addition these are the kinds of factors that operate MS day* of the year, not only on holiday*. Identify thee* social elements, compare them on* with the other, give -them their proper weiphts. and wo might reduce soddents appreciably. 40 Commercial Vehicle Section 2. The second Interaction, dealing with the Incongruity between idealised driving behavior and actual driving behavior sug gests incidental to my ma)or thesis that a conspicuous void in safety research, at least with th* psychological pons of this research is that to th* best ot my knowledge there has been no real effort to view driving be havior systematically in th* framework of some accepted to-nraticol position purporting to offer a model for explaining behavior Theory Is suggested, not because it ts elegant or fashionable to do so. but rather because it ts impractical and wasteful not to seek to view one's data or Interpret one's findings in the light of some reasonable theoretical poeltion. Theory give* direction. Th-ory helps us make sense out of what would otherwise appear to be isolated phenomena. Hence talking In one's sleep is no unex plained mvstery if it ts viewed os part ot some Freudian type of theory seeking to link behavioral responses to subconscious slates. Accordingly, the driver's responses are probably more capable of being understood, forecast, and controlled, if these responses are viewed not as Isolated bits of behavior flirting with us here and popping in on us there, but rather os port of some reasonable or promising theoretical framework embrac ing man's bcharior. There are several theoretical posliiocs one might discuss X will sriect one deveirpe-1 by Leon Festinger <1*3?) Me calls it a "theory of cognitive dissonance " This theory maintains tliat an effective motivating state for impelling th* individual to action is tnJotnt appearance, existence, or occurrence of two dissonant, or disagreeable or incom patible cognitions or bits of behavior. To Illustrate, a situation ot dissonanc* is upon the Individual who. on the one hand, smokes a couple of packs of cigarettes daiiv and, on the otner, I* bombarded with threats of pre mature deeth stemming from excessive smok ing. Rational individuals are motivated to action when confronted by a situation of ........................... ........... -- -- smoxing illustration, dissonance Is removable ov modifying the individual's behavicr: he stops smoking, or be rejecting th* cognition: ho docs not believe that smoking will shorten his life. Do you see how this begins to make sens* In th* driving situation* Essentially, poor driving habits, combined with the driver s knowledge of the consequence* of these habits, it a situation saturated with disso nance. Unfortunately, the dissonance ts re moved usually, not by modifying th* driver's behavior, but rather by rejecting the validity of th* conaeou^nces to him (it will happen to th* next fellow, not him) of this faulty driving behavior. He says that "t can atop taster than they say 1 can- Therefore, my driving so closely behind th* fellow in front isn't such a dangerous practice, or at least for me it's not " What he should do. of course. Is remove th* dissonanc* by modify ing his behavior: by maintaining a safe or wider distance between him mwf the fellow in front. But this he does not do? Why? Perhaps his self-image as s driver Is too favorable, too unrealistic. If he had better information about his limitations, he would not have such a strong view of his driving capabilities and would hence be more Inclined to change his driving behavior in a situation of dissonance than to reject the facts of what will happen if bis behavior Is not changed. Another possible reason is that th* fact* of (he case are simply not believable to him. Tnat is. he cannot see that following too closely is an invitation to a collision. Perhaps certain keg situations like this could be simulated, or even under careful supervision mildly engaged in. during the frarntnp stage '<{ a drivers interaction with vehicle, road. ,,<id other vehicle*. Then, whenever stories A the consequences of faulty driving prac tices are disseminated, he would be reminded of his experiences during the learning situa tion and hence his belief in th* reality of these consequences would be genuine, deep tnd reinforced. Perhaps then it would be easier for him to achieve consonance by modifying his driving behavior. Another Insight Into this matter of credi bility may be inferred from research in social fsvciiolory (Hovland Janla and Kelley. #$J; Jam*, and Feshbach, nS3). indicating that "a strong threat may be less effective than a mild threat In insuring the desired opinion change" (Abelson. 1939. p. 16). Th* studies by Hovland. Jams, and Kelley, and bv Janis. and Feshbach, are summarized by Abelson (1939. p 16); Three fifteen-mlnut* Illustrated lectures were prepared on th* topic of dental hygiene. Ail of them contained informa tion on the causes of tooth decay, and all of them suggested proper ways of raring for the toth and gums. Feeh of th* lectures differed In the description of what might happen it the teeth and gum* were not properly cared for. Th# strongly threatening lecture included the possi bility of cancer among the many conse quences of poor oral hvgien* habits The mildly threatening lecture condemned peopte who neglected their mouths to nothing worse than a few cavities. Th* third form of the lecture was interme diate in its degree of threat. Three groups of students from a high school freshman doss were used as sub jects, one group for each form of tn* lecture. A fourth group of freshm*n were used as controls. A week before and a week after the lecture, the students filled out a short Questionnaire designed to find out about their dental hygicncc prac tices, Bight after the lecture, the stu dents filled out a questionnaire which asksd them how worried they were about Uie condition of their teeth. Findings. Th* more threatening the te-tura. th* more the worry that wo* expressed immediately after It shout the condition of the teeth. But wnen th* student# were asked a week later how well they were actually conforming to the recommendations of th* lecture, the croup who had beta subjected to the feast amount of threat were tound to have conformed the most. Those who had heard th* most thiMlimnv lecture con formed the least. In fact, there were no differences In amount of conforming be tween this most threatened group and the control group that did not hear any form of th* lecture. The suggestion, "a strong threat may be !** effective than a mild threat la inducing th* de'klred opinion change." implies that In th* driving situation perhaps one should not "nlav tin" >.<< shOW picture# Of :d bodies resulting _____ _________ _ ......--.nts. The principle suggests, possibly, that th* mild aixidcst 41 IV',I Xjtn'iut Safety Congress should be presented, allowing the driver to farm a tsenlaJ picture of the UtUe. everyday iaconr*oitncea that can happen end. Indeed, may hare happened to blm or an aequaint' anc*. Stress Injuries. sot death; dented bumpers, not automobile froot-ends reeembU Ins a equeeaed accordion. Or at let these are reasonable hypotheses desemnir of seme hard-headed nsrsrrh brains and dollars. i, Fioaltr. with regard to the proccee of learning, driver training, and over-lanmlng, I should like to submit for your consider** tlon the concept of programmed teaming, about which you may Hare heard in the context of teaching machines. a result of experience, practice, or training. One outcome or learning la the driver's de pression of the brake pedal as he approaches a red traffle signal. The learning process has been studied by philosophers from Socrates to William James, by educational psychologists Ukt S. I*. nave codified for ua the conditions under which learning may occur, endure, and be extinguished. Or.* or these condition#, and there are many others, is the rewarding, or more technically the reinforcing, of particular responses associated with the behavior one Is seeking to, shape. Hence, la our context we would seek to shape say. Che behavior of maintaining a minimum though safe distance from the car In front. The question then arises If this la the response we are anxious to shape, how may that response be ap propriately rewarded, or reinforced, in order to assure its recurrence again and again and again? Since the reinforcement of a particu lar response increases the probability that tnst identical response will occur again, it then behooves us to search for the conditions, including adequate relaforcamcnt objects and schedule# of reinforcement, under which any eme of a multitude of driving responses mar be repeated. .Vow what is programmed learning* learn ing material broken up Into tiny sequenced bits or Ircunea, more or lest approximating chunks that are lotellectlvely digestible by the learner, and organized logically, m de ference to certain principles of teaming. U called programmed learning. A highly reada ble book has been recently published (Pro'Binmrt Learning. Evolving Principle* and industrial Application*. 1M1) which sum marizes ably, clearly, and sometimes even ''H-rtainlnrly those fundamentals and appli cations of programmed learning which should be of special Interest to you people- (A digest of this book, along with on* or two com ments of appraisal appears In s book review prepared by Ferioff. 190.) In brief. I am commending for your con sideration the examination of the concept of programmed learning, with or without the reaching machines which in many cases facilitate this learning. In teaching certain phases of driving a# well a# for refrasher bourses tor experienced drivers. Procrasmied I-m---n---ih---i-g-. o--r x* r*--r'-* i-----, good learning pro* grama, should go a la Sty is mvmpfuh. lag better learning. BSfliT la morinxem, while I an' 'hot' certain whether I have given you men uv< women anything worthwhile to coctesnplate, I am sure of at least ooe benefit: as a result o! preparing wjr remarks I have become a strong safety partisan. If my own behavior and that of those I am able to influence results in as increment of additional safety, then perhaps this presentation will have beet worth the while. Rate* Abelson. : . penueeio**: Aots opinion* ------ ---------- ---- are changed. >."#w 7orb: Springer Publishing Company, INI Comrev, A. L. A factor analysis of vari ables related to driver training Journal of Applied Pepchclcgy. 1952. <2. 226-20. Conference on traffle behavior research. A summary of the conclusions of a meeting called by the President's Committee on Traffic Safety at Williamsburg. Va.. Kb. M-X, IMS. Behavioral Serene*, 1961. 3. 347-355. Fbfftlnger. L. A theory of cognitive dis sonance. Evanston. Illinois; Row, Peterson and Company. 1367. Coldttcla. L* C. Research on human navi able# In cafe motor eehtrla operation: a correlational twnmery of predictor portables and criterion measures. Washington. D. C. The Driver Behavior Research Prelect. The George Washington University, June; 1921. Hovlaad, C. I., Jsals. Z. U. * Kelley. K. H. Communication and pereuaeton. Raw Haven: Tale UnlTcrmty Press. 1961. Janla. L ^. A Vsahbsch, & Effects of feararcuabig comanreciailoaa. Journal of Ab normal A Social PrycKologp. 1961. it, 79-95. Pertoff, It. A reviser of Pmoremmod Learning. Evolving Fi ini, (liter *md Indu*trial Application* (Report of eaaetlaga.) Ann Arbor. Uich.- Tha Foundation tor Research on Human Behavior. 1921- In Pertonset ptychology. 1921. 14 (Ka 41. la press. Programmed Looming. Evolving Principle* and tnduetnal Application* (Report of meet ings.) Ann Arbor. Mich ; The Foundation tor ReMarch oa Human Behavior. 1921. Stewart, ft. G. Can peyebologtats measure driving attitudes? Educational and Prychological ifedturement. 1965. 21. 43-74. Thorndike. ft. X* The \umaa factor in ac cident*. trifft rptnal rr/ereneve to aircraft accident*. A report to the aohe-ot of aviation medicine, u. S. Air Force. February, 1961. (Reprinted July 1921 with atreanw of the United States Air Force by V__S. Department of Health, education, and Welfare. Public Health Service. Division of Accident Preven tion. Washington 36. D. C.* Commercial Vehicle Section (b) THI WIOE ANGLE VIEW By HAROLD L. SMITH Harold L. Smith A Associates, Los Angeles, Calif. fa carefully screasing our driven we have to give there physical and visual ex aminations. W* have to teach them bow to hmdk our complex truck equipment, and wc have to impress oo them the necessity of understanding and adhering to the rules and regnladooa. After all that has been done, we're still not satisfied with our accident frequencies, we still have too many preventable acci dent*. The answer to further improvement 1ms, b oar opinion, in the direction of bet ter driver serizig habits. And in order to get into perspective so that we fully realize the magnitude of the job we face, I'd like to start with some statistics. Tbe latest Accident Facte reveals that, at the end of 1960, we had accumulated 87,000.000 Itceised drivers. The population new is 160,000,000; it would seem that almost ever}one who is of legal age or in other ways qualified has a license to drive. ta 1960. these 87,000,000 people rolled up a fantastic toll of 10,500,000 accidents. Who are the people Having these acci dent*? Wc read a lot of articles. The people that we read most about have a certain amount of drama--the tire peeler, the ninetymilt-aa-hour maniac going through the city streets, the guy on the wrong side of the highway on a toll-road, trying to kill peo ple to head-on collisions. We definitely have people that shouldn't be on the highways, but they only amount to one per cot of all drivers; they are a problem because they account for 15 per cent of the total accidents. It is obvious that our police and courts have a job to da We have a small percentage of drivers who are experts. These are the people who, by their habits of driving, cas go a life time without contributing to the accident toll is any way; but they're only three per cent Think of this for a moment: we have had the automobile for some 60 years, during which were accumulated 87,000,000 drivers whose collective years of experi ence would amount to hundreds of millions, and we have only been able to produce out of all these years three per cent of the driving population in the category of the Mickey' Mantle or Sam Snead Obviously, experience is not the be<( teacher. That phrase does not fit the busi ness of driving. People should be made aware of the skill and knowledge that they need to join the ranks of these expert driven. The rest of this problem is simple arith metic. Ntnety-stx per cent oi the people who drive can be called average. For the most part, they're good people with good intentions, that just don't know how to avoid accidents. By their subconscious habits of seeing and reading the traffic signals, every time they get into a vehicle they're prac ticing for an accident without knowing it. Most accidents these days involve good driving. What we mean is that most acci dents involve good people, not safe driv ing. Deliberate traffic violations that lead to an accident are rare. Most drivers vio late, but few drivers deliberately violate traffic regulations. According to Accident Facts, 9,000.000 of those 10,000,000 accidents that happened last year and the year before happened at speeds below 40 miles per hour. And yet (he public in its reading of traffic articles is ltd to believe that high speed is the big prob lem. Wc need more policemen, more radar, more crack-down, -I satv, and I'm sure many of you did also, the CBS report on the I960 Labor Day weekend accident toll- After I saw it I was sad because t knew that the pub lic, not knowing how td interpret these thing?, could only conclude after (he pro gram that. "That's just what l believed all the time--a teenager, a couple of drunks, a wild, reckless so-and-so and that''; (he accident problem today." Unfortunately, this is the impression that kind of reporting leads to with the general public. We're trying to reach people with an intelligent approach to get their coop eration, and make them sit up and listen, and then we give them a distorted picture of the entire situation. 19'jl Xationat Safety Cao/feest X jects m dear detail You lav* another set vf seeing cquqxaent wnb which yo can look straight ahead ax a given point, and. standing with your arms encoded from sour sides. wiggle your thumbs and tee motkm. You are able to isovc yoor f)X quite treciy because seem* takes place to rsptfDy ooe-ooe hundred fifth of a tecaad Tbit crable* you. with eye oxnaMMa to see a picture broader tins a live foot circle at one hundred feet. Perhaps >1* know that your vision narrow* as year speed rises, and your vision disappears mnytedy when you are giving all your attention to c-ne detail. Let me elaborate. 1 always have people who can't believe the cone bit; it ittat doesn't ieem possible to them. 1 suggest that you just pick a word out oi the of a sentence, fix your ryes and your atmd os that word, concentrate real bard, and 1*11 give you a hundred dollars if yon can ideadly, while you are eoncemraxjsg <m ttox word the secood word to the left or right. Now that should prove to you that >nnr central vision is only a tiny cone. This 'ioesn't mean that you can t read a whole sentence or a whole paragraph, aod people who are trained in journalism can read a whole page in a nutter of seconds. This is known a* the scanning process. The similarity of driving a motor vehicle is tfaax you must scan as long as your wheels are turning, since the picture U changing every secc or split second, and as long as the picture keeps changing you have to be right with it. Those who get into trouble with the motor vehicle let their vision stop while the wheels are still moving There's a lot to be learned about the use ot seeing equipment. First of all. 1 assume that all fleet owners are giving their drivers some kind of physical eye test to tind out it they have the equipment with which to see. If they* need it, get profes sional help to bring their sight up to the highest possible standard: and then explain to them the equipment they liave, and how it is to be used in driving. We see by fixing our attention on a small part of what we look at. Attention normally shifts from ooe detail to another causing an automatic eye shift, but when you have a fixed stare it's bemuse same- liung is holding your arsstioc. A blank scare occurs when jour eyes stay longer than rwo secccsds on some derail of no im portance. I believe that the black stare is the first axage of higher*? brpoosis. I hare oothmg to coeJIfP ihrs bebet other than observa tion: it is bcosg researched right now in oasy areas. TW oureeci *i*ug Uhiu will help preyeas irons Lensg vicuna of cither the fixed cr the blank ware. For example, most people that base drives tor any length of tine have as one or another uninten- t*anaily gone through a red light. We don't ihtHheraidy go through traiac lights with out iwnpumif that r be a dangerous habit Usually, when a driver goes through one. if he's caught, or it he's aware of what he did and isn't caught, he mokes the excuse. "I didn't m it' If asked why be thinks be didn't see it, his usual cuwan is. "I had something else an my mmA* WeH. that's logical, we've been telhog them all these years that these distnonot are the cause* of accidents, so he thinks it was because be had something else on hii nund. Well. IH tdl yon what 1 think in this particular case. A driver, gome down the center of a fonr-bne street a light traffic, with cars parked an both side*, finds him self half a block from an intersection-- where the traffic light is green. Another driver who far seme time had remained a block ahead of hia at a constant speed sow pulls up and stops. He quickly analyzes the situation and says, "If that fellow decides to hack imp the parking place ahead of which be stopped, it will throw the from end of his vehicle into toy lane and affect his and my safety. "Or if he's just gtwng to leave bis car there and run in tonepUoe, when be opens the dour it's tutflg to come over into my lane and affect our safety. Or be could t*e preparing to make U-turn, dm would affect oar ofny." He's looking at that fellow with that cone of central vision; be has his eyes and his taiad oa him sad his car. He has just covered 220 feet with nobody watching the store. He never uses his born, I know that. Well, his buddy didn't do any of those three things--he jusx sat there. 46 C<.ytitmrrcinl Vehicle Section Our driver got up alongside him, still look ing at him, took one final look to congratu late himself on how well he handled that situation, and WHAM, he was ui the mid dle of the intersection on a red light. All he had to do was tap the horn to let his buddy know that his mind had left the street, shift to him the responsibility, then get those eyes back up to see what color the light was. He spent too much time looking at one thing--his eyes had stopped but h wheels had not. That cone of sight too often comes to a halt on the vehir' ahead or on the road ahead- Expert dr, urs almost never let it, average drivers let it occasionally, and poor drivers let it consistently. It's the fre quency of that error that either makes you an expert driver, an average driver or a poor driver. Expert drivers protect themselves by rec ognizing consciously* or subconsciously that there are two basic requirements for op erating a motor vehicle. First of all, you have to have place to put it, so space is essential: and secondly, you have to have visibility. This is basic. There is a driver right this minute initowing a truck down one of Chicago's mam streets. For fourteen blocks he's been in that spot looking at the brake lights on the truck and making no effort to get out. Now we can't say that this driver doesn't have space and visibility, because we know he has, but we know he can hardly shave it any thinner. His eyes are leading the front of his vehicle physically by one sec ond. He must keep his eyes on the brake light every second he's in motion. If he drove that way all the time, he would get about a 20 per cent seeing-quotient, he'd be expected to have about three accidents a year, and he would either kill himself, or the state would come along and take away his license. The expert driver, on the other hand, is a fellow that can manage for himself In the traffic stream, in any town at any hour, so tong as traffic is in motion. In a com paratively few seconds, this fellow places himself in the stream all alone. He doesn't have any fixations that are robbing him of his ability to see, he's free to lift his sights up to horizon and take a time lead of 8 to 12 seconds. He is looking up and down, back and forth, checking his mirrors--he's cm lop oi the situation all the time. In the next block he secs a salesman come out of an establishment with a briefcase, walk around, open the door, get into a car and start the engine. He knows exactly where he is going to be about the time that fellow has his engine running, his wheels cut, ready to leave the curb. If we can reduce the frequency ol a driver's surprises, we're bringing him up to the threshold of acci dent-free driving for the rest of his hlc. This is what expert drivers do--they keep a stopping and swerving space open as much as possible. By consciously watching other people they learn how to predict the aetiont ot those people who could cause a conflict. Accidents follow a consistently simple pattern and anything that has such a simple pattern a$ a driver accident must have a simple solution. Wc think we have the simplest program in the world, but still it ttvkcs a lot of pick and shovel work, and a lot ol sweat "d tears, to get out and get the job done. There is no short nit to teaching people how to drive better, You've got to get out on the streets in the vehicle to do the job, bm otherwise the program is very simple. Five simple rules follow. The first is aim high in steering. Correct steering re quires use of a high-aim steering lormula. This calls for repeated glances well ahead at the center of the intended drivi ig lane. The vehicle will then tallow in the middle of 'this path. The same rule applies when turning a corner. Use of high-aim steering at night is also essential When no other cars are in the immediate vicinity at night, check be yond your own headlight ray ior dark shapes or outlines. With oncoming cars cheek lane position while they arc still a tong distance away. Low-aim steering is often the reason why the driver has difficulty in holding his po sition in the center of his lane. Here are some earmarks of the driver using low-aim steering: (!) hogs left side of lane, (2) reds too far left to avoid object on right, (3) swings to right in turns, (4) at night, apt to use upper beams in overtaking, (S) sits 47 1961 National Safetv Congress on edge of seat peering at front of bumper. <6) fails to reduce speed under conditions ot poor visibility. Rule two is how to get the big picture. This involves being able to see all the road* way scene and consider the objects im mediately ahead as only a small part of it The eye should sweep over the scene for a full city block, or for a half-mile on rural roads. The sharp central vision is not permitted to fix on anything for more than an instant To help drivers get the big picture. .> new formula has been developed which in cludes three basic procedures: sweeping the eye over the scene, keeping proper space between vehicle*, and getting into the broad viewing habit The first procedure, sweeping eyes over the scene, pausing only for an instant on any one object, results in the driver's being able to (a) observe problems facing other drivers in time to avoid being forced into abrupt changes in speed and direction, (b) make a better check at intersections, us ing repeated glances, and (c) pick a safe time to took away from the road. The driver who doesn't sweep his eyes over the scene, but limits himself to one smalt part of the traffic picture is guilty of small-picture viewing. The penalty for this poor seeing habit is practically certain to be a serious accident Cues to smallpicture errors should be teamed, as they *rc a tip-off to the incorrect seeing habits that cause accidents. Important dues are: close following of other vehicles, hard stops or turns, traffic delays due to poor positioning or timing of moves, delayed response in reactions to signals of other drivers or in observing traffic situations. The second procedure in the big-picturc viewing formula requires proper spacing between vehicle*. The rule is to allow more than one car length for each ten miles per hour. This rule must be observed in order to give other seeing rules a chance. As a result, drivers (a) are able to see the big-pieture, because the scene ahead is not blocked out by a vehide immediately in front on which attention must be concen trated, (b) have time for making proper responses, because space is provided in which to move safely while observing and adjust 4S ing speed or action, (c) allow adequate braking distance as would be necessary if there should be an emergency ahead. The third big-picture procedure t$ to build the ground-viewing habit. Glancing at the ground beside the front wheel of other vehicles before overtaking to pass or before meeting on-coming cars is a valuable habit. Any tight or left swing of the wheels tells >ou instantly that the vehicle is about to veer. At the same time, relate the position of the other vehicle to adjacent fixed ob jects, to aid in judging its <pecd. Rule three is to keep your eyes moving. Several key points must be observed. First, build a habit of shifting the eye.* every two seconds. Keep glancing near and far, and to each side. Constant eye movement prevents the loss of fringe vision, which occurs when the central vision fixes on an object. Second, keeping your eyes mov ing calls for you to dispose of eye-holding problems quickly by adjusting speed, chang ing lanes or signalling, or ail three if needed. Dispose of the problem of conflict--don't romance a potential hazard. A real one may exist elsewhere in your path. The habit of disposing your eye-moving problems promptly has these results: (a) it forces an adjustment of speed to visibility along the driving path, (b) it prevails overcon centration on one part of the scene while moving blindly into as accident-producing situation, (c) it prevents the over-relaxing that invites sleep or highway hypnosis and provides the slight tension necessary to clear vision. Third, keeping your eyes moving permit* a check of mirrors at least every five sec ond*. The instant a conflict is indicated ahead, double check the rear for clearance before applying brakes or changing lanes. The habit of frequently checking in the rear-view mirror pays oft because the driver (a) is aware of other vehicles and can judge speed and position of traffic behind him more efficiently, (b) can more quickly determine his clearance on swerves, etc., (c) knows when to signal drivers behind in order to alert than. Rule four is continuously leave your self an out. There are three major guideposts you use to accomplish this ` First, strive for better sparing by moving forward or dropping bade, pick a lane when a choice Commercial Vehicle Section of lanes is legal, with the best view of traffic and with the least chance of con flict from the front, rear or side. Altow extra space ahead when boxed-tn with no swerving space on either side, on slippery or irregular road surface. Avoid a very restricted type of view that obscures the path ahead, or presence of a vehicle close behirvf The second principal in leaving yourself in out is to adjust speed to visibility. Re duce speed when rounding curves, topping Sills and when darkness or other hazard* lower your visibility; also at blind or un marked intersections when no other vehicle will yield right or way to you. Speed must be appropriate to visibility. The third principal is leaving yourself an out in doubtful situations by reducing speed and touching brakes. Children, ani mals and absent-minded pedestrians are com mon causes of doubtful situations for the alert driver. Other examples of doubtful situations: fa) traffic light is still green, ready to change: be able to stop the instant the yellow shows; (b) drive watchfully when near any fixed hazards; (c) cautiously pass a parked car with a driver at the wheel, who could pull suddenly into the traffic lane; id) watch out tor on-coming vehicles that may turn left in from of your vehicle, and <e) for drivers approaching too fast at an intersection. Rule five is to "make sure they* see you." This means that you must be eertain that any pedestrian or other drivers who might cause a conflict have seen your vehicle Proper communication with them is essen tial to safe driving. The experts signals others of his intentions early, while he still has the time and space in which to avoid them if they do not respond. There are three situations in which other drivers or pedestrians are most apt to be come a hazard to you. (1) They are in the path ahead ami could cause a conflict Signal immediately if they do not recognize your right-of-way. Signal with a tap on the bom, or a flick of the lights, or both. Make certain they stabilize in retpQtise to the signal. (2) A driver might cause a conflict from his position behind your vehicle. If a sud den slow-down is unavoidable, warn the driver m back immediately. Get your brake light on early to warn the drivers behind you. if turning, get in the proper lane early, signal welt ahead of the maneuver. (J) A conflict is always possible when meeting or passing another vehicle. Check the big picture. Is there anything that might cause its driver to change plans? Signal before passing if there is any doubt that the driver may hold a steady position. Once lie stabilizes, get your eyes up in the center oi the road ahead and pass briskly. The conflicts occurring in the daytime are most frequently one of the following types: (1) Slow down or slop anti being hit from the rear. (2) Start up, and being struck from the ude or the rear. (d) Crowding or blocking other vehicles when changing lanes. The common conflicts at night that re sult in accidents are usually ; flj Striking an object in a tonvard patlu (2) Swerving from the driving path into the other lane or oft the road. Here's the acid test of an expert driver --drives five to ten year* without even a tire skid or a violent swerve to escape an accident. The experts do it, you can too. If you practice this system of expert see ing. you can acquire the skills necessary to pass the acid test. Accompanying these skills must be a full understanding of your physical limitations--of the rules and the control of the vehicle. Finally, the determination to drive as well as possible is mandatory--if your skill, un derstanding and expcrioicc are to make you an expert driver. The art of expert seeing can be summed up in the five seeing steps. Use them as the iramework on which your expert seeing habits are built 49 >*>' > Snir> r'jrcst THE STRAIGHT LINE OF COMMUNICATION By HIDEYA KUMATA Auoc Prof., Communications Research Center Michigan State University, East Lansing, Mich. Last year, \ suggested that the problems >t attitude change hinged around a firm understanding of communication a a process. We pointed out some t-f the important ele ments in this process and their relation to >aiety messages l`d like to amplify those remarks today by concentrating upon some >t the common faults committed by people engaged in trying to change other people's behavior. 1. IVt take a very short run inew of our sports in frying to thange safety attitudes ,md behazhor. We know that there must be preparation for change and that change >s apt to be a long and tedious process where those who must change do not see immedi ate benefits. Even in thoe instances where the outcomes seem clearly advantageous to (he people adopting change, adoption and i-sent may be slow m coming. Hybrid com, *omething farmers now take tor granted, (ok almost 13 years for farmers to adopt. This in spite of extensive work by agricul tural extension workers. The point here is that those of us who want change may take a very short run view of our effort*. We perhaps need a different time perspective tn talking about attitude change efforts. This is especially true for campaigns which are not Seen by the people as particularly cruciaL 2. We need to understood the communica tion process involved in adoption of new practices ar change of ideas. \V< plan cam paigns based on what we think are the needs oi those who are to be affected. We assume that if we get through with information, the sheer weight of evidence will be enough to persuade. Thus we concentrate on ways of getting people exposed to appeals. That this may be a grossly oversimplified view of the world has been demonstrated more than Once. People do not simply absorb statements of tact. They consider who has made them, they define the situation in a particular way, they interpret facts. This interpretation is made to fit existing beliefs of the individual. If vhe person needs help in interpretation, he will turn to others like him tor discussion, not ip an outsider such as persons conduct ing the campaign. People who have studied change program* tell us that a person goes through the fol lowing stages before adopting the new idea: he becomes aware of the problem and interested, he tries out the recommendation in one way or another, he evaluates the results in ins own way and then finally makes his decision. Different styles of com munication accompany these phases. Awareness and interest is often accom plished through mass media campaigns and through the efforts of experts and workers tor the campaign. Evaluation and adoption is accomplished mainly through face-to-face discussions with friends and neighbors. The convincing, the persuading is most often carried out by insiders, not outsiders. 3. We do not take informal leaders into account m planning campaigns. It is natural, 1 suppose, that we define leaders in a certain way. These are people of public prominence or high status people who arc influential in a formal way. Most certa-nly these peo ple are needed to give legitimacy to any action program. However, it it is true that the core of the problem of having people make up their minda lies in the intimate friendly discussion sessions which people have; then attention should be focussed also on leaders of such discussions. These may not be people in the public eye and they may not have positions of formal leadership. 4. IVe communicate with the wrong peo ple to carry our messages. Organizations which push safely campaign* recruit mem bership from certain segments of the organi zation or the community. These people are the active well-informed, the better educated. Volunteers for the campaigns come from these people. The credibility of these people may not be as high as one might hope among those groups which have to be con vinced in order to make campaigns success ful. SO Commercial Vehicle Section S We do not train our communicators. Well intentioned people often fail. This is not because their motives were awry or that ihey lacked enthusiasm, but that they have not been prepared adequately. For example, some notions of basics in persuasion--one sided versus two tided arguments, the effi ciency of participation, the effect of source . redibility, emotional versus rational appeals, the effect of varying strength of appeals, the notion oi perceived rewards--might be in cluded in some training sessions. Mobilization of resources means more than getting etthusia-tic endorsement by people willing to help out. It means careful preparation of campaign strategy and tactic* which include training. 6. Wt overlook prevailing valuer and attitudes some of which av have helped to establish. Our safety campaign is but on* item in the communication atmosphere. How Jo we fit our message into this mass of messages? We meet ourselves in some of Air campaigns. What is vexing is that when we do meet our wive?, we find that some of 'ur campaigns of the past are back to iruttnte us. We have molded some of the attitudes which must be changed in order cor the new campaign to succeed. 7. People make up their minds on their Perceptions of the situation, not necessarily u-n reality. The impact of our educational system U to teach disciplined rationality. The products of our educational system often fail to show such training. However, we plan tn terms of a rational approach. Then we wonder why people do not become convinced. Let me repeat--statements of fact are not in and of themselves persuasive. Conclusion drawing by people docs not necessarily follow* established formal rules of logic. U wc, then, can get some fore warning of the perceptions of people, then we can plan more efficiently. 3. Wc find it easy to talk to those who are already favorable. A false sense of elation is easily obtainable in campaigns. Our circle of discussion usually is with like-minded persons. Those who are already for the point of view do not need more convincing. It is those who are opposed, or more important, those who are apathetic who need to be taken into account. In terms of energy expenditure, it is uneco nomical to concentrate upon those who are firmly opposed. Attitude change campaigns seldom convert firm oppo&ers. The apathetic, the passive, the mildly interested provide the greatest opportunity However, the apathetic and the passive are not reached through mass media cam paigns. The mass media attract those who are already interested and support the issue and do not attract others, h is direct faceto-face campaigns which have maximum effect with these people. But, if w*e have a tendenev to talk longer, to talk more easily wttii tho-e uro are simpathetic to us, then we will slight our attempt* with those who have httlc interest. 9, \Vt evaluate campaigns m faulty ways. If we are to learn from experience, we must ask the right kinds of question* of the right kinds of people. Evaluation of either suc cessful or un$ucce>iiul etmpr,;*rns often is done by talking to people like <.,,.$clves. We pool our ignorance and guess at why par ticular segments did nut support the issue. We seldom go to these segments to get some feedback. Experience is a good teacher only if we get the right kind of experience. 10, tVe overtook the importance of the competition. The people directly opposed to us are easy to spot. We can pass them off as crackpots or the tunatic fringe, but their efficiency means that we ought to give more study to what they are doing. In addition to the direct opposition, we might at some time take a look at the demands of the individuals made by other organizations and agencies. Thee are competitors in that we are both vying tor attention and time, 11, Verbal support is not the same as action support To take a person from verbal agreement with your position to some action is a difficult task. We ofien end our efforts with verbal agr :mcnt. When the time comes for action, we'are disappointed. !vime means oi commitment to action is necessary beyond verbal agreement. In our training sessions, some attention should be paid to this aspect of moving people to change. These are but some of the factors one could mention in connection with safety campaigns. In the final analysis, the success of any program depends upon our ability tc take the recipient's point of view keeping in mind that all of us view the world through our perceptions of what it ought to be rather than what It really is. TRANSIT SECTION PROBLEM OPERATOR CLINIC Moderator--ELMER R. SCHUEMANN, Supt of Transportation & Safety, United Motor Coach Co., Des Plaines, Illinois. Clinical Experts: G. WRAY THOMAS, General SupL, Surface Depot Operations, Philadelphia Transportation Co., Philadelphia, Pa.; GEORGE A. RILEY, Asst. Supt., Operating Stations, Chicago Transit Authority, Chicago, 111.; THOMAS L. WARD. Supt. of Training, Milwaukee <& Suburban Transport Carp., Milwaukee, Wis.; D, L. WILLIAMSON, Supervisor, Training & Accident Prevention, Cleveland Transit System, Cleveland, Ohio. Case History . , . Driver, 51, vvitlx the company 16 vears had compiled a satisuctory recr.rj, He developed a drinking problem which seemed to be off the job, but later alcohol on his breath was noticed while he w*> working. He was discharged. Comments . . . Mr. Ward commented that his company had liad relatively little experience with the drinking problem, but that they had found rehabilitation to be unsuccessful. Mr. Williamson felt the drinking driver should be given a second dunce Mr. Riley thought that few drink ing drivers could be rehabilitated, but that they* could be placed in non-dnving jobs. Mr. Thomas was opposed to any kind of rehabilitation program. He said his company fires drivers who are found drinking or drunk on the job. Case History , . , Operator with 17 years of experience had a below par accident record. There were occasional complaints of recklessness filed against him. It was dis covered he was using paregoric He was warned and given a second chance, but he failed and was discharged. Comments . . . Mr. Williamson agreed that the man should have been tired or given a non-driving job. Mr. Ward ques tioned the effect on the other employees of the driver being given a second chance. Mr. Riley felt that the man should have been discharged on the first offense. Case History . , -The 60-year-old operator of a one-man streetcar had a series of rear-cnl collision*. He had had 28 years experience >f his particular job and a .ats*fac:ory -iccidem experience. Comments . . . Mr. Thomas said he would give some eentiderauen to die man's ex perience, and would suspend him for from 5 to 7 days for negligence. Mr. Riley would consider the man's sendee and the pension fund he had built up. He would give the man a medical evom, If it revealed nothing the instruction ..partinent would follow-up with a refresher course. Mr. Ward thought his pc: lormance should have been checked on before a series of accidents developed. Mr. Riley suggested that once-a-year physi cal exam would be a good thing for older drivers. Mr. Schuemann stated that tests showed that the man's reflexes had slowed down and that he had a serious heart condition Case History . , . Operator with 22 years of service as a streetcar and bus motorman (He had proved unsatisfactory in a super visory role) had a scries of accidents spaced over a six-year period. There was no recklessness involved It seemed to be a matter of poor judgment on the driver's part Driver did have a mild heart condi tion, but there appeared to be no connection between this and the accidents. Comments . . Mr. Riley suggested re training. Mr. Williamson also suggested retraining to correct the driver's bad habits. If this didn't work out, discharge should follow. Mr. Thomas agreed that retraining 52 Transit Section should be given, but if trouble continued and the man's health was okay, he should be fired. Mr. Schuemann then explained that the man suffered from a mild form of epilepsy. When this was discovered he was transferred to a non-driving job. Case History . . . Operator with 36 years of experience ami an overall good record had a slight accident Investigation showed he never had gone as long as three years without an accident. They were never serious and there was no pattern. Comments . , , ilr, Williamson said this situation should not have been allowed to go for so long. The operator should have been given retraining and had a vision check. Mr. Thcmas thought the driver had earned some consideration for the 56 years and should have been urged to retire. Cited from the floor was similar case. The driver had been so well-liked by passengers that he was distracted by conversations. What to do with drivers who have heart conditions serious enough to prohibit their continuing to drive was a problem con sidered by the panel. The panelists agreed that every effort should be made to place them m non-driving job* within their com pany. But this is not always possible, and sometimes they must be discharged. It was suggested that driving record reports be sent to the operator's home, where his family could get a look and possibly influence him to do a better job. One case cited was where an operator's father had been a bus driver with an excellent record. The father helped the son (who did not hive a good record) and unproved his driving greatly. WHAT OPERATORS THINK ABOUT ACCIDENTS By BURNS M. FRANKLIN Dir. of Training, SL Louis Public Service Co., St Louis, Mo. The employee-employer (or supervisor) relationship in industry* has gone through three definite psychological stages. These might be designated as the "or else" era, the "powder puff" era and the "sandwich" In the "or else" era the corrective pro cedures for failure of employee to meet standard of job performance were simple. The boss or supervisor who was not satis fied with the employee's job performance or behavior simply told the employee he must do a better job "or else." This ap proach was based upon the threat of job security'. If was an effective means until jobs became more plentiful, then the erring employee simply beat the boss to the punch by leaving. Then came the "powder puff" approach. This suggests that the supervisor "condition" criticism with praise. By praising the worker, said the psychologist, "you create a receptive attitude, that vnU make your criticism more effective." This was aa im provement over the "or else" negative ap- proach based upen the fear of insecurity. But it wasn't long, however, until the em ploye* expected crittrim to follow every praise. In fact, the effectiveness of any bona fide attempt by the supervisor to praise an employee was defeated by the mentat block created in the employee's mind a* he attemtped to anticipate what the "old man was leading up to." Such conditioning destroyed the effectiveness of constructive corrective measures and reduced the value of sincere praise. So the psychologists then recommended the "sandwich" technique. First you praise --then criticize--then praise. This is a softer approach than the others but the inter viewee continued to build up defenses to meet the corrective suggestions. When they do not come out, the employee does not ac cept the praise whole heartedly and misses the point of any corrective suggestions. There exists a false opinion that the sole reason for an effort towards selfdevelopment is the desire for recognition. It is true that every person appreciates 55 1961 National Safety Congress recognition of a job well done, Thi* Is an outgrowth of the inner force, found in each organism, to express alt its capacities. But all too few are willing to work up a sweat to get recognition. There are forces at work that condition this desire for recognition. Such things as lack of a feeling of belonging, safety, re* spect, love, self-esteem, and many other needs. Unless these are satisfied they have a tendency to overpower any desire for recognition. Most of us have believed for a tong time that we Americans have the desire and the capacity to overcome our weaknesses. Re cent surveys have indicated that we just don't understand Americans. Some report that three-fourths of the workers in industry today tiave small capacity, much less a desire for genuine self improvement or self direction. An alarming number don't want to improve themselves if it requires effort. Few want jobs that required responsibility. Employees it appears want a safe place to work, job security and some one to do their thinking. They wait for someone to tell them what to do. They avoid any de cision-making. When appraising an employee's job per formance we must recognize these factors. We must not approach the interview as a means of warning him that he must do better, or to prepare him for a better job. or to change hi* personality. Our objective is to get the employee to improve his present job performance by recognizing his weak points and r<-i!iring what he must do to attain this improvement. Our approach on a recent safety project was to get him to talk about his job performance so he would ultimately recognize his operating faults. We wanted him to take a good look at himself. The counselor was not to give advice or make any other comments un less it was requested. Even when the operator requested help the counselor was advised 10 try to get the operator to think his problem through by using the retort technique and ask ques tions. such as--"What do you think you should do?"--or--"What is your idea?" The interviewer must attempt to get the operator to make his own decisions. Once a person understands his own wants and needs, his own reaction to work, his own reaction to authority, his own moods and habits, his own abilities and disabilities --- the more openly and clearly he can look at his faults and the more likely he will come up with effective corrective measures. In January of this year we expcrisiced a sudden increase in accidents due to col lisions between company vehicles, collisions with fixed objects, and nm-away buses caused by faulty parking. When the in crease continued through February we be gan a campaign to correct the trend. We assigned an instructor to each divi sion, with instructions to talk with each operator about this increase in accidents. The object was to get the operator to give his opinion of the cases for his accident* and to offer explanations for accidents caused by other operators. The interviews were to be scheduled at a time convenient to the operator, on his own time, and in a private place. Every" precaution was made to secure clear, ac curate and-unbiased statements from the operator. The instructor was cautioned to keep his ideas and judgments out of the interview. His job was to listen, with an open mind, and to concentrate on understanding the op erator's statements, ideas and attitudes. The instructor was to remain in the background and be extremely careful to avoid doing anything that might influence the operator's statements. This is a difficult assignment because every person has a tendency to want to control the discussion, offer suggestions, es pecially when the ideas expressed do not conform to the observer's opinions. The instructor made it dear to each op erator that anything said or discussed would be kept strictly confidential and would not be placed on his record or brought to the attention of any other person. It was em phasized that personalities would remain anonymous in so far as these interviews were concerned. The instructor, of course, knew each operator he interviewed. He was familiar with his record and knew some thing about his behavior pattern. He was instructed to ask questions only when neces sary to stimulate divruiiioor He was to ask questions only about the way the operator handled the incident and the results. He was never to question the operator's, nor compare him with other operators. Transit Section Each instructor was cautioned to avoid any tendency to "play God" by assuming himself capable of analyzing each statement and incident with psychological perfection. He was also cautioned to avoid giving a 'halo effect" to his report by letting his personal feelings or friendship with the op erator influence his observations. The impact of these comments becomes im pressive if we remember that they are voluntary statements--made without sugges tion, direction or force. One rather startling revelation came from these interviews. We had, we thought, made every operator conscious of the increase in the number of rear end collisions, collisions li During the interview the interviewer was with fixed objects and run-away buses. Howinstructed to make mental notes of specific ever, the interviewers were startled by the items the operator mentioned. Immediately number of operators, estimated to be as following the discussion he made a written much as 20 per cent, who knew that there report of his observations and a personality had been greater number of accidents at rating for each operator. The reports made by two instructors in dicated they had done a thorough and ob their division but they did not know that these three types were the ones that caused the increase. jective job of interviewing. We selected An encouraging observation was the re at random 244 rrjv ns mode by these two action of the men when they discovered instructors as a study sampling. accidents of these classifications were K* Thirty-sc.cn of the operators in the sam prevalent. The operators were unanimous ple group had three or more accidents in in their opinion that they were inexcusable I960 and they were arbitrarily placed in Even operators who had had accidents of t "poor*' category. The remaining 207 op tins type suited they just ''goofed.** They, erators were considered as "good" operators. quite humanly, at first offered alibis and } The reports were thm reviewed, the per excuses but eventually concluded that if they sonality ratings tabulated and instructor ob had been more alert the accident could servations recorded. have been avoided. A comparison of the personality rating of Any one who has had contact with mass the two groups ind.cates there isn't a signifi transit operators will be aware of their cant differaiee between the personalities of concern tor more running time and longer the "good" and "poor" operators. A higher layovers. Any discussion with them about rating m mentality was given to the "good" accidents, sooner or later, brings up these record mat The good operators were cred two items. However it seems from these ited with better ability to express themselves observations that their "off guard" state when talking. However, in factors which we usually agree as having a major in fluence on behavior, such as agressivenc**, ments indicate that they do rot really be lieve these are the causes. The operators with poor records gave less credit for these poise and maturity, judgment, and job en factors as contributing to their accidents thusiasm the ratings placed them about equal. as did the good operators. This however should not be cause for alarm or used as a basis for forming judgments. We must remember that all of these men were subjected to selective procedures when employed and this would tend to eliminate extreme variability. Actually, about ,he only thing gained from The men indicated some concern for the heavy traffic on the streets, and especially the increase in the legal speed limits.^ \\ e now have different specified speed limits in St. Louis- We operate on some street* that have speed limits of 15 mph, some 25 mph, some 50 mph, some 53 mph._ and some those personality ratings was an indication 40 mph, and on expressways 55 mph. A that the interviewer making the rating did street may have a district of ten or twelve a fairly accurate evaluation of each operator. blocks where the legal speed is 35 mph, The operators' most frequently mentioned comments were grouped according to their relationship with operational practices. Some that were mentioned only a few times were recorded because the lack of operator's con cern seemed to add to their significance. then drops to a speed of 25 mph. This has caused, them some concern because motorists, at present time are not familiar with the break points in the districts and travel at speeds that do not conform with the legal rata. 1*/ National Safety Congress 4 Annual age examination?., ' Special examination*. I lie pie-employment rvumiiiaiivii i unc t, it not the most important type ot medical icreening we Jtave. The examination ot the applicant is just as important as that done on the cmploje*. Let me make it clear here that employment of the handicapped i very important and necessary, in general. However, in public transportation companies 'there the sate operation ot vehicles is para* mount there i icrv little opportunity to place these people. Our sum is to select the most nearly perfectly physically and mentally fit indi vidual. This is done by taking a careful medical history and doing a detailed physical examination, including a urinalysis test. The additional examinations which we found helpful m selecting a healthy appli cant are X-rays of the chest, and electro cardiogram, plus additional laboratory' work which may be indicated in certain cases. Also a very important part of the pre employment appraisal is the record of the individual's military service medical record. This is of great help in evaluating the applicant's ability and physical status. Some times applicants misrepresent their medical history by deliberately falsifying their rec ord especially in cases where the medical condition is not delectable by routine physi cal examination. The following illustrates the point: We request a military service medical record. Our pre-employment medical record shows a ".Vo" answer to a Question "Did you ever receive at apply for any disability peuioo or compensation for any injuries or diseases?" but a report from military service shows applicant is receiving disability. Examination of the employee who is pres ently on the sick list gives the doctor the opportunity to make as many examinations as may be necessary. This type of exami nation is very important because sometimes unsuspected conditions unrelated to the orig inal illnesses arc discovered. For example, an employee may sign oft with pneumonia and then report to the medical department several weeks later for a return to duty examination. On examination it is revealed that the employee has diabetes or high blood pressure. Unless these conditions .ran be corrected, the whistle is blown and the employee Is transferred from an operat ing job to a non-operating job. Compensation ca>ev--att at the employee., no matter what the injury- is, providing they have been off more than seven days are given a thorough examination. Any pre viously unknown disease found by this method it treated in the same way as described above. The annua) or periodic examination is very important and different from the pre ceding types of examinations. This is true because the examinations are made on em ployees who are working daily. They are not on the sick list nor have they been injured. Vet surprisingly enough we find certain conditions which are disqualifying for operators. In these instances the em ployee may be temporarily disapproved, placed on the sick list and under the care of his own family doctor. He is also thicked in the medical department at regular intervals to determine In* fitness to continue working. There are several possibilities in all these cases under discussion. First, medical treat ment may bring improvement so the em ployee may safely resume work; or secondly, it may be necessary to transfer him to a non-operating job if good recovery is not obtained; and finally, there is the employee who becomes progressively worse and is unable to do any type of work. In such instances the employee is placrd cm the total and permanent disability list Some of the more common disabling con ditions discovered on the medical bus exami nations are hypertension, heart cases of alt kinds, particularly coronary, diabetics, psy chiatric cases and defective vision. Special examinations--may be requested by the department head whenever there is anything unusual about the employees' abil ity to continue working. For example, when an employee has frequent accidents or com plains of blurring of vision, or has a black out on the job, he is sent to the medical department for an examination. 1 he medical dep rment will sometimes discover in these case, any one of the defects mentioned above. In conclusion, we find that frequent peri odic physical examination* are important and necessary to disclose physical defects. It should be emphasised that these exami- Ffwrti Seelion nations are not dune primarily to disqualify the employee. On the contrary, they are .line to improve the general health and hiereby keep the emplotee at work longer. eases or defects represent the basic prin ciples. of out pregram. This plan benefits the employee and ihe employer. The final analysis and evaluation 01 these exarotna- ,.ii, i. denartment 1 INCREASING THE OCTANE RATING OF YOUR SAFETY MEETING Br FRANK BORROWS Field Service Dir., Citizens Traffic Board, Chicago 1 want to create an enthusiasm within you so that you will increase the octane rating of your safety ::ieetr.g by using what 1 (all "advertmrg gimmicks." May i refer to them here is enjoyable methods of ,>our safety menage. I hope to impart to you a variety of ideas to advertise good safety tips. This collection ot ideas first began to accumulate when l was asked to lecture at Northwest ern University Traffic Institute. Since a Urge part oi my work consists of lec turing before all kinds of groups, old and voting. Urge and unait. a need to do some thing other than just talk safety arose. I discovered, and I am sure that you have, loo, because tt has happened to you, that a large part of the audience does not re ceive the safety message, so t began to incorporate little attention getters to hold interest In other words, I enriched the mixture and the audience received the mes sage more strongly. To understand how an idea, or gimmick, should be used, one must keep in mmd three dduutiom which when used through all >our safety planning will enable you to attain the maximum results. The three definition* art: Safety--Doing the "job" the nghl way. lob is anything a person undertakes to do --standing, sitting in a chair, driving a ear, running a machine, peeling potatoes, im proving your safety record. Safety Eduestwn--The art of making a man want to do what he ought to do. Safety Program--To create an appetite in jople who are not hungry, Keep these definitions in mind. Observe ic next ten minutes of my lecture. I am omg to demonstrate how 1 sell safety . . . here the audience viewed a short part of traffic safety lecture in which several isual aids, gimmicks, magic and humorous lories were used as an example of what ddmg a touch ot glamour to a safety testage means) . . . and that is the way attempt to prc>cnt tl-e **;<-vy message to he people here in our area. You know, sometimes ttv.se oi us who iav* a safety message to sell overtook the ibvious. Sometime* we create our own Hustons. Our own most trying problems ire often the result of sell-deception. And :oo many people selling an intangible safety nessage are prone to assume tliat the doors ire locked against them when the difficulty is actually a mental block, Remember Harry Houdmi? He was an ingenious entertainer. Behind Houdmi's skill as an illusionist was a profoundly scientific mind and a keen grasp of the application of modem mechanics to intricate physical problems. He matched wit* with locksmiths and prison wardens, and never failed to escape within the time limit But he almost failed on one occasion by overlooking the obvious. The warden who nearly outwitted Houdini used a simple artifice. He placed Houdini in an -"escape-proof" cel! and closed the door. Houdini tried all his ingenuity on the lock but could get no action from the - - - - *--*---- *L- J-.A. 59 1961 Notional Safety Congress the ponderous door. Presto! It opened. It order to help you plant a safety message hadn't been locked in the first place. in everyone's mind. This six pack contains Use gimmicks, humor, or anything cl* six items which have retention value am) you can think of to enrich the mixture and are very inexpensive. The six items are: add more gallons to your safety mile. ' 1. A piece of string--"string along with Let me encourage you to use some of our message of safety." these ideas. You will enjoy it more, and you wiU be creating an appetite in peopie who are not hungry by making them want to do what they ought to do-- flat is, to do every job the right way. 2. A kernel of com--a pocket or change purse reminder of the need for cooperation of the individual in the safety program. S, A safety pin--to be pinned on one'clothing as a reminder to keep one's guard Look at tome of the idea* l have here. up against accidents and be safe at all You could build a whole routine around times. these gimmick types of glasses, "Goo-goo" glasses--funny to look at aren't they. Goggle glasses--make me look sick, don't they. Open and shut glasses, and what about this pair here that makes me look as if I'm pop- eyed. When I'm wearing these I could tell vou that 1 want to see what's actually caus ing accidents. See what you're doing, you're laughing at what I'm doing and how I 4. A band-aid--to be placed on the back of the hand or dashboard of a ear as a reminder that traffic laws or good safetj rules practiced will hardly ever result in an injury serious enough to need more than a band-aid for repair. 5. A rubber-band--"you must stretch your efforts for safety." look white I have these glasses on. But think, while you're laughing you're listening to my message. This is what you have to 6. A lollipop--"don't let accidents make a `sucker' out of you. Work hard to lick* the problem of accidents." do with your safety program. People wiU Let me give you an idea of how to think enjoy it more, and they will receive more about sparking up your safety message, I have here w>at's called a "Hype-Phony." How about these articles here. I have This looks like a regular doctor's syringe, a little police badge, a little boy's police and, as you can see, it looks as if I am cap. his gun, his whistle and his handcuffs. drawing blood right out of the air. I saw Anyone of these items can be tied into a this article in a drug store. It costs a buck safety message. You can tell the audience and a half. 1 felt l could use it in a while twirling the handcuffs that with their safety message, so I purchased it. Shortly cooperation you can "handcuff" a certain thereafter, I received a telephone call asking cause of accidents. With the gun you could me what the title of my lecture to be pre pretend that you are out "gunning" for sented before the Woman's Auxiliary to the crime and that is the thing that causes American Medical Association would be. I accidents in a specific field Blowing your looked at this toy on my desk and told the whistle can be tied in with blowing the caller that the title would be "You Can whistle to stop accidents, and so forth. You Get Blood Out of a Turnip." could build a whoie safety message around dollar bills that come in many shapes and sires--large comic dollar bills, tittle dollar bills, rubber dollar bills. With a little bit of imagination you could tie in the cause of accident* or stretching your money, -(retching money through the prevention of acvidenu. See what I mean, ladies and gentlemen. Such "gassing up" will enrich the mixture and give your safety program extra mileage. 1 made the turnip resemble their impos sible task of selling safety, i then proceeded to tell them how to use good programming to sell safety, and I concluded my speech by saying that if you use the right tools, the right safety programs, etc. you can do the impossible. Of course, the right tool for extracting blood is a doctor's syringe. See, 1 inject my syringe into this bloodless turnip and extract blood. This is the only time in my life that 1 ever received a Earlier I was able to plant a piece of standing ovation for a lecture and it cost me com in everyone's pocket or purse. 1 have a buck and a half. developed a little SAFETY SIX PACK in If you are interested in enriching your 60 Transit Section mixture, it you want some additional ideas, please drop me a card or telephone me Use one or all of the ideas, enough so that the audience will receive your safety message. Remember, the purpose of these ideas is to add color, humor and enjoyment to your safety talk. So often, selling safety is a thankless part of your program because the recipient knows it all and he mentally tunes j ou out. The ideas expressed here ;uui the ones I'd be happy to send you are audience tested. If ucd as ttgse<ted or as vou sec fit, they will make >our safety lecture a little unusual. This abne will create an interest in the audience. Some of these ideas, by nature, will bring a chuckle or smile to the faces of those who observe them. This laughter tells jou that they are listening. It is not directed at you but at the "gimmick" which emphasizes your point. See for yourself how an audience's atten tion will improve when you improve your mixture. Remember, increased attention will mean increased mileage toward your safety ?oal. 61 SCHOOL TRANSPORTATION DRIVER SELECTION IS IMPORTANT By JOHN B. MURRAY Specialist, Pupil Transportation, Office of Education, U, S, Dept, of Health, Education, and Welfare, Washington, D. C. Each and even* morning during this school year, approximately IS million chil- dres across the Nation util be driven to school by one of the more than 160.000 school bus drivers currently employed by our local school district throughout the countin'. drivers selected solely on such a basis and not on their overall qualifications would represent a relatively small minority, and that driver selection of this type is fast disappearing as slates and local districts tighten their policies and standards in re gard to school bus driver selection. Sometime between 7 00 and 8.-JO tomorrow morning thousands of yellow school buses from Texas to Minnesota and from Rhode Island to Alaska will begin their daily runs with a school bus driver behind the wheel. Recognizing the vital role that these 1*50,000 school bus drivers are to play in delivering their precious cargoes safely to Realizing that the lives of children are in jeopardy whenever a careless or incompe tent driver gets behind the wheel of a school bus, we can take comfort from the fact that the vast majority of our school bus drivers are selected with reasonable care and in accordance with sound and defensible standards. school, it is fair to pose the question-- After all, our school bus drivers across How were these drivers selected for their the nation have established a remarkable jobs? safety record over the years and although 1. Were they selected primarily because it is generally conceded that school bus they were able to underbid others in the transportation does have an enviable safety community for the position? 2, Were they selected solely because they may have had important connections with the influential elements in their community, and thus their jobs represent "political plums1' * record, this fact in and of itself is no guarantee that we can maintain this record witho.it constant vigilance and progress. It is in this sense, than, and in no way critical, that my following remarks on the selection of school bus drivers are directed. S. Were they selected primarily as a re sult of the practice that we hear some com munities follow o: giving these positions to persons with "strong backs and weak minds'* or what is probably worse, people with both "weak backs and weak minds" because the ccmmniry felt that there was f other type of work they were capable of doing and that the job of driving a school bus would at last give them a steady although meager income and keep them busy ? Driving a school bus is more often than not a low paying part-time job requiring only a few hours of work each day. In the majority of the cases it represents a side job; and as a result school bus drivers are usually recruited from a variety of local sources: fanners or ranchers, garage mechanics, gasoline station operators, store clerks, truck drivers, school teachers, bar bers, housewives, ministers, and in some states high school students, represent in many cases, the local groups from which Yes, to be perfectly frank, probably this many of our school bus drivers are re fall same drivers in some localities were cruited. Usually the individuals secured from selected on one ol these bases or some these sources possess only, those basic quali similar basis equally as deplorable and not fications which, is all too many cases, those necessarily an their overall qualifications. in positions of authority feel are in them Oq the other hand, in all fairness we would selves sufficient to drive a school bus, (1) also have to concede that the number of sound moral character, and (2) as under 62 School Transfortation Section pinding of the dematary rudiments of driving a motor vehicle. Even today we have those school officials, 1 am sony to say, who do net accept the fact that selecting a school bus driver should demand relatively as much time and atten tion as the selection of any other member of the school stall including the classroom teacher. It would be incomprehensible to most school officials to think of luring the first person who walked into their office and asked to be hired as a teacher without first checking his credentials, , revious ex perience, and qualifications. in hiring a school bus driver, however, <* are too often guilty of hiring the first -waitable applicant in spite of the fact that realize no school bus is safe in the hands .,! a driver who is physically and emotionally unfit, or who fails to follow sound driv ing practices: and. as a result, school bus drivers are in many cases til-suited tor ffieir responsibility. There appear to be two major aspects the problem, apart from the continuing ind competent supervision, of providing Lite best possible school bus drivers, (1) the recruitment and selection of qualified peo ple; and (2) providing adequate training programs specifically designed to prepare these people for the job to be done. Although recruitment, selection, supervision, and train ing are m a sense inseparable, I will attempt m as far as possible to confine myself to school bus driver selection in as much as < tner speakers on the program are scheduled to speak to us on recruitment and school tins driver training programs. Securing responsible and qualified drivers not necessarily a new problem in the field .i school transportation. Even before the . J-.-rnt of motorized transportation in this .ountry when hvrse-drawn carriages and wagons were the conveyances commonly used to transport pupils to school, both the personal qualities of the driver and his i-.ntrol of the pupils being transported as well as his skill in handling his team were matters of concent and as such received attention in certain localities. You will recognize, l ua sure, this con cern and also agree that the following comments taken from a report by 0. J. Kern, superintendent of Winnebago County, Illinois, schools at the turn of the century has s certain familiar ring. In this report Mr. Kern describes his visit to several newly centralized schools in North Eastern, Ohio. "So we drove on to North Madison, In Madison Township, where three wagons tre used. On our way there we saw the first wuob. We stopped at the farmhouse and talked with the driver. He earned all the children from one district, shout twenty In number. Kls route was five miles long. That is to say. starting at the first home to pick up s Child until he arrived at Ue central school was Ove miles alien he drove back home after delivering the children, thus cov ering ten miles in the morning. Of course he traveled Uta same ground .alter Khrol, thus miking 20 miles m alt. He got SI 20 a day for his work. We asked him it he made any money at it. He said h* did. os he was working a smalt farm that did not require all the time and labor of himself and team We asked him If he had any trouble, with the children and replied none.. He eaid be eras employed by the township board of edu cation. who put him under bend to be care ful with the children: to have a rare team: to provide a suitable wmon, covered and pro vided with curtains, and containing soap stones and lap robes tor the severest weather We asked wbat objections the parents along the route had to the new !>'- HU reply was that the only objection was on the part of two or three at the beginning of the route, as they had to get their children ready some* what earlier than they used to when they went to the district school. Of course the children had to be ready when the wagon came. He aimed to start at 7:30 and arrive st me building not later than SiiS, Thus there were no children tardy, ticnc cam* with wet feet or clothing: the attendance was greatly Increased and much mure regular The driver believed the movement had come to stay: that the people would not consent to go back to the old way . . Kern goes on to describe school transpor tation during that period at another school district he visited on this trip: "The wagons are provided with curtains, lap robes, soopstooes. etc., for sever* weather The board of education exercises as much car* In tli* selection Of driven m they do m teachers. The contract for each rout* Is 1st out to the lowest, responsible bidder, who is under bond to fulfill hij obligations. The drivers are required to hare vhUdronon the school grounds at *:IJ a-m.. which docs away with tardiness, and to leave for home t J: pm. The wagons rail at erory farmhouse wh*r* there are school children, the chil dren thus stepping Into the wvgons at the roadside and arw set down upon the retool grounds. There is n tramping through usnow and mud end ihe attendance is much increased and far more regular, with .the children under the control of a responsible driver, there is o opportunity for vicious conversation or the terronzing cf the little or.es by som* bully as they trudee homeward through the snow and mud from the district school.'' This account of pupil transportation in Ohio t the turn ot the century would in dicate that many of our current problems in school transportation such as securing 63 9-51 SaJtonal Safety C-'n^rcss well-qualified driver* are by no mean* new '>ne$. but rather in one form or another have been with us for oxer "0 years. The seriousness of the problem of se curing well-qualified school bus drivers has been compounded in recent years, however, as a result of two developments. (1) The rapid growth of school transportation In this country (tor example, in 1023 approxi mately 800.000 pupils were transported in the United States as against about 7 million in 1950 and more than 13 million this year with an estimated la million by 1965), and (2) the increased complexity of our trans portation technology today, along with the side effects of this technological develop ment in terms of the complexity of the vehicle itself, increased speeds, and our in numerable and varied irntVie and highway problems. There is no doubt about it--the job of driving a school bus today calls for physical, mental, and emotional capabilities of the x cry highest order. In order to secure quali fied school bus drivers possessing these capa bilities, it is necessary as an initial step to (1) establish adequate standards that alt drivers are required to meet prior to em ployment, and (2) rigidly adhere to thec standards. The major responsibility for selecting drivers rests, of course, as it should upon the local school authorities. It is conceded, however, that the states have a major re sponsibility in exercising a reasonable degree of leadership, authority, and control in this area, and that adequate general standards and regulations must be promulgated by the states, preferably through the state edu cation agency, to guide local school boards in this important function. It is recognized, of course, that local initiative should be constantly encouraged to exceed state re quirements whenever possible. The fact that school bus drivers in ail of the states are now required to meet at least some standards indicates that the states do recognize this responsibility. Although there are wide variation* between the states, both as to tlie specific items covered and the extent these items are covered in state standards, there docs appear to be a defi nite trend to require that drivers meet more rigid standards. The following excerpt taken from a recent 64 report by the Georgia State Department of Education points out the immediate re sult this has had in one state. "In 1939. the State Board at education ..(htened up -------- - _>-- examinations, a oraer to insure greater saietv for the 1344..0079 Georgia children who get on t.*27 schoo>1l btu__s_e_s__e_a_c_h__d_ay t_o__r_id__e__t_o__s_c_h_o__ol and home again,. wVVoaeesa the new regulations were put Into effect and more rtgtd tests required, 363 previously employed drivers failed because of such physical defects as missing Umbs. eye or ear handicap*, heart ailments or other disabilities. As a result of the rigid new requirements, school bus accidents in Georgia involving^ the drivers' Judgment were rvdured from 34 per cent to It per cent," Generally speaking the standards for school bus drivers in a majority of the states include the following elements: age, physical condition, experience, and char acter, among others. Age Requirements Minimttnt Age. In I960, 16 states' required their school bus drivers to be at least 21. One state, Rhode Island, required drivers to be at least 25, while in South Dakota, a 15 year old could legally drive a school bus. In 10 states,9 16 year olds could legally drive a school bus, 5 states' allowed 17 year olds to drive school buses, and 15 states* allowed 18 year olds to be employed .is drivers. One state4 required school bus drivers to be at least 19, white Hawaii re quired all school bus drivers to be at least 20. Maximum Age. In regard to maximum age requirements, the 1960 survey indicated that 39 states have no spcdfic maximum age limit for school bus drivers. One state* Arizona. Delaware. Illinois. Indiana, Varyland. Massachusetts. Michigan. Missouri. New Jersey. New fork. Ohio, Pennsyl vania. Tennessee. Utah. West Virginia, and Wisconsin. Alabama. Iowa. Kansas. Maine, Nebraska Nevada North Carolina. Oklahoma. South Carolina, and Virginia Arkansan. Colorado. Florida. Mississippi, and Texas. Alaska California Connecticut, Georgia Idaho. Kentucky, t-eulslana, Minnesota New Hampshire. New- Mexico. North Da kota Oregon, Vermont, Washington, and Wyoming. Montana . School Transportatton Section >et* the maximum age limit tor drivers at 70,4' at 65, and 3* at 60. For all new drivers. Tennessee has an age limit of 55. Virginia requires annual physical and licensing examinations for ail drivers over 65 and West Virginia requires a semiannual physical examination for all drivers over 50, also persons it ho have reached their 51st birthday and have not previously drival a school bus may not employed in West Virginia. Vs we all know, this problem of realist:.ally fixing age limits for school bus drivers is a most duficult one indeed. There are two opposing points of view in regard to the minimum age requirement. There are those on the one hand that support the view that every driver should be at least 21 and same would say 25. While according to others, the employment of minors a* bus drivers u fully justified on the basts that pupil drivers, if carefully selected and trained are fully u capable aa the average adult driver. The safety records established by pupil drivers in such state* as North Carolina tend to give support to this point of view. On the other hand iltosc who advocate that every school bus driver should be at least 21 contend tiiat: (1) adult drivers are more likely to maintain higher standards of pupil behavior, and (2) driving a school bus requires a "sense of responsibility or degree of maturity" which is seldom possessed by pupil drivers. Setting definite maximum age limits also presents a problem. It is known, of course, that with advancing >ears fl) driving skills ran decline, (2) sight and hearing can dct.-riorate, (3) reaction time can decrease, while (4) coordination, general health, and physical stamina are more likely to decline. apparently the important question is not always how old a particular driver may be. but rather how safe and reliable he may be. Safety and reliability, however, do not nec essarily correlate with age, and it is gen erally agreed that the periodic physical oxuninations should be required more often of the older driver In spite of the conflicting opinions which 7, Iowa Louisiana. Maryland, and New Mex ico 1 North Carolina, North Dakota, and Wiscon sin. exist in regard to minimum and nuMimmi age limits for school bus drivers, it appears that two conclusions can be advanced (1) state minimum and maximum age limits for school bus drivers are essential; and <2) in those states not bound by statutory provi sions in this area, state departments o{ edu cation should exert leadership in setting up reasonable requirements. ( would like to say. at this point, that 1 am not at all sure that it is wise for the states to attempt to set forth by statute a comprehensive del;tiled set of standards for school hits drivers It may be a far sounder pohev for the states to enact broad general statutory provisions which in turn place upon ihe state education aeency the respon sibility for developing rules and regulations asserting that these rules and regulations will, in fact, have force and effect of law governing all phases of school transportation including the qualifications for school bus drivers. I hope you will keep this distinction in mind as I discus? various requirements for school bus drivers and the possibility of strengthening these requirement* in certain areas. Physical Requirement A majority of the states at the present time require school bus drivers to meet spe cific physical standards and to undergo a physical examination in order to operate a school bus. As would be expected, however, there arc wider variation* among the various state* in regard to the kind and extent of thce pli> steal requirements. In a number of slates the physical quali fications arc written in very general term*, while in others the physical requirement* mas be timited to a single item such * requiring all drivers to submit to a tubercu losis test or an eye examination. States de siring to strengthen their physical require ments for school bus drivers would do well to consider at least the following physical requirements as an absolute minimum for all school bus drivers. A complete annual physical examination by a physician approved bv the tocal school authority* on the basis of a standardized state form, developed by the state education agency with the advice of state medical authorities, and in cooperation with other appropriate state agencies. 65 1961 Notional Safely Congress This annua) physical examination {or school bus drivers should be baaed on ade quate minimum state standards and should at least include such items as: (1) an ac ceptable degree ot sight and hearing, (2) the physical strength necessary to handle a school bus with ease, (3) possession and the full and normal use of both hands, both arms, both feet, and both tegs, (4) freedom from any communicable disease, and (5) freedom from mental, nervous, organic, or functional disease likely to interfere with safe driving, such as epilepsy, tuberculosis, paralysis, insanity, diabetes, abnormal blood pressure, and heart ailments. In addition to this compulsory annual physical examination, the local school au thorities may wish, and should be encour aged. to require additional examinations dur ing the year as the need may arise. Character Most of the states, either by statute or by regulation, appear to support the premise that since transported pupils will spend con siderable time each day under the jurisdic tion of a bus driver, his character and per sona! habits hculd be carefully assessed prior to emfiWment. GeneralK- speaking, state requirements `peeify that individuals employed as school bus drivers are fl) to be of good moral character and reputation, and (2) to abstain from the use of profanity, narcotics, and alcoholic beverages. I am not sure a gen eral requirement of this type in itself, with out a prescribed procedure that local school officials may follow in determining whether an applicant's character measures up to the state requirement, is sufficient The recommendations of the 1959 National School Transportation Conference on the selection, instruction, and supervision of school bus driver* support this point of view. The Conference recommended that "states should require that prospective school bus drivers be selected on the basis of a specific character standard," and local school authorities should apply this standard in em ploying school bus drivers. Among the elements that should be con sidered in setting a character standard are: (t) reliability and dependability, (2) initia tive, self-reliance, and leadership, (3) ability to get along with others, (4) freedom from use of undesirable language, (5) personal habits of cleanliness, (6) moral conduct above reproach, (7) honesty, (8) freedom from addiction to narcotics or habit-forming drugs, and (9) freedom from addiction to alcoholic beverages or liquors. The Conference also suggested that valu able information about a prospective school bus driver may be obtained by checking court records, personal references, credit bureaus, and state and federal fingerprinting records. In regard to driver selection at the local level, 1 believe the point should be continu ally stressed that: (1) A properly developed application form can serve as a valuable tool in the selection process. (2) Personal references or other infor mation of this type which can provide dues to the applicant's personal habits and past work record can be of considerable help as a first step in dn.er selection. (3) A thorough investigation of drivers before they are hired is not only extremely important--it is essential. (4) Finally, a personal interview can prove to be extremely helpful in crystalliimg the accuracy and validity of the data collected on a particular applicant and in evaluating his overall desirability a< an em ployee. Experience There arc also wide variations among the states in regard to experience requirements for school bus drivers. A number of the states simply specify that drivers must file evidence of experience, must hold an op erator's or chauffeur's license, or have a satisfactory driving record. Often the state indicates a specific number of years of satisfactory driving experience which may be necessary in order to qualify. A few states have no specific experience require ments at all. One might question, of course, whether or not the mere experience of driving an auto mobile, in and of itself, qualifies an indi vidual to drive a school bus. There appears to be considerable merit in the procedure followed by a number of states of specify ing that prior to employment (1) new drivers be gives a performance lest in a school bus, and (2) the applicant's driving record be free of serious traffic violations i : 1 ! I 1 t School Transportation Section md accidents due to negligence, if we firmly believe driving a school bus requires special kills and information. then the answer is, oi course, on-the-job experience and training tor new drivers poor to assignment. I would like to touch very' briefly on only hvo of a number of other important con siderations m school bus driver selection. (t) Few school employees are in at unique a position as the school bus driver to influence the community's confidence and respect in its school system. A school bus driver's personal conduct and daily perform ance as observed by the pupils, parents, and the taxpayers of the community can have a serious impact one way or another on the school's public relations in the community, (2) A school bus driver can have either a positive or negative influence on the young minds which are under his charge for a considerable portion of the school day: his attitude toward promptness, the manner in which he drives his bus, his respect for laws and regulations during the daily run, the manner in which he handles dictplme, his personal habits of speech and dress, his selfcontrol and emotional stability, all can have considerable, immediate, and perhaps even a tasting influence on the attitudes and be havior patterns in this particular age group. As Walter M. Gordcn, head of one of the nation's largest school bus operations with 42,000 riders, Baltimore County, Maryland, so aptly and humorously put it: "What we are looking for in a i itool bus driver is a paragon, a diplomat, a public relations mart, * nursemaid, a Prussian gen eral for discipline. He must be able to keep both eyes on the road, watch for traffic situations with considerably more care than the average motorist, and at the same time control SO or more squirming, yelling, ener getic. hell-bent kids who are behind his back." And l might add. we want his services for only a tew hours per day at a salarv often in no way commensurate with his responsibility. A report by G. I. Fletcher, an agent for the Massachusetts State Board of Education in 1596. on the quality of the drivers m that state in IS9S might well be used, with certain modification, to sum up the situa tion as it exists today m regard to the quality of our school hnv drivers across the Nation "Nearly alt of the drivers are reported to be fnutteorchv- Some are said to be a* good *1 xee can get. Some ere of dowbt/ul queii/tcation*. Afi committees and superintendents regard trustworthiness and fitness in the driver as ot the highest Importance. One committee says: "Only such person* should be employed as we would trust with the rare of our own children.' A few committees sav that they have to watch drivers of conveyance* and hold them strict account. Some com plain mat children arc not under proper con trol in the carriage*; hut. upon tha whole, there seems to be a good degree of satis faction with such vehicle* and driver* as have been employed." A HYPOTHESIS ON LICENSING THE SCHOOL BUS DRIVER Br THEODORE HOLE Senior Research Associate, Executive Asst. Drivers Safety Service. Inc.. New York City From its beginnings in 1840 in one school district in Massachusetts, transportation for students to and from school has grown into the massive enterprise of today. A 1960 publication reports that although only one in every four students relies upon school sponsored transportation, there are nearly 11 million young people riding school buses each day. Elaboration on the need tor safety in school bus programs is certainly unneces sary. There is no question but that the prevention of accidents should be a high priority^goal. However, it would appear that adequate measures are not being taken to ward this end. As clear evidence of this, national statistics with only 42 states report ing in I960, concerning school bus accidents. 67 1961 National Safety Congress show more than 2000 injured and 177 killed in a total of 5900 accidents. In Illinois for example, the average accident rate per ve hicle in 1958 was greater for school buses than for all other commercial vehicles! Recognising the extensiveness of school bus programs throughout the country, and with the evidence of a great number of accidents and injuries occurring, it is clear there is a need for a concerted effort to ward maximizing safety within these pro grams. However, it would appear that In most instances, greater attention is paid to the mechanical condition of the vehicle than to ihe driving skills of the operator. Fed eral and state laws exist pertaining to the physical characteristics of the vehicle. Only limited regulations exist concerning the ade quacy of the driver. The annual cost in 1959 of operating the many school bus systems in the nation was over 400 million dollars. The separate school bus systems, functioning within the unit of the school district, are. in most cases, main tained and financed by the local board of education in cooperation with various state agencies. In fulfilling their responsibility of adequately maintaining these programs, sev eral states have established screening, train ing, and refresher programs for their drivers. There is a noticeable lack of any <uch preventive measures in the majority of states, however. Corrective or punitive measures taken against drivers after the occurrence oi ac cidents do serve as a form of preventive action against future accidents. However, it is the thesis of this paper that the more positive approach of taking preventive meas ures prior to any traffic offenses or accidents represents a far superior method. Thus, the general hypothesis is that a strict and com prehensive licensing examination will reduce school bus accidents. Hiring and Screening As was true in the case of national statis tics on the number and severity of accidents in which school buses were involved, infor mation concerning the screening and training procedures for school bus drivers, as they exist in the various states, is quite difficult to obtain. Those states which now have, or which are presently establishing extensive programs in this area do report on their effort* and findings. However, the majority of states in which programs of wide scope do not exist, report limited data concerning the procedures they employ. The hours for school bus drivers are typi cally not those of the usual nine to five working day. They are shorter and are di vided over the day according to the arrival and dismissal time of the schools. The sal aries paid to these drivers must be expected to be concomitant with these limited hours. It is safe to assume that lew adults could support themselves and their families on school bus driver salaries. To supplement the salary, the driver may either be em ployed in some additional capacity by the school district, or he may hold another parttime job. In any case, due to the nature of the job and its obvious disadvantages, a large proportion of school bus driver appli cants tend to be retired persons, students, housewives, or persons seeking only short term employment. These applicants are not likely to be the best safety risks. One problem which is highlighted by these conditions is that a good many of the older persons who have been retired from full time employment and who now serve as school bus drivers are no longer in their physical prime. Unfortunately, attention be comes focused upon this issue only on the occasions when tragedy occurs as a result of the sudden physical incapacitation of the driver. White the question of physical fit ness is especially pertinent with reference to the older driver, it is also of serious im portance for all drivers. Illinois, for in stance, requires not only a doctor's con firmation of the applicant's physical fitness but also yearly examination during the term oi employment. Part of the screening procedures in both New York and Oregon inelude careful physi cal examinations. Of course these examina tions are usually designed only to detect gross physical deficiencies such as a serious heart condition which would make the indi vidual a risk on the road. Such check-ups in all probability, seldom determine those psy chophysical capacities of a driver (reaction time, depth perception, and field of vision) which are equally important to the safety of the vehicle and its passengers. As one way of meeting this salient prob lem of the lack of qualified and physically fit drivers, North Carolina has inaugurated n projnra of hiring and training students 68 School Transportation Section drivers. Ai present, over 90 per cent of the school bus drivers in the state are high school students. The training program tor the prospective drivers include 12 hours of classroom work as well as a minimum of -iv hours of actual road training. This inMmction is bevond the ten hours of training required tor all driver education students in the state. Such a program as this has ob vious benefits in providing the opportunity for close supervision of drivers, quick avail ability of substitute driver?, and greater selectivity in the hiring of personnel. A program in Oregon was iMitiiutrd by the State Department of Education in co operation with the Division of Motor Ve hicles. The essentials of this program are similar to the elements noted above Oregon requires special school bus driver license A team of trained inspectors review sate methods of school bus operation and traffic laws and regulations with the drivers, Sati.-- factory fulfillment of the training sessions as welt as certification of physical fitnc arc required before the license is granted by the state, Initiated by a safety specialist for a local As evidence of the efficiency of a screen General Electric plant transportation system, ing program, after all school bus drivers nt .mother program involving student participa Georgia were tested, the rale of accident* tion rather than student drivers, was insti due to errors on the part of the driver were tuted in the school districts in at least one reported to be "cut in half." Furthermore county in Indiana. Two or more students a total of 252 drivers were disqualified from *.n each bus are trained to provide assistance operating school buses as a result of the to the driver in emergencies. This precau tests. tion is. of course, taken to avert the disasters There have been numerous reports in the which can occur when the driver is unable to handle or maintain discipline with all of his passengers, or tn maintain control cf this vehicle in a critical situation or when lie be past several years which contain recom mendations tor national and/or local school bus driver screening, training, and super vision programs. Most of these include comes physically incapacitated. mandatory* yearly physical examinations a West Virginia focuses upon the technical ability of the driver and submits each of its applicants to a six hour training pro gram. ThU is followed by a written ex amination and an on-the-road test of the applicant's skill in handling the bus. All training and examinations are supervised by the state police force. well as some form of training for the driver in safety precautions to be taken on the road. A recent report recommends, be yond the physical qualifications, require ments for high standards of moral charac ter, emotional stability, knowledge of traffic laws and regulations, skill requirements in the handling of the school bus, and ex perience in driving. Although such a pro (n-Senfee Training and Testing gram would indeed b of great value, care ful research must precede its establishment. In Michigan, the in-service training po New jersey, continually active in the general grom consists of a 12-hour intensive instruc field, of accident prevention, is now in the tion program held for all school bus drivers process of doing such research and estab ,fi in the state. Small subsistence monies are lishing such a program. I paid to those drivers in attendance for the two day program. The instructors for the .NVk* Jersey Program training sessions, each of whom have been trained in highway safety measures, are brought in from several of the colleges and universities in the state. In building a comprehensive program in highway safety, the state of New Jersev recogniacd the need for rehabilitative (cor rective and preventive) supplements to it- punitive (law enforcement) measures. In 1952, the first Accident Prevention Clinic was established with Drivers Safety Service acting as technical consultants. Since then, the program has grown to comprise eight dinics located throughout the state. The multiple purposes of these clinics include determining those psychophysical and psy- A somewhat similar program has been established in New Mexico. It is reported that each year 700 to 800 drivers attend tin. Annual School Bus Drivers' Institute icr training in safety techniques. Refresher courses of the same nature are also carried on during the year in areas where accidents or violations are reported. 69 !9CJ National Safety Congress chotogicat characteristic* of the driver which tend to be related to accident involvement, informing the driver of whatever psycho physical deficiencies exist, adwsing him of how to compensate for or correct limit*/' tions, and imparting to him through counsel ing, more positive attitudes toward law en forcement, traffic regulations, and safety precautions. In general, drivers uho had more than two reportable accidents or '..ho have ac cumulated a given number of violation points, or who have been convicted of driv ing while intoxicated, are required by the state to participate m the program. Each subject is given a thorough psychophysical examination, including tests of visual acuity, field of vision, reaction time, depth percep tion, mght vision, color vision, and glare recovery. Two ps>c!iologicat examinations arc also administered to each subject, although at present, the results of these tests are used for research purposes only. Based upon a comparison between the subjects* scares on each of the psychophysical tests and mini mum standards which have been established .1$ the basic requirements for safe driving, recommendations are made to each driver as to what he should do to compensate for whatever deficiencies may exist. This proc essing. including an initial interview and a final counseling session. usually takes about two hours. In case* of extreme psycho physical inadequacies, the driver is referred back to one of the state licensing centers for re-examination and possible aetkm on suspension of his license unless corrective steps can be taken. Of the 28,834 drivers processed by the Accident Prevention Clinics from September 1952 through June 30. 1959, only 2,469 have continued to reoffend; that is, be involved in either accidents or violations. This repreresents reoffenses for only 8.5 per cent of the total group of subjects. As a further check on the efficiency' o i the Accident Pre vention Climes, research is currently under way to determine the reoffense rate of a control group of drivers, who, though "eligible" for action, were not exposed to Accident Prevention Clinic processing. New Jersey has had a limited examina tion program for school bus drivers for some years. Until November, I960, the fol lowing procedure was used in school bus driver licensing in New Jersey: Together with the initial application form, the subject submitted a medical report stating that his physical condition was satisfactory. He also had to satisfactorily complete a test measur ing his knowledge of traffic laws. Visual acuity and other psychophysical tests were then administered to the applicant (PortoClinic). The final step was a road test on which the driver had to demonstrate his skill in operating a school bus. In November I960, however. Drivers Safety Service was asked to cooperate in setting up a new testing program for school bus drivers. At present therefore, applicants are required to go through the complete Accident Prevention Clinic processing. Any subject who falls below the established mini mum standards oo any three psychophysical examinations is unlikely to be granted a license. One of the basic problems in establishing a research program within such a practical setting is meeting the needs of the various agencies connected with the program. The Division of Motor Vehicles and the De partment of Education, both agreed on the need for psychophysical test minimum* as part of the criteria for school bus drivers. However, although comprehensive recom mendations have been prepared by Drivers Safety' Service, no standard has. as yet, been set on the psychological or emotional quali fications of these applicants. There is now, in progress, a psychological test program as part of the school bus driver screening. The tests currently used in the program were originally* developed by Drivers Safely Service for use in a rehabilitation program which is supported, in part, by a Public Health Grant JRG-6296 (R1)J. The pro gram concerns itself with the rehabilita tion of that 8,5 per cent who continued to reoffend following their Accident Prevention CHnic processing. The results of these test administrations to school bus drivers will be u-ed initially for research purposes. As in dicated, no applicant is currently denied a license on the basis of these psychological tests. Table I indicates the extent of yearly accidents, injuries, and d^th in school buses since 1953. The information has been as sembled in such a manner that individual bits of information can become meaningful Tor example. Column Three (number of ac- School Transportation Section TABLEt Accident*. Injuries, and Deaths In School Buses Tear U53 ISM 1*5 1354 *.957 195S 1*9 1940 So. ot States No. of Reporting Accidents 30 2*41 34 4,346 5.1ft 38 5,SO* 37 5,953 40 7,114 29 7.153 43 4,904 Per Cent of Increase 47.77 It. 34 12,93 2.47 20.7t --1 47 24 55 701 383 1,304 1,294 1,171 1 510 2,039 2.047 Per Cent of Increase tdl%4 40 23 34 r7 0 81 9 07 34.92 29.44 1.32 i II 5 7 M 1? Per Cent ot too is --7223 400 314.38 1275 -84 IS rldentsl shows a steady climb in accidents-- i960 has almost three times the number of reported accidents as 1953, The number of injuries has also increased at the same rate for this period. Although it is obvious from the above table that the number of accidents and innine* has increased, the number of people killed each year has fluctuated, so that no pattern discernible. This is hardly any consolation to those families affected by this tragedy. We note from this table that: 1, There are still no uniform or com plete statistics available on school bus ae- c-derus. 2. The number of deaths and injuries incurred in school bus accidents does not follow any pattern other than a steady in- errase--thus suggesting that more intensive research efforts are needed with an emphasis on the vehicle operator. The following table compares accident and injuries of New Jersey and national statistics. No tabulor presentation is needed for the number killed during this period since school bus deaths in New Jersey for this same period totaled only three What is particularly interesting in this table is that the number of school bus accidents and injuries have increased at approximately the same rate as the national figures. Tor 1*3 1954 1955 1954 1957 list 1959 1940 TABLE n A Comparison at National and New Jersey School Bus Accidents and Injuries So, I* 44 54 54 94 73 lOt 7* 129 ACCIDENTS Per Cent of Increase t, J. National 222 21.73 3.97 77.77 23.2$ 34-33 2277 55,38 47.77 18.38 13.93 247 3071 0,47 34.55 . tI.n 23 Z3 33 art S9 49 34 103 INJURIES Per Cent of Increase N, J. National 52.08 0 40,22 4247 84.84 45.90 2247 50.72 20294 34 81 0 81 9.07 34.92 29.44 1.22 In term* of percents, it would seem that S'ew Jersey statistics are even more er ratic than the national figures. The above comparison will only become meaningful when the licensees under the new program have had sufficient driving exposure to al low for meaningful statistics. Since the new licensing program has gone into effect, the school bus drivers who were processed under this system have had a total of four chool bus accidents and only one private car accident, while at the same time, these same drivers have been ticketed for only five moving violations, with none of these on a school bus. Thus, it seems likely that some aspect of clinic processing is having the desired effect, ft would also appear the bulk of the school bus accidents are bring contributed to by the drivers who received school bus licenses before the new procedure was put into effect One cannot yet draw any final conclu sion* since sufficient time has not elapsed for these newly licensed driver* (o have had sufficient exposure. However, we hope that they wilt follow a pattern similar to other Accident Prevention Clinic processed subjects. 71 1961 National Safely Congress TABLE m Ail Age Comparison of the Accident* and Violation* of Hire* Group* of Driw Axe IT 18 It 30-24 2S-34 35-44 45-54 55-44 S5 plus Ter Cent of Sample Acrid. School Prer. Bus Clinic Drivers 1,3 0 IS 33 0 0 14 5,7 23,9 28 1 44 17.0 34 3 23.3 0 13.7 33 4 .10 2 19.4 10.1 17-1 11.4 5,3 5.0 4.1 14 14 Per Cent of Violations Xt* Ji APcereidr. SBchuosol Oleic Drivers 3.7 34 24 13 0 36-9 23 0 15.3 0 07 23 15 3 41.4 $3 0 0 0 IS. 57 43 57 n 12.14 8 7 29 ZU 34 2 2 L4 P-r Cert of Asctdcsu Aeeid. *'! Kcv Pvr* ft* Jevery ClUrie Drtver* 29 AS 248 is 27* JO 129 S.2 20 4 17 42 3S9 MT 22 59 29 4 9 a as SS as 2194 14 Table tit is designed to show the acci dent and violation behavior, sn terms of age. of three groups of New Jersey drivers. Columns two, live and eight represent a sample of 503,144 drivers selected randomly from the total population of two and onehalf million licensed drivers in New Jersey. Columns three, six and nine represent 1,304 drivers--a sample of the J0.000 Accident Prevention Clinic processed subjects. Col umns four, seven and ten deal with the total number of new school bus drivers processed up to October of this year. No results are recorded for the "under 20" age group--the minimum age for a school bus license in New Jersey is age 21. It is interesting to note that the age range 20-54 of school bus drivers has more acci dents and violations than riiher Accident Prevention Clinic subjects or a sample of all New Jersey Drivers. These facts sug gest that: 1. Drivers between the ages of 20-34 ought to be excluded from operating school buses, or 2. More detailed attention should be paid to the past accident and violation history of all applicants, especially 20-34 year olds. It should be noted that the records re corded for the school bus driver popula tion are for their pre-processing behavior-- that is before they received a school bus driver's permit The next table presents the pre-licensing records of the newly processed school bus drivers and their post-processing behavior. Table IV indicates, with limitations, a de crease in both accidents and violations. How ever, we should not be mislead by these re mits. The terwr interval berwtea these processing date and the search of ther records for post-processng behavior hag so: been long ewogb to draw any poBtzvc con clusions. tjolc nr Th* Acetdrst tad Ylelallea i____ __ School Bus Driver* ,,P** a4 Povt-fTeceMicg Post-Processing The follow ing four tables compare by per cent of failure, three groups of drivers. On various ps>chophysicat tests. In Table* V (A, B, C, and D) the New Jersey* cr control group were accident and violation free for a period of three yean, before being processed. The Acadent Progation Clinic subjects are a sample of those usually processed for accident involvement. The school bus driver group represents the total number processed, to date. Each table may be read in the same man ner. For example, in Table V A, for sub jects aged 58 plus, the controls and school bus drivers had no visual acuity failures, whereas tea per cent of the Accident Pre vention Clinic subjects failed oa left eye acuity. The four tables provide some interest ing data concerning New Jersey school bus drivers. In terms of visual acuity, field of vision and complex reaction time, the school bus drivers have fewer failures than either of the other two troops. Day depth per ception is the one area they fail below the controls and "accident repeaters,** 72 Vcftoof Transpartattott Section A ***1--g---*- TABLE V A t>y Per Cent of Failure, on Visual Acuity, ot Thre* Driver Groups LEFT ETK Accident Prevention Clinic School Bus Driver Control* RIGHT EYE Accident Prevention Clinic 0 3.13 t.51 3.03 S.a to 0 0 1.25 0 3.43 o 0 0 1.51 151 3 22 o 0 3.13 i tr 4 54 i 06 J 23 0 0 2.5 1.4-4 0 0 TABLE V B A Comparison, by Per Cent of Failure, of the Field of Virion of Three Driver Groups LEFT STE RIGHT ETE Accident School Accident School Prevention Bus Prevention Bus Age Controls Clinic Driver Controls Clinic Driver 1S-3S ri-a .14-41 42-49 50-57 M plus 0 LSC .79 ! 51 0 3a 0 IS* 1,19 4.92 15.33 13.65 0 0 0 0 0 909 0 1.55 1.55 1.51 0 3 33 0 3.13 4.24 4.43 l*.3 II *6 0 0 0 0 0 0 TABLE V C A Comparison, by Per Cent of Failure, of th* Complex Reaction Time of Three Driver Group* Age tS-25 35-33 34-41 42-0 50-57 sg plus Controls I2.SO 4.S 798 909 17.74 43a Accident Prevention Clinic 0 10-15 12.30 15 6* 24.19 0 45 School Bus Driver 0 2 54 0 1.44 0 TABLE V D A Comparison, by Per Cent of Failure, of th* Day Depth Perception of Three Driver Group* Age Controls Accident Prevention Clinic School Bus Dncer U-3 0 37.5 39.28 35-33 34--U <2-49 3.13 7.9 34.5 43. 65 4111 44 87 51.25 43.30 5.J-57 58 plus 29 03 13.33 38.70 64.M 55.17 54,55 What we may be able to say, if the school . J driver offends at an expected rate, is that their psychophysical characteristics, ex cluding depth perception, are not necessarily related to their driving behavior. So far, '..f the over J2G school bus driven tested ,,nd screened, only one has been denied the license on the basis of his failure to meet minimum psychophysical requirements. Therefore, it may be that criteria are either too tow or that only basic psychophysical capabilities are, in fact, necessary. However, it is more likely a matter of previous screening. Under the new pro cedure. an applicant has had at least two screenings before receiving his clinic proc essing. All applicants must first have gone through the usual driver licensing screen ing and received an operators license. When he or she applies for a school bus driver 7i A 1961 Rational Safety Congees' permit, he is given a second screening and receives a provisional license for one month; only then does he get the full Accident Prevention Clinic processing. Conclusions and Hypotheses for Continued Research It has been generally accepted that there is need tor more stringent licensing pro cedures for school bus drivers. Obviously, if we can prevent applicants who are the greatest risks from operating school buses our accident, injury and death figures should improve It is also obvious that, in many cascs, psychophysical test results give use ful information concerning this group of drivers. The need tor a high degree of physical fitness is certainly needed. \Mui makes this all the more meaningful, how ever, is that even with limited pre-licensing counseling, violations and accidents tend to decrease. Thus, we have some basis or logic for Hypothesis Xumber One: driver who learns about his psycho physical capabilities and is counseled on the compensatory behavior for any defect tends to have fewer accidents and violations.I As indicated earlier, a start in psychologi cal testing m this area has been made. .V vet the number of applicants who have taken these tests is too small for any, even preliminary, analysts. Vet, there is con siderable evidence from other studies, that measurement of the psychological and emo tional components of a driver provide the best hope for identifying "safety risks." In addition, those applicants who are emo tionally disturbed should be screened out .-inee they are operating in an extreme!) sensitive area. Therefore, Hypothesis Xu*r her Tu-o: The inclusion of standardized or custom built psychological instruments in a sctaoc! bus licensing program has merit, in terms of identifying accident "risks.** as well as emotionally unstable applicants Alihough these two hypotheses may seem rather general, their testing holds the key toward reducing school bos accidents. While the New Jersey research is still in us early rage*, it is hoped that studiecan be soon initiated to test the above hy potheses and resolve a variety of problem? '.o> complicated to deal with in this pre liminary paper A STRAIGHT LINE ON SAFE DRIVER AWARDS AND INCENTIVES By F. J. SLINGERLAND Safety Director, Seattle Transit System, Seattle, Wash. I think it is safe to assume that every one of us works because he gets paid for it--and no one who works for wages is likely to admit to any other reason. It might seem contradictory', then, to talk about safe dnver awards as an incentive for employees when we have already admitted that it is money that talks. Those of you who have tried to sell your management on a driver award program will undoubtedly have met with this argument. What I have been asked to do is discuss some of the criticisms of in centive awards, to see if they are really valid. When we first suggested a program of driver awards for our operators, we were ret t-lmost instantly with the question "Why should we give a driver a medal for do ing the job we hired him to do is the first place?" That may sound like a fairly reasonable argument, but I don't think it will stand much scrutiny. While it Is true that when we hire a driver, we make every effort to hire one who will be safe, very few companies can boost that all their drivers are perfect. The latest edition of Hcetdent feels verifies this imperfection by recording over 2,000,000. accidents in 1960 involving commercial vehicles. So I think that we all recognize that while we might have had high hopes, some of our drivers turn out less than perfect, and will 74 School Transportation Section < involved in accidents. We also know that T m. the driver who has one or two minor accidents each year, costs us more money, set draws the same wages as George, who iAS a perfect record. Is there any reason ahy we shouldn't publicly recognize George's excellent performance, and at the same time provide an incentive for Tom to improve his record? Though we are all wcjridng for rr.cney, there are none of us who don't ap preciate recognition of a job well done la the motor transport industry. 1 believe `here is no better recognition than that ; - -vided by a safe driver award. Other critics of our program said "What -joi is a safe driver award? Only the drivers will get them, and they won't jve any effect on the driver who has the abodes*a aad rally needs the help." I wonlet if this same critic would refuse to buy ~et assurar -s because when the salesman -Ted. his house wasn't ou fire? The in-.rrcarc U the same. Actually, one of the rcwimodaiicns of a program such as *e t'ouneil provides is the fact that the Sweats reach every driver, good or not so i d Even the goo-1 drivers need a reminder now and then that they are good because they p iorth the necessary effort, and not because of luck. Each month we send a letter and booklet or other material to the driver's home, where not only he, but his family as well, reads it I'm sure that in many cases, the driver's wife has just as much influence on his driving as his com pany supervisors. One driver totd me that aiter he read the driver-letter, he forwarded it to his son at college, where it was posted on the fraternity- bulletin board. There is another way that the benefits of our program reach nearly every driver. With very few exceptions, the man who has a permanent place on our pay-roll takes a certain amount of pride in being a good driver. No matter what we're doing, there's a certain competitive sptnt that makes us want to be a little bit better than the fellow next to us. If that fellow happens to be wearing a safe driver pin or a shoulder patch, and I'm not. I'm likely to try a little bit harder to get one too. It's pos sible that I'd never admit it to anyone, but the competition is still there. This brings up another criticism of in centive awards. Many opponents insist that incentives ior safe driving records, whether they may be u> the iorm of additional pay, merchandise, or a lapel pin. will increase the number of "blind" or "no-report" ac cidents. I agree that there could be a ten dency* toward this, but it has been no par ticular problem to us. Our operators are well aware that while we can possibly ex cuse an accident, failure to report one is a serious offense which will result in dis ciplinary action. Last year less thm two per cent of our traffic accidents were blind reports. Some people have told me that an in centive award program requires too mudi in the way of records--that all I'm doing is making more work tor myself. But there is another way of looking at it. No matter what your safety program is, to be ef fective, it must be based on complete and accurate records. Whether you certify a driver for an award makes very' little dif ference in the amount of work involved; ami for any extra work there might be, >ou are repaid by having available a com plete record of each driver's performance. This is essential for any program that pro duces results in accident prevention. Of course, the $64 question, t it such a term can be used) is the one asked by the boss; "How much will it cost?" Un less we are prepared to show that we can save more than the program will cost, we don't stand much chance of selling it. It's easy to calculate the direct expenses, and not much more difficult to add up the indirect costs. There will be the cost per driver in purchasing the material, whether we are giving prizes or shoulder patches. There is the mailing expense il you enter a program that includes such material for the operator. Some companies pay their driver? for at tendance at safety meeting?. k these direct expenses would vary according to individual plans, and can usually be figured quite ac curately. It is a little more dimcult to cal culate the money that is saved by such a program. Who can accurately determine the cost of an accident that didn't happen ? The best that can be done here is an educated guess. Based on your own previous record and the experience of others who have gone into an incentive program. Possibly a few of the facts concerning our own ex perience in Seattle might be appropriate. 75 1961 S'ational Safety Congress Before we decided to `ry an award pro* gram, we had what we thought was a pretty tair record. Our traffic accident rate was a little better than the national average for comparable properties, and our ratio of claims expoise to total revenue had been quite favorable. Our accident frequency rate was more or less stationary, but the cost of accidents was rising rapidly, due to the inflation of claims. In one year alone we had to set aside over $425,000 for injuries and damages. We felt that if we could reduce our acctuent costs by as little as one per cem we would sa\e money, as the incentive program that we were considering would cost only about half that amount. I wish that 1 could report that immediately after signing up for the Council's driver award program that our accident rate started down, but unfortunately it didn't happen quite that way. It took some time for the program to show effects, and even same of our operators didn't like it at first. However, it wasn't long until even these drivers were showing more enthusiasm for the plan, which they indicated in several ways. More drivers came in to check their records, and ask when their next award was due. Manage* mem also look a closer look at these driv ing records, and we were able to give more attention to the drivers who really needed it The operators also began to show more concern over their accidents, coming in more frequently to discuss those that were charged preventable. We were always ready to go over these reports with them, using the opportunity to point out the reasons they were considered preventable. In this way we sound the driver award program gave us an excellent opportunity to talk about defensive driving and it seemed to go over better than when we had to ask the driver to come in. The driver awards are, of course, only one part of our safety program. We con tinue to put a great deal of emphasis on training and re-checking. When an operator seems to require it, he is given an additional training period in an effort to help him eliminate any poor driving techniques he may have developed It is not possible, no; would it be accurate, to say that the tn centive awards are solely responsible for the fact that last year we enjoyed the Ice<: traffic accident rate in the history of our company. Certainly a good portion of the credit for this record, and for the resulting reduction in accident costs Ls due to this program, It would be hard to find anyone in authority in our company who wodd not agree that our annual cost of less thxr. $2000 for the incentive program has rxe been saved many times over In I960, our cost for injuries 'M damagewas only 40 per cent as high is is 19;", and over the four-year period, the savings were in the neighborhood of half a Bul lion dollars. We are not alone m our e\ pericBCc, cither, A local trucking concern which introduced an incentive award pro gram reported a 25 per cem reviactivn tn accidents by the second >car, and a number of other commercial vehicle operators have made simitar reports to our local safety council. Certainly no one contends that a safe driver award program is a gimmick that will do away with accidents forever, but you will find an increasing number of peo ple who believe that it should be made a part of any well rounded safety program. School Transportation Section NEW DIMENSIONS IN SCHOOL BUS FLEET SAFETY By SGT. P. A. ZEISSE Fleet Coordinator, Texas Dept, of Public Safety, Austin, Tex. An Index on School Bus Patrols What are the advantages of a school bus patrol? 1, Student training in leadership. 2. Welfare of students on the bus. 5. Assistance to driver in maintaining schedule. 4. Assistance to driver during emergencies. 5 Aid to driver in controlling students at loading stops to prevent accidents. We are concerned here with advantage (;>, which is related directly to our major topie, fleet safety. We shall not evaluate the other advantages. How is advantage (3) related to the pre cautions involved at a loading stop ? 1. Bus driver seeing distance from point of loading stop. 2. Other driver seeing distance to point of loading stop. 3. Loading stop flashing signal given over 500 feet from point of slowing for a stop. 1. Stop light signal and turn indicators at least 500 feet from point of stop. 3. Stopping bus at least four feet off the pavement or main-traveled portion of road way. 6. Bus driver sets parking brakes. 7. Bus doors are opened only after bus comes to a complete stop. 8. Driver cheeks traffic in both directions. (Patrol aid.) 9. Driver signals for students to cross roadway from either direction. (Patrol aid.) 10. Students enter roadway only after re ceiving signal from driver. (Patrol aid.) 11. Students cross roadway at a brisk walk in a path at right angles to and near the bus. (Patrol aid.) 12. After all students have crossed and bus door is closed, driver turns off leading stop flashing signal and uses turn indicators to aid in entering traffic again. A study of Texas school bus accident reports 1960 indicates a need of several of the preceding precautions. We shall took at data related to 1. Students crossing roadway at loading stops. 2, Buses stopping in roadway and on shoulder. o. Accidents a bus patrol can help prevent. Note that wc are being guided exclusively by what we find in accident reports. This review is an illustration of how schools should proceed in their fleet safety program. Texas School Bus Fleet Accident:--1960 255 total accidents involving school bus operation. 182 accidents involving school bus loading stops in some way (71 per cent of total). 143 accidents involving school bus slopped ("9 per cent of the 182 accidents and 56 per cent of the total). 41 accidents involving school bus slopped on shoulder (29 per cent of the 143 acci dents). 17 injury accidents, including sx.r injuries to students crossing roadway (36 per cent of 47 injury accidents involving bus at loading stop). 24/41 non-injury accidents. 86 accidents involving school bus stopped partially or completely in roadway (60 per cent of the 143 accidents). - 30 injury accidents (12 injuries, including two deaths, to students crossing roadway) (W per cent of the 47 injury accidents in volving bus at loading stop). 56/86 non-injury accidents. 16/143 accidents not known whether bus on shoulder or roadway (11 per cent of the 143 accidents). 59/182 accidents involving stops where bus was not stopped. 73/255 accidents involving all other bus operations (29 per cent of total). 1961 Notional Safety Congress time, in light of the four general objectives of safety, adequacy. efficiency, and economy; (2) to determine the needs of the district regarding routing of pupil transportation, being guided by the previously mentioned objectives; and (3) to propose a definite routing plan for pupil transportation that would contribute to die safe, efficient, and economical organization of the school dis trict. The data for these surveys are drawn from such sources as: the office of the county board of education, county highway department, files of the superintendent or local executive head, building principals, and bus drivers. These data are collected by the superintendent, or die local executive head or their designated assistant, and each district is responsible for the accuracy ot its own data. The information collected and procedure for these surveys involve securing detailed naps of the school district, trip sheets or bus time schedules of the present system, defini tion of attendance areas, equipment inven tory, and school board policy for transpor tation. if any exists. The existing bus routes are plotted on the map, the school sites are located, boundaries are defined, and students are located along the routes by use of colored map pins, coded to the vertical organisation of the school s>stem. The services ot cur department arc given to the route reorganization process, which involves inspection of roads, route construc tion, mileage measurement, location of pick up points, shake-down runs, and driver and/ or board of education conferences. After the survey has been completed, a very detailed report is filed with the local board of education, the county superintend ent and one copy is retained by our de partment. Tins report contains a complete analysts ot the routes of the system in use and those of the plan proposed as a result of the survey. The report also contains a comparison of these two routing plans, plus conclusions drawn from the survey and recommendations for improvement. Since September, I960, we have completed some twenty odd surveys in Ohio schools. Most of these have been in districts that have had recent consolidations of rural ter ritory. Although, the local board of educa tion is not obligated to follow the recam- mendatioos ot our surveys, we have been quite well pleased with the number of dis tricts that have indicated their intention to adopt our proposals this school year. A foltovr-up of these districts should give *>ome indication of the success of our efforts next year and aid in evaluation of our methods. You may b interested in the results of these surveys, and I will now present the most numerous conclusions consistently drawn from our studies. !. The complete lack of board of educa* lion policy on school bus routing contributes to the mefhoenr and uneconomical organi zation of the present transportation system. Tins tack of policy also makes the admin istration ot the system difficult and inade quate to meet the needs ot the iuturc 2, The number of buses used in ruin districts at the present is excessive, due to the reorgannation oi the tehee- distnet. it'should be possible t* redocr t?..- number by several method* that V mentionrd later. 3. The amount ot backtracking or. teir*bus routes can be reduced by proper rout-rt at a considerable savings to the Uard education. 4 The number of side spurs to (be corn bus routes should be reduced a crier to save travel time and cost. This woedd ex tend the range of the bu and ccctribote to the safety of all pupils by eliminating omt turn-arounds and pick-up stops. 5. The number of pick-up stops should be reduced. This would decrease travel tsce, extend the range of the bus, and reduce operational cost of fuel and maintenance 6. Single-trip routing should be elimi nated, and double or multi-trip routing u*ed wherever possible to decrease operational cost of drivers and equipment. This would increase the efficiency of equipment used and decrease the number of buses needed. 7. The exclusive use of loop routes limits the range ot the buses. They cut only pick up pupils within an area limited by one-half the travel time of the route, since they must pick up pupils during the. whole travel time. A shoestring route does not pick up on the way out, therefore, it saves travel time and can range farther from school. Not all situations lend themselves to both types of so School Transportation Section foutet mentioned, and it should be remem bered that the loop route can reduce dead head mileage and should be us<.d wherever possible. % Unsafe tum-arounds and stops should he eliminated. Q. The length of routes should be equal ised as much as possible to properly utilize drivers and equipment. This may also elimi nate some routes altogether, thereby, reduc ing the number of buses tv-eded, 10. Overloading and underloading could t-e prevented by constant route revision. It. Proper assignment of pupils to school and bus route can prevent overloading and t 1 rlnading. and help equalize length of 5ma!l-capaeitv bt:?es necessitate short lies that are expensive because the number ' hues needed increases. When purchasing w buse\ larger hu-c* should be consul- 13. When planning routes, dead-head -deage should be eliminated except in i-e* where shoestring routes are needed tr, friend the range of the bus for scheduling ; -irposef, 14. Travel time on the bus should It - /.ulized for all routes a* much as po*ib1e. This time hou!d not exreed over one hour or high school pupils and forty.five minutes or elementary student*. 15. The long elementary school day caused ` tramporting the high school and etemen* rv pupils on the same bus should be ruminated. When transporting high school pupils to a different building than the ele~eatary site, dual routing should be used. This decreases the number of buses and drivers needed, and increases the efficiency' '*>/ equipment. t<V The traditional routing practice* and *etnctions of the old s> stem should be ignored. New route planning should con sider the school district as a whole, and -out** and pupil assignment should be made or efficiency of operation- 17. Route revision should be made con stantly, and administrator-bus driver con ferences should b held periodically. 18. Express routes should be used where possible, especially for high school students. This would decrease travel time, eliminate pick-up stops, and extend the range of the bus. 19. Feeder cars should be used in areas where the regular route would be too long or an extra route would be underloaded. The feeder car could eliminate unsafe turn.srnunds. and long side spurs. The feeder .nr would also be an aid in scheduling. 20. The average number of pupils tranported by a bus in a day should be inerrocl m reduce per pupil cost 21. Average trips per bus per day should S-c increased to eliminate the low average tnrnticncd above. 2? Aierage one-way trip should be length ened by eliminating excessive stops, side -pur*, and turn-arounds. 2.*. Teasel time should be decreased for t *e*r.mtary students and increased for high ,ek>il :udents in tome cases. 2i. Average daily mileage of the buses -i>ould be increased to give a lower per *,,.tc cot and per pupil cost because ot the use of less buses. 23 The extreme range in the composition ,>i the bus load, travel time, and pick-up -lopt contributes to discipline problems for the drivers and principals and *afety hazard* for the students. 26. The extreme range in the bus load. Stops, and daily mileage contributes to the inefficient use of equipment awl driver's time 27. The use of more buses than needed requires more capital outlay for new bus purchase during the depreciation period of the fleet. 2f, The use of more drivers than neeessary requires more supervision and salary outlay each year. 29, Maintenance costs shquid he spread >.ver the smallest fleet necessary. We do not intend to generalize upon these conclusions at this time, but we believe that another year of such investigation will point the way in which school bus routing should move in the future. Tt may be interesting to you to know that tn-every survey conducted to date, our cost estimates have indicated that a decrease in either the per pupil cost or the per mile cost or both may be expected, as a result of route reorganization. Coupled with this 81 \ J961 Xetional Safety Congress reduced operational estimate, is another cost reduction m capital outlay tor bus purchase because oi a reduction in fleet size. The estimated savings in annual operating cost have been as high as $20,000 in one instance, aad the capital outlay savings ill this case was estimated at $50,000. More important than cost have been the indications of improvement in safety such a*, reduction in stops lor a given age group. tnp, or bu. reduction in side spurs and tum-a-rounds improves safety, as does the separation of age groups, decreased travel tune, and elimination of waiting periods in man> cases. The administrative changes made possible tn many cases indicate a better organization of the school day, the eurricutum and staff time. If. after such limited study of the routing situation in only one state, l were asked to state the most urgent needs of school bus routing today, l would suggest the follow ing areas as most important: Boards of education should consider, write ..ftd adopt policy to guide the administration of pupil transportation. This policy should .it least be concerned with the following basic questions: 1, The maximum travel time for high school and elementary pupils on school buses. Z. The maximum speed at which buses will be permitted to operate. 3. The maximum time that transported pupils arrive at school before it opens or wait for a bus after school is dismissed. 4. How far normal pupils must live from school in order to be entitled to transporta tion. 5. The type- of phjMcilty handicapped pupils entitled to transportation, 6. How far pupils are required to walk to the main bus line from side roads. 7. Whether the bus will stop in front of each pupil's home on the main route, or only at spaced stops, limited in number by a required minimum distance between stops. It is not suggested that the policies are all- inclusive or that they meet all the needs of all districts. They are presented as essen tial statements for providing safe, economi cal, and adequate service. Boards of education should provide (or supervision of pupil transportation in the person of someone other than die head ad ministrator. The problems of pupil trans portation today require more time than the head administrator can devote to the job. Boards of education should adopt the dual routing stcm tor pupil transportation. The high school pupils are transported on sepa rate routes from the elementary pupils. This procedure will free the elementary school from the restrictions of the high school schedule: Dual routing also will reduce the number of buses needed because some of them can be used for more than one route. This U a simple matter of scheduling the ttart of the high school first in the morning and elementary school last; this is a matter ot board policy. Boards of education should provide for z public information program to show the need for change in the transportation sys tem. This program should be started long before the actual change is put into effect to avoid public opposition to quick change. In the final analysis, let us not loose sight of the fact Utat the purpose of safety, efficiency, and economy in transportation is to make available the better educational program which, after all. is the basis of *ur existence, 82 School Transportation Section AN OLD AXIOM -- SCHOOL BUS ACCIDENT SUMMARY--1960 By DOUGLAS M. FERGUSSON Superintendent of Safety--Personal Lines, Nationwide Mutual Insurance Co., Columbus, Ohio I'm happy to appear here before you again. It's always a pleasure to talk to the leaders in the field of school transportation safety-- even when I have to discuss the statistics of our business. Stausties is never a popular subject-- unless they refer to something '\ilaT and especially interesting, like 34-24-36, Sir Thcmas Browne, an English author of the l?ih century, must have had some thing "vital1* in mind when he wrote: "I hate often admired ... the secret magic of numbers." More to the majority viewpoint, I think, was one of Sir Tho-ta*'* compatriots--a bloke named Shakespeare--who noted in his play, "Much Adv About Nothing," that "comparisons are odorou*." The statistics I'm going to review here today may not be as interesting as 34-24-36, but they're every* bit as "vital," They per tain to the safe transportation of our "most important cargo"--our school children. To get into my subject, I cite an excerpt trom a report of the 99th Annual Conven tion of the National Education Association East June. Meeting in Atlantic City, 10.000 N.E.A. members adopted a resolution on the protection of children. That resolution Safety of school children t* among the prime .aems of all educators Vet. despite con tinuing efforts of school and community groups to prevent accidents and Ares, agecaste aalety remains serious problem. The National Education Association urges alt memben of the education profession to continue to use and to expand the day-to-day op portunities for teaching the principles and practices of safe living which are pertinent to their fields of Instruction. The K.&.A. celts upon school boards, teach ing staffs, aad administrators to intensify principle* of safety, aad to enhance the development of safe behavior X.E.A. convention resolutions supplement >he N.E.A. platform in two ways; (l) by directing the Association's officers and staff to take specific actions, and (2) by stating the position of the N.E.A. rank-and-file on matters which arc educational in nature, naticnaf in scope, and of current importance to the teaching profession. Two things about this particular N.E.A. policy statement are apparent: (1) its scope i> greater than the interest of this group here todav, and (2) the need for safely trans porting an increasing number of children to and from school is the herculean task challenged by the resolution. Many people, it seems, no longer believe that they can influence actions in their sec tions of the world. This apathy--this ten dency to "let George do it''--may be due to the great international power struggle and the war threats it involves; it may be due to the mighty scientific advance' which are announced almost daily: or > may be caused by the world's population explosion and a feeling that one or two people don't count for much anymore But whatever the reason for this lack of "go-power," it's up to us--we in this room--to fight it, overcome it, and to pur sue the problems oi safe transportation with renewed faith and conviction. I Vt art the fforferr--and the manner and methods by which we lead will largely de termine the strength and character of those who nail follow us, of how many will fol low us, and of how good a job well all eventually do. * So it's up to us--you .uni nic--to make school transportation safer. But as I mentioned in this same setting one year ago, we'U see more darkness be fore we sec daylight. With families migrat ing en masse to suburban homes and with the resulting increase in consolidated school districts, the problems inherent in school transportation have assumed gigantic pro portions--and these problems will continue to get worse, instead of better, unless the trends of recent years are reversed. 6-' I$6I XationaJ Safety Congress This is the challenge l throw to you now. Never before have America's school trans portation facilities so badly needed the ac tive support and guidance that you can pro vide. Vour demonstrated leadership and experience are absolutely necessary, if the success we all hope for is ever to be realized. That's why 1 challenge each and everyone of you--in harmony with our colleagues who arc absent today--to assume active roles in promoting a safe school transporta tion system. N'ovr accident statistics, by themselves, aren't worth much. They're sometimes nice to know, and they nuy even be nice to look at---but the>' do not become meaning ful unless they are related to a common denominator or incer-related to themselves. For my purpose* today, I'm going to in ter-relite some statistics through successive years. By doing this. 1 think I can chart a trend--a trend that should alarm you as much as it has alarmed roe. First, let's look at the progress that's been made in recent years in securing an nual school bus statistics from the various states in the L'-S-A. In 1933, such data was furnished by JO states; last year, 48 reported- That's an encouraging increase , . . but before we become sore from mu tual back-slapping, allow me to insert a somber note. Forty-eight states reported last year. That's a fact But a number of them still do not separate their school bus accidents from the total reported for all bus accidents. In other words, any accident or fatality in volving a passenger-carrying vehicle is re corded in some states. Thus, we safety people don't get all of the information we should to help us plan our attack against accidents. So (if you haven't already done it), I suggest that you acquaint yourself with your state's reporting format and-- if it does not conform to procedures recom mended by the National Safety Council-- I urge you to launch a campaign to bring about adoption of the Safety Council's rec ommended reporting in your state. Now, to more accurately measure the size of our school bus safety problems, let's use the reports from the individual states and see how much of an increase there's been in the number of school buses in operation. In 1933, 30 states had 80,000 school buses running. Last year, the num ber in 50 states was I76.47L I think you'll agree from this comparison that the size of our school bus operation is challenging enough for anyone. Looking at another angle of our prob lems, how is the migration to suburbia pro ceeding? Well, in 1953 five million pupils were transported to and from schools daily. And by 1960 only eight years later--the number had skyrocketed to nearly 12^4 mil lion. Turning to a third area to get the pulse of a rising tide of urgency, let's examine the accident involvement rate of school buses. The figure stood at 2,941 in 1953--and at S.COS in 196a At this point, some of you may be think ing that these advances in numbers trans ported and accident involvements are not tro bad when compared with the increase m school bus usage. I ask you. though, to please withhold judgment until 1 make some additional anal yses. Because again--this time tn the area of school bus accident involvement some states do not delineate between school buses and public carriers in their annual safety reports. And I don't mean to minimize the tragedy of commercial bus accidents when 1 indict those states which fail to attach sufficient importance to school bug mishaps to warrant separate accident-reporting data. When we have accidents, of course we can anticipate personal injuries. That's as sure as summer and winter, day and night, or flies at a picnic. Statistically, 701 stu dents were hurt in school bus accidents in 1953, and the number had almost tripled by I960, when 2,067 pupils were injured. I admit that we might be inclined to look favorably upon these injury figures as they relate to previous data, but again I warn you that such a conclusion will be pre mature and possibly erroneous. As tong as we have an increasing number of school bases In operation, aa increasing number of school children-riders, and an increasing number of injury-producing ac cidents, we must also expect more fatali ties. In 1953. 13 boys atd girls were killed while engaged in activities incidental to rid ing on school buses. In I960' the number of dead was SO--or approximately four times what it was right years previously. 84 School Transportation Section My research indicates that previous speakers have given separate treatment to student fatalities which occur on buses and to those which take place while students are going to or from school buses- This separation of information has led to an idea that injuries and deaths occurring while pupils are boarding or dismounting somel.ew differ from those which take place nhite the loaded bus is actually moving and transporting its young charges. I, personally, cannot agree---either with the arbitrary separation of reports of ac cidents on and accidents off our school buses or with the conclusion that such separation seems to support. For reasons beyond the intended limits of my presentation. I submit that injuries and fatalities occurring b>th on and off ichool buses should be reported together as part of the buses' total operation. I strongly believe this--and I'm exerasing ihe prerogatives ot that belief in present ing this acodeet summary material to you today. If we now draw the component parts of our problems into one picture, we see a hat 1 believe to be a significant, shock ing truth. In the period between 1952 and 1961, mdustve. the cumber of slates sub mitting school bus statistics (but still with some discrepancy), has increased 60 per cent; the number of pupils transported Increased 150 per cent; the number of buses 'iperated has increased 119 per cent; the number of school bus accidents has increased 203 per cent, and the number of pupils killed has increased 2S5 per cent. Now: to those people who have lost confidence in their ability to influence ac tions in their parts of the world, I ask-- what would this school bus safety prob lem have looked like if every' school board could have prevented only one accident or only one injury? How would it took if every state had been able to prevent onlyone fatality? You know the answers to those questions. But you have to get the questions and the answers to others--ami then take them id help us act to solve alt of the.problems. Since my assignment is to review the reported school bus statistics for 1960, I can't conclude without going through some more figures. But since you have the same state-by-state data as 1 (and if you don't, you can get it from the National Safety Council), I'll spare you the agony of a more lengthy report Guided by the ancient adage that "die mind can absorb only what the seat can endure," t`m cutting short my part of the program with a tabulation of school bus facts by region. I hope these figurej--when compared with the statistics of your state and your neighboring states--will be of in terest and value. In making my tabul* in, I have dmded the United States ir e regions. KituW at NZW ENGLAND (Me., Nj7vc. Mm_ R.X., Conn.) ........... 8,351 MIDDLE ATLANTIC K.T.. !*.. tt.S.t ............................................... . 28.888 EAST NORTH CENTRAL (Ohio. lad.. Mich., IllTtvta.) ................ .. 33.423 WEST NORTH CENTRAL (N.D., S.D.. Nab.. Man.. Mian., la.. M.) .. 23,544 SOUTH ATLANTIC {Del, iId."W.Va., V*., N.C., S.O. Ob., Fia.) ................ ................... .. SC.T48 EAST SOUTH CENTRAL IKy., Teaa.. Miss,. AU.) ..................................11,0*8 WEST SOUTH CENTRAL <Olu..Tex.. Ark.. La.) .................................. 19,382 MOUNTAIN (Mont., Idaho. Wro.. Ntv.. Utah. Colo.. Art*., NAC) .................. ........................ S,803 PACIT1C (Ore., Wash.. Callt) .......................................... 12,850 CONTINENTAL U.S............................................. .178,471 Malar at I.M9 1.079 1.074 1.1* uot Pu#Uj Transported Dalit H2.M3 1.871.182 2.303.390 1.041,235 14I2.9U 1 330.254 1.141.215 437.943 1.179.190 12,290.474 148 2.087 1961 Xational Softly Congress In closing. let me say that the picture I've tried to present here today is not a pretty one. I deliberately refrained from using "honey-coated" words or phrases in my presentation with the hope that my words would arouse you--and that you, in turn, would arouse your neighbors and the people of your communities--and that finally all of the citizens and officials of our na tion would be awakened--before it is too late. Acme leadership is needed nerjtl Prog ress is not automatic. The world grows belter--not because people wish that it can --but because they know that it can and pitch in ami take steps so it can be made belter. And we've all got to push and shove and make it better if we're ever go me to have the safest transportation pos sible for school children -- "our most price less cargo." PUTTING THE RIGHT ANGLE INTO DRIVER SAFETY MEETINGS By HOWARD R. CHEEK Supvr. of Transportation, Board of Education of Harford County. Bel Air, Md. Guod safety meetings do not iust happen. As a matter of fact, there arc tar (oo many school districts in the L'nitcd Slates where safety meetings for bus drivers are non existent. There arc far too many school districts which do not have an organized safety program of any kind in the area of pupil transportation. This U true, not because the administrators m these districts are not concerned about the safe trans portation of their pupils, but because this problem gets lost in the multiplicity of problems which cross their desks daily. It is true because they are understaffed and overworked, ft is a situation which will continue to exist until the problem is put in its proper perspective and corrective ac tion is taken. The prevention of accidents is primary among safety considerations and it is my hope that it will not take a series of tragic bus accidents across the nation to impress ihe people that proper supervision of the bus operation is a vital necessity. This is exactly what happened in the state in which I live, Maryland. The schools in Maryland are organized on a county sys tem. Since there are 23 counties and Balti more City, which is a separate political subdivision, in the state, there arc only 24 school systems. Up until two years ago, some of the county Boards of Education had appointed supervisors of transportation ami some had not. No state aid was made available to help toward the payment of the salary of such a person, and many counties felt that they could not afford such a "luxury." This situation existed for a number of years, until one morning a tram hit a school bus which had stalled on the tracks. Seven high school pupils were killed. Several com mittees investigated the circumstances sur rounding this accident, one of which was appointed by the Governor. As a result, the Attorney General ruled that expenditures for adequate supervision of school transportation was a legitimr'e expenditure of state funds. The state De partment of Education recommended that each county Board of Education appoint a full-time supervisor of transportation, and one assistant supervisor for each 100 buses in use in the particular county. A full time sate supervisor of transportation was appointed. A full summer session, yielding six se mester hours of credit in the field of pupil transportation, was offered last summer by the University of Maryland, iir. Wesley' Pickle of Tennessee and Mr. Mika Haggerty of Minnesota were obtained as instructors for the two courses offered. I feel that a giant step forward has been taken to as sure the safest possible transportation of the school children of Maryland. I deeply 86 School Trisnsf'ortotiou \i\twn regret, however, that this step was not taken live years ago, and that st had to be pur chased with the lives of seven children. A great deal of time must be spent by someone in planning, organizing, and con ducting training programs and safely meet ings tor bus drivers in school districts from one end of our country to the other. It is >un as necessary in Oregon as it is in Virginia. The lues of the pupils in small school districts are just as precious as the live* of pupils in large districts. The first step that must be taken in many school districts is the delegation of the responsi bility for pupil transportation to a specific person. The person to whom the responsi bility is assigned must have a realistic amount of time to devote to this area In my opinion, safety meetings cannot be considered except as a part ot the over all safety program for bus drivers. The person whose responsibility this program is must clearly understand what his ob jective* are and what part the safety meet ing plays in meeting these objectives. Let us consider a total safety program for a few moments. What arc our con cerns? What do we hope to accomplish? How are we going to go about achieving our objectives!* We are concerned, of course, with the safe transportation of pupils to and from >chooL That is our objective. Wc are told by the people who investigate accidents and compile statistics that over 90 per cent of ail iccidwU are the result of driver error. We are, therefore, concerned with the etiminatioR of driving errors by our bus driver*. I think it axiomatic that the person responsible for the transportation of pupils must select bus drivers with great care. You do not hire someone to drive a school bus whose driving record is loaded with traffic violation*. After the driver is hired, he must be impressed with his responsibility and the urgent need for safe driving at all times. After the first impression, he must be con stantly reminded. He must be made "safety conscious.'' Wc must change the "it can't happen to me" attitude whieh alt drivers have. The driver must realize that, unless proper precautions are constantly observed, it can happen to him. He must also realize that whatever happens to him also happens to everyone that is on his bus and who i' dependent upon his driving. In essence, we must develop and constantly re-enforce a desirable safety attitude. The safety meeting is one means of de veloping and enforcing this attitude It is not the only mean*. There are many other thing* which can be done which will help to achieve this objective. A safety meeting, however, should nut be planned and conducted lo develop this desirable attitude. The attitude of which I speak will be developed as a result ot the total safety* program, which should have a cumulative effect upon the driver. Safety meetings should be specific in na ture, and should treat one topic in detail. It is essential that driver* undersand the need for the presentation of the particular topic covered in the meeting. The driver must be properly motivated if he is going to derive any lasting benefit from the meet ing. For instance, suppose a review of your accident reports indicates that several acci dents involving school buses have occurred at intersections. Here is a specific prob lem, which presently exists in your school district, which can effectively be made the topic of a good safety meeting. A presenta tion of the problem, indicating that 15 per cent, or JO per cent, or whatever the per centage actually is, of the accidents involv ing school buses so far this year have occurred at intersections should convince drivers that intersections are dangerous places. Once the driver has accepted the fact that a dangerous situation docs actually exist, he is ready to pay close attention to learning some techniques which will help him to stay out of trouble at intersections. Do not attempt to cover "tail gating" or adjusting to changing weather conditions at the same meeting. These are appropriate subjects for safety meetings an their own. Stick to the one topic which has been selected for presentation and do a good job on that topic. A poor presentation on the selected topic, or the presentation of a topic which bus drivers do not consider important, can be detrimental to your entire safety program. Bus drivers who attend safety meetings *7 -IVol i\'ationoi Safety Congress Are attending at a time when they would ordinarily be doing something else. House wives would be home taking care of their domestic obligations. Service station attend ants would be working at their primary job. If they regard safety meetings as im. portam, informative, and helpful they will willingly attend. If they do not, they will not A poorly organized and conducted safety meeting can be worse than no safetv meet ing at alt. In organizing safety meetings, careful consideration should be given to the physical arrangements. The time and the place of the meeting should be carefully selected, as these factors will, in part, determine how many of your drivers will be able to attend. Some school districts obtain excellent re sults by having safety meetings in the eve ning. I find that, in my own situation, it is best to schedule safety meetings immedi ately after the morning bus runs, and to schedule them at schools where the ma jority of the drivers f,nib their morning runs. This means that a gt/od number of the drivers scheduled to attend this particular meeting are automatically at the meeting place at the appointed time. It requires less effort for them to stay and attend than it would if they had to make a special trip from their homes at some other time. There is also the advantage of having the edu cational facilities of the school, such as film projectors, molion picture machines, tape recorders, etc. immediately available for use in the meeting. The environment is an educational one and will have some impact upon the drivers. Careful consideration should be given tc which drivers and how many of them at tend any given meeting. The meeting wilt be much more effective if drivers freely participate in an expression of views and/or an exchange of ideas. This will not occur if the number of drivers at the meeting is too large, or if the drivers do not know each other. In systems which require a large number of drivers, it will be necessary to hold the same meeting a number of times. These meetings should be held In different geo graphical areas of the system, and should be planned to include not more than about .30 drivers. From the discussions which oc 88 cur during the meeting, the conductor of the meeting can often spot misconceptions which drivers have. This will sometimes indicate the nerd for a meeting devoted specifically to correcting an expressed mis conception ! One of the major problems which must be faced in the establishment of a serie* of safety meetings is that of driver at tendance. Bus drivers are just like any other kind of driver, in that they consider them selves considerably better than the average Many of them have been driving school buses for some period of time, and will not have been involved in an accident of any kind. They consider themselves to be *afe drivers, and there is a certain amount if resentment generated when they are asked to attend a safety meeting. The "what on they teach me about driving" attitude must be faced and overcome if safety meetings are going to play an important part in the total safety program. How do we attack the problem of driver attendance ? One way ts to make it com pulsory. I am sure that this is net the best way. The old adage that **ycu can drive a horse to water but ycu can's make him drink" applies to this situation. I think that compulsory in-service training may have some benefits, but 1 think they are very limited. Drivers must see that the safety meetings are going to be of some benefit to them if they are to attend willingly. Your job is to make then want to come. One method of applying gentle pressure in this direction is establishing attendance at safety meetings as one of the require ments for obtaining safe driver awards. This means that drivers who attend safety meet ings are recognized on a higher level than those who do hol Drivers like to receive safe driving pins in recognition of the good job they have done. This technique will help to get them to the meetings originally. Whether they return or not depends upon their impression of the actual meetings. If they are helpful, interesting, and in formative, they wilt come back. The supervisor of transportation in one of the counties of Maryland recently in formed me that he had solved the prob lem of driver attendance. I was rather skeptical, until be explained his problem School TraHJfinrtttlion Section ] iiid solution. He liad been interested in | having all bus drivers trained in rudimentary t first aid. He was able to obtain a qualified * instructor from the regular teaching staff | of the county, She was 22 years old, red (headed, and had very complimentary meas urements. The meetings were held in the evening, and he reported that, not only ; did the drivers sh'.w up, but he sometimes l had considerable duhculty getting them to leave 1 think his fim step in organizing ; a safety meeting now is to train the red j head so that she can he the instructor, j In planning safety meetings, please do | not overlook Uie wealth of expert nsimanee which is immediately available to you. fie I jure, however, that the person that you .1 ask to help you is really qualified in the area in which you need help. I have never been refused help from peo ple who are knowledgeable in areas which 1 wish to cover in satety meetings. People throughout the country ate concerned with safety oa school buses, and will contribute whatever they can toward furthering it if they are asked to do so. Insurance companies have field saiety en gineers who are experts in the field. They are more than wilting to help, not only irom a humanitarian viewpoint, but also because reduced aeetdems means better busi ness for their employers State police are available everywhere and are anxious to help. The American Red Cross welcomes the opportunity to work with drivers in the area of first aid. Safety engineers employed by the government and by private industry- have much to offer and -re willing to help. These human resources exist m nearly all communities throughout the country. Kot , * make use of their talents is a great waste. Care should be exercised by the person who is responsible for safe transportation, however, that personal contact wi '. bus drivers is not lost Even when the problem ;o which the meeting is devoted is being discussed and treated by an appropriate resource person, the supervisor of trans portation, if that be his title, should be in attendance at the meeting to introduce the resource person. He should remain throughout the meeting and help to get the discussion and exchange of ideas started. He should be available after the meeting to talk with the one or two driver* who always have some question which they wish to direct to the supervisor. His presence indicates that (he entire school system en dorse* and approves of the meeting and the concept of an organized safety program, just as it is hard to visualize an effective faculty meeting without the principal, or an effective board meeting without the presi dent of the board, it is hard to visualize an effective safety meeting without the per son responsible for safe transportation in attendance. There are two cautions to be observed in conducting safety meetings. The person conducting the meeting must realize that he is presenting the topic to a very heterogene ous group. In the group he will have house wives, farmers, retired army officers, serv ice nation attendants, and men who work the night shift at a local industrial firm. He will be confronted with educational levels ranging from completion of the third or fourih grade through graduation from college The members of the group will have vastly different backgrounds. All o: these factors must be recognized, and the ma terial must be presented in such a way that it is understandable to everyone. It is always good to use visual aids as much as possible. Such aids might include mo tion pictures, film strips, overhead projector, and the use of flannel boards or magnetic boards. The last two are particularly valu able for setting up actual and hypothetical traffic situations. Remember that you are after understanding- More understanding will result if the presentation is on a level whidi is easily understandable by those making up the group. It is not necessary to impress them with our scholarship. The second caution to be observed con cerns the length of the meeting. When the objective of the meeting has been accom plished, slot1.1 Just because the meeting is scheduled to last one hour is not sufficient reason to drag it out. When the appropriate understandings have been developed, every thing else is superfluous. Interest will wane quickly, and drivers, when they are finally dismissed; will leave with a bad taste in their mouths. There is nothing sacred about one hour. A good 40-minute meeting is more to be desired than a half dozen poor onehour ones. As I have stated before, drivers tW /J'OJ A'uliotiai Safety Congress Mil) not wtllingiy return to be subjected to poorly planned and conducted meetings. In brief summary, the following must receive careful consideration in organizing and conducting effective safety meetings: 1. Some one person must be delegated the responsibility for school bus safety. This person must have ufficimt time to devote to doing this job. 2, Time and place should be selected carefully so that it is easy for drivers to attend. 3. Number oi timers attending each meeting should be controlled so that meet ings are not too large. 4, The safety meeting must be -pecific m nature. The objectives must be dearly defined. 5 The drivers who attend the meeting must be convinced that the topic of the meeting is an important one--one in which they are interested. 6. The presentation mut l< informative. interesting, and geared to a level that is readily understood by the members of the group. Human resources in the communit> should be utilized. 7. Visual and auditory aids should be employed wherever possible. 8. The meeting should be adjourned when the objectives of the meeting have been ac complished. 9. Drivers who regularly attend safety meetings should be rewarded on a higher level than those who do not 1 would again urge that school district* across the nation take the necessary step* to improve the safe operation ot their trans portation system. I do not man to impty that travel by school bus is presently ex tremely hazardous. It U far from it. I do think, however, that increased safety anti increased economy can be realized if quali fied, trained personnel are appointed to ad minister this phase of the school program Do not- wait until the horse has been stolen. The time to act i now. ENCOMPASSING CONTRACT BUS OPERATORS IN THE TRAINING PROGRAM Sr BENJAMIN W NELSON Supvr. of Transportation, Board of Education of Worcester County, Snow Hill, Md. in the technological age in which we are living much attention lias been focused upon the school system and imploring eyes are watching all of the supporting service* which are linked to the total program. Since transportation is one of the sup* porting services and we are involved in this endeavor, it is essential that the major pur pose oi pupil trvnsi>onation sendees be defined: 1. To provide educational opportunities for all children regardless of the distance they may live from an appropriate school venter of the proper grade level. 2. To provide educational experiences for children above that which might be obtained in a classroom situation. With the listing of purpose, one needs to add the objectives that have been proven necessary in the development of any *atifactory program of pupil transportation service. They are as follows, I, Safety The first objective is to provide maximum safety for all pupils to be transported and in so doing, the following items should Uoh.-erved by the Board of Education: a. Provide adequate and safe bus equip ment. b. Select drivers who are capable of op erating large vehicles. c. Make a thorough study of transporta tion routes in order to eliminate unnecessary Itaxards in operation. ' <1 Provide for the adequate supervision of drivers and the maintenance of equip ment '*> School Transportation Section J luununty 1 he second objective i- to provide tr.mv dictation services at a low cost. In order io maintain a program of pupil transporta tion within the available funds, it is necesar>` for * school system to make constant indies and revisions in order to achieve the best service from the funds available for inis purpose. Adequacy Hie third objective in the operation of a i.upit transportation program is based on idequaey of service. In an effort to provide adequate services for all eligible children i nhin a school system, board ot education -liould consider the following items: .i, A sufficient number of buses to provide transportation services r-n a sy*tem-wide (.alit for alt children within u reasonable `irr.e limit. b. Provide express type transportation .cntces for children living in remote areas. This arrangement tor services should be n.vile to eliminate the necessity of children `*ing required to remain i>n a rchool bus beyond the limit of ne and one-half hours, 4. Efficiency K fourth objective require* entcicncy in peration. Since the cmrient operation of a transportation program depends ujen die placement ot responsibility, n is necessary :hat the following factors be given careful .vitrmien prior to and during the school term by- all responsible persons connected with the program: a, Observance of time schedules on a pre-planned basis in order to eliminate in conveniences to those student* meeting or vailing for school buses. U, Selection of appropriate bus stop* so as to minimize the danger of accidents on 'eavily traveled highways. *. Provide a sufficient number of buses prevent overcrowding and lengthy routes. d, Employ capable drivers within the .vmmunitias to be served. e. Maintain adequate maintenance taeililies to insure minimum expense and maxi mum safety in operation. In order to insure that the philosophy and goals of a transportation program may be realized, it is essential that dearly defined policies be passed by the Board of Educa tion. It i* tell by muty that the following dioutd be covered ' t. The general phik*oph> of the trans portation program should Cc slated. 2. A detailed spelling out of operating procedures is required. ,1. Consideration mut l*e given (u the i>pe and capacity of the hue to be used. 4. There should be plans for routing and scheduling buses. 5. A specific declaration relating to pupil privileges and responsibilities i necessary. 6. Duties of various personnel must be defined. 7. A realistic system is needed for re placing buses in service- 8. A program of main'-nance and repair is needed to keep buses in satisfactory operating condition. 9. Outline procedures for the tnui`portalion of pupils for field trips and extra cur ricular functions are required JO, Proper mining >/ -iitraot driver* i* neccar>. Recognizing the importance of the driver m the total transportation program and the objectives previously stated, our board or Education put into effect a Pre-Service Driver Training Program. At the present time the Board of Edu cation will not employ any individual to operate a school bus unless lie ha* success fully completed the program consisting oi fifty hours of work. The course consists of actual cta-sroom work, with tests, plus supervised driver training and then the final check out, by the State Police in a bus over a predetermined route, taking into account the -kills teamed in the training program. Enclosed is an outline <f the in.ueri.ii covered in the course Pre-Service Course fur Bus I'river-, 1960-61 I. Content of course A. Transportation 1. Importance of training program 2. Importance of transportation in school system Ik Responsibilities and regulations of school bus operation I. State and county responsibilities for transportation oi 1961 National Safely Congress 2. Contractor ,5, Driver 4. School bus taw School Board regulations The school bus 1 Bus care and maintenance a. Driver's daily checks b. Emergency equipment 2. Bus housekeeping !). School bus operation--policies and procedures 1. Schedule 2. Loading and unloading .1 Railroad crossings 4 Stops and blinkers r Pupil discipline x Types of bus problems b, The Principal and bus disci* phne c. Discipline on the bus <L School bus rules e. The Supervisor and bus dis cipline 6. Bus drills a Front door b. Back door c Two door 7. Accidents and how to prevent them a. Types of accidents b. What to do in case an acci dent happens 8. First aid a. The first aid kit b. What first aid should a driver use in hi situation E. Public relations 1. What and why Z Who and how F, lure prevention I, Causes of vehicle fire* Z Use of extinguisher 11. Driving skills A. Individual alertness lest Person ndes m another bus and observes correct and incorrect skills displayed. B. Behind wheel test tor each person over a prescribed route checking skills of performance 111. Written tests A. Traffic and driving loiowledge 8. Psycho-physical tests C Essay test on materials covered A HEXAGONAL PROBLEM -- SCHOOL BUS SELECTION By M. R. LIECHTY Engineering Consultant, International Harvester Co., Chicago The selection o school bus vehicles is truly a six-sided problem. And even more than a hexagon, we might call it a revolv ing hexagon. As the six sides of this hexagon, we have selected (1) ve hicle life and dependability, (2) vehicle icpairs and replacement, (3) maintenance and operating expense, (4) spare units, (5) purchase price, and (6) vehicle application. And when we say that it is a rotating hexa gon, you will notice that as your applica tion of vehicles to the intended sendee is improved, your operating expense will be reduced. You will find that as the dependa bility of your vehicles rises you will re- quire fewer spare units. You mil find that as you $ nd more money on the original purchase i .-ice for better equipment, you will usually spend less money on repairs and breakdowns. Let's look at each of these items a little bit closer. L Safety As a representative of the School Bus Chassis Committee of the Automobile Manu facturers Association, I can tell you with confidence that the chassis industry feel* that we have come a long way up the safety curve, insofar as new vehicles are concerned. There are always .things which 2 School Transportation can be done. We constantly strive in the direction of added safety and some of the suggestions which we can make at the present time arc these: (a) Power. For many years school buses ,, ere built with barely enough power to .;.-ag the vehicle from its loading source to the school and back home. While other <chides have been increasing in the power and performance areas, school buses have tong been inadequately powered to keep m step with traffic. The new power formula, which was adopted by the national mini mum standards for school buses in Lawrence. Kansas, in 1959, t now coming inlo full play. It is a good formula for a minimum power standard. Vehicles which meet these stand ards will have better acceleration than the -Ider buses and, in turn, wilt tend to help keep traffic moving, especially in congested areas and on high-speed highways. This power standard is a good minimum, but it does not preclude the chance that there ire applications which need even more power for proper ability to accelerate and maneu ver in traffic fb) The driver's position We in the chas sis industry feel that the driver's position, visibility, and driving attitude, has a tre mendous impact on the safety* of the school bus operation. We are not satisfied with the driver's physical position in the present day conventional school bus. Too often, vhile the driver can see well enough to op erate the bus satisfactorily, he does not have the superb vision which he should have if we are to achieve maximum safety. We, the chassis people, and our school bus technical committee are actively ex changing ideas with the engineers of the body manufacturers through their associa tion, in order to improve on and eliminate his particular problem. We have already iffered and are actively engaged in selling transit type units with the driver mounted n the front part of the bus where he has an excellent view, not only of the road ahead, but also of the pupils who are en;ermg the bus itself. (e) Brakes. It would be improper to talk about vehicle safety and not mention brakes, but it is our opinion that the single largest improvement in brakes is in the area of maintenance rather than with new equip ment. There are new things being offered, such as the parking brake, which is spring Applied and air released and actuates the rear truck brakes when the air is lost on an air brake equipped vehicle, but the ma jority of school buses are still using hy draulic brakes. There is a new split-system on hydraulic brakes which will be offered in the near future by various manufacturers to en able the operator to bring the vehicle to .1 stop on those occasions where a failure with the present system might cause a complete toss of braking. But the best safety factor in any brake system is still good maintenance -- preventative maintenance, prior to failure. (d) Weight distribution. When you select a new bus you should consider weight dis tribution, which is an important factor in achieving good vehicle balance and stability, but normally we in the industry do this for you by offering only those wheelbases on only those passenger sizes which result in satisfactory distribution. (e) Seating capacity. We are sure you will agree, that in making new vehicle pur chases, it is necessary* to plan a seat tor each youngster and at least 10 per cent more if it is economically possible. Natural popu lation growth often forces some routes to pick up more pupils than can be properly seated, but in making any plans for new vehicle selection you will most certainty want to provide enough seats to accom modate all of the pupils and a few extras. And, one more thing on accidents--we have attempted, for years and years, to avoid school bus accidents by stopping all traffic. In reality, traffic in this day and age on high-speed highways is safest while it is moving uninterrupted. It is our belief that the eventual long range goal in school bus safety must include a program where the school bus does not interrupt high-speed traffic. This may necessitate pull-off areas on congested routes and other new ways of loading and unloading which will allow traffic to move uninterrupted in both ways. We think it is imperative that plans be started now to keep the school children completely off high-speed multi-lane high ways. The very act of stopping traffic, in many instances, directly contributes to the accident. Today's school bus is much like 13 1 JOo/ Motional .Sairly Congress the Sunday driver--not a menance of him self, but breeding congestion, til Kill, and discontent, all of which are safety menaces, N'ow, what are the six sides of this prob lem? Vehicle Life and Dependability Certainly if you have any pride tn your tnmportation organization you must have in excellent degree ot dependability. Your buses must maintain accurate time schedule; to allow a high degree of conformity on the route and thereby enable Mamma u> have Johnny on the comer without making tt necessary to wait for long periods oi time in adverse weather. It is wonderful, tor our purpose, that when we select a unit adequate to da the job in a dependable manner, that we normally also get longer life as an added bonus. There is no better bargain in school transportation than an extra year ox dependable c*-vice built into -chool bus. Spare Until Across our rotating hexagon, as life and dependability of the selected vehicles go up, the number of spare units you need to maintain rigid schedules will ffn down. This is a natural reaction. application But dependability is also very closely re lated to the application of the vehicle in the intended service. Buses have been getting bigger and bigger tor good reason. The population of the various areas has been increasing so as to enable the average school bus route to fill a larger bus in the same time. It is rarely practical tc buy a school bus which cannot be loaded in one hour. Consequently, we expect that lor many year; -labilized communities will cause a sizable demand for 48 and 54 passenger units, but the areas where the population is increasing most rapidly are areas ot dense popula tion. In these fast growing densely popu lated areas, it is natural that wc should lean more toward the 60 and 66 passenger units. Using today's methods, the 66 passenger unit is the longest bus which we can build in a conventional type unit and still stay within the overall length limit of 35 feet. Since this bus will be operated in congested areas, and since it requires 226 inches of wheelbase to properiy distribute the load, it is too cumbersome to maneuver properly in congested areas. Further, in congested areas we can fill a bus of even larger size in a short time and this is where we recom mend the transit type unit which can ac commodate another row oi seats. The transit type unit with the engine m the front, and cuiutble ot hauling 72 seated pupils, ha< only a 208-inch wheelbase of the conven tional 66 passenger unit. This shorter wheelbase results in much better maneuverability and the driver is "up front" where he . With the engine mounted in the front, the transit type bus needs a beefed-up from axle and front suspension system to carry the extra load, which is suspended ahead of the front axle. The aisle entrance way is less than ideal because of the engine cover which uses up a large portion of the floor area in the front of the chassis. The forward control unit does retain an innate identity1 with normal truck parts. The en gine, transmission, radiator, and shift con trols are all in positions similar to normal truck operation, allowing a high degree of standardization with other pans and a reasonable purchase price. To gam the ultimate in application for congested area, we suggest the pusher bus with the engine mounted in the rear; this bus includes the advantages of short wheel base, ideal driver location, flat front floor with unlimited aisle room, and ideal load dis- tribution with the front to back load distribution ratio, which allows each tire to carry its proportionate pan of the load. The price goes up a bit because it Is designed as a bus instead of a truck, but the application is ideal. In visiting with school bus people over the venrs, we have often been faced with the question of compromises between a truck chassis and a bus chassis and have been asked to build a vehicle specifically for bus service. The pusher bos unit Is such a unit and is de- signed from the ground up to haul young people. Other applications, which we must recog- nize in order to complete the job of getting the pupils to school, are cases which transport the physically handicapped, requiring special driver attention, and many areas are hauling small loads over long distances. <W ' , I .? 5 I J i j a Ij [; ! | j i School Transporfotu:^ `-etion In still other application.1, it is idol tn uve small vehicles for feeder buses to con gregate more pupils in pick-up areas where the larger units can pick them up fast and then make multiple trips to the school. For -tich an application, a small vehicle, such as the TravelaU, is gaining popularity and .rrves a very important purpose. Directly across our hexagon is maintenance and op erating expense, Maintenance and Operating Expense When it is possible through goal applica tion to use five large units instead oi six smaller units, then you can save one driver, .he housing and greasing expense, and the driver's supervision that goes along with each separate unit. It the fix units should be 60 passenger units anil the five units should be 72 passenger units, it would re* .ult m exactly the same seating area. It ,, easy to see tlint when our applsadan i improved, maintenance and operating ex penses will go down. But whea we talk ,bout the proper application reducing matsknance expense, let us net talk about -fcoddy maintenance. We sincerely believe tn pce.entitive maintenance in school buses, to tear down and inspect, repair and replace all parts before they have a chance to fail m operation. Other things enter heavily into the par ticular application and should be considered when making the school bus selection. Such things as cold climate where additional heater capacity is needed. And even time zones -uch as an area which uses daylight saving time, might use headlights, clearance lights aid other lamps sufficiently to warrant buy ing larger generators. So the selection of the proper cquipnunt (o fit the particular application is directly related to the main tenance and operating expense. And what else must be remembered ? Repairs and ve hicle replacement. Repairs and Vehicle Replacement Maintenance and operating expenses are very closely related to repair expenses. For instance, in making recommendations for the national minimum standards, it was the consensus of that group, that a 12-volt 35-amp low-speed cut-in generator was a satisfactory minimum to be used on school buses nationally. The statement has often been made and we repeat it here, that so ,,iten the minimum becomes the maximum. People who select school bus chassis are ifo often inclined to select components with out sufficient analysts, especially on tech nical capacity of items such as generators. This on result in a vehicle with inade quate electrical capacity to replace the cur rent draws from the battery. When this happens, it can only mean trouble. A tot tery is exactly like a checking account - veu cannot draw out more than you put into it. In order to avoid dead batteries, many states are now setting a minimum oi 12-volt 50-amp low-speed cut-in generator* and even this size is not adequate tor all applications. .Always compare your generator capacity, with the expected current dr..w. The wide-spread use of heavier axles, bigger brakes, larger and more powerful engines, m the same application, will re duce the expense of costly repairs and substantially lengthen the vehicle life. Purchase Price And to get back to vur hexagon--it i* -v-t surprising to see lhat when you take - it* definite steps to buy adequate eomp.nfnu, reduce repairs, and lengthen vehicle lire, then the purchase price goes up. Now the purchase price is very important in the vehicle selection and often is Ihe Cut out-landing factor which is used in determining what the final selection of vehicle should be. We alt know that the purchase price is important, but I contend that the price does not warrant the attention which it receives in making a school bus selection because the best is often cheapest tn the long run. But price has been over-emphasized to an extent where our hexagon is out oi balance Prices go too low, repairs go up too high and vehicles arc replaced more frequently than necessary. The transportation industry has concen trated its last ten years in large part to the problems centering on economy of opera tion-cost per mile of units hauled. In roping with this problem, many facets are involved but I would like to make it ap pear simple by comparing two typical truck users. The individual, who owns and drives his own vehicle, often faces his biggest ob stacle in purchasing new equipment. He must keep the price low because oi the money required to finance the deal and J9f>1 Xatinruil Safely Congress makes has payment* out ot proceeds earned by the vehicle. Price is important to him. so he buys a highly stressed vehicle and squeezes out every drop ot revenue it can produce. It puts him m business but he is not getting a low cost per mile. The larger operator or company which lias better access to capital funds needed to finance the purchase of ideal equipment, i buying more expensive, low stressed equip ment. These operators are rewarded with more dependability, longer life per vehicle, less repair expense, and lower cost per mile r.f units hauled. Most school buses have long been in the category of high stressed equipment with short vehicle life because of the emphasis on purchase price. 1 am happy to see bus users taking a good look at the over-all expense of operation and, therefore, lean ing farther over to the side of low-stressed long life equipment as an ideal long range way of reducing the cost per mile per pupil hauled. So there you have it--a six-sided prob lem of selecting a school b'i% but all re volving around safety and written bid speci fications ; we must never compromise on jafety, and we will always have written hid specifications because most buses are uwned by public schools--in fact, our last accurate figures indicated that $4 per cent <>f all school buses are owned by public schools, 10 per cent by private schools, with the remaining 23 per cent by contract hauler*. I am sure that the 2b per cent of the buses winch are owned by contract haulers are selected with all the factors which we have discussed here, carefully considered in the vehicle selection. I am confident that the 10 per cent owned by the private schools ate carefully selected, based on all six-sides of the hexagon, but very often the (A per cent which are selected by the public schools, .-.re selected with die ourchase price as the prime factor. When the purchase price is the prime factor in school bus selection, an age-old proverb conies into play; namely, that nothing is so bad but that someone else can make it a little worse and sell it a little cheaper. I am sure that the transportation officials who buy all of their buses on written bid specifications and tow bid realize this and consequently spend almost 100 per cent of their time, which should be devoted to the vehicle selection, to writing bid specifi cations. It is, consequently, important that we give it some consideration when we talk about selecting a school bus. On the one side of the ledger we have the people who actually make their ve hicle selection based on good and bad ex perience, and then write their bid specficalions so that the vehicle which they have selected will comply and other vehicles will not comply. This gets the ji-b done in a sense, but we could aw. n all fairness, contend that this is free and cr*n competi tion. Other people tend to v: their own ar bitrary standards of brake lining area, en gine cubic inches and other physical dimen sions, which enable the user to select vehicles with components which have pre viously been found necessary to satisfy his requirements. This also gets the job done in a sense, but this method has some bad side effects which we in the industry do not like. We know that a larger brake wilt last longer in a school bus operation, but if you buy brakes on their size alone then you destroy the initiative of the engineer who is constantly striving to build a longer life brake in the same Ue, We know that an engine with a larger cub-'c displacement will last longer, but when >ou start buying engines on size alone, then you destroy the initiative of the in dustry to build more efficient engines and to build m^re engine life into engines which arc of adequate size and power to do the job. When you specify clutches by diameter because you desire longer clutch life, then you give no credit to the countless num ber of people who are working on better linings in the same diameter and tremendous strides are being nude in this area. But, generally, when you buy school bus vehicles on price alone, then you are as suming that all ot the vehicles offered are exactly equal and you destroy the in centive of individual companies to build more quality and longer U(e into their spe cific bus, Vou must recognize the differences if quality is to be an incentive to the manu facturer. So it is the recommendation of the chassis industry that written specifications be based % School rretnsforlatian Section vn performance standards rather than physi and write specifications which will result cal dimensions. Tell us what you want this in the quality of merchandise that U re `.chide to do and how you want it to re quired in your application. And when you act so that we can take the resources which make your selection from those offered, >c possess, our efficient staffs of engineers pick the units that are most economical I lnd testing personnel, to build you the ve- in the long run, buses that will add to the 1 tilde to do the job which you want it to dependability of >our time tables and add I do. Tell us what you expect by way of to your vehicle life, that will reduce re j vehicle performance and vehicle life. Tell pairs, cut down your operating expenses j us what problems you are encountering and eliminate accidents. which need to be solved and let ii< help Let the local chassis people help you with vou with them. written bid specifications so that this six- When you write bid specifications, take sided figure w*ill become balanced and re die time to investigate your specific need* volve the wav it should---around safety. THE APEX IN SCHOOL BUS MAINTENANCE By JOHN M. PARSONS Supervisor of Transportation, Ohio Dept, of Education, Columbus, Ohio Pupil transportation in the L\ 5 odav it a big business, ft * big ir. size, biz in cost, and a big operation Vi a-irxtistcr In many schools across the Nation, pupil transportation is the big problem ot school boards and school administrators, and--this problem is still growing. A few short years ago pupil transporta tion was a smalt auxiliary service to be tacked onto the school budget and to be administered easily by spending a few hours with several bus drivers. Today the cost f>f pupil transportation is a major item in the school budget, and administrators spend many hours struggling with the problems that accompany this growth. Pupil transportation U no longer an aux iliary service, but a. necessary and important part of the total education program. Tran*portalion is essential for the operation of ,,,, most school systems today. The school bus N has also become an extension of the class- p room in many school systems. The use of - * school buses for educational trips such as l", field tnps, county and state testing pro- < grams, county vocational schools, etc, is increasing. School transportation is being used not only to transport pupils to and from school, ' but_40 extend the educational horizon, to j , help attain the American ideal that every child, regardless of where he lives, or his physical handicaps, has the right to an ade quate educational opportunity. School transportation can be expensive, and it 5* becoming more so in an increas ing amount annually. Many factors are help ing to increase the cost of pupil transporta tion today. School district reorganization and consolidation have expanded this service to a vast number of students who now attend schools in areas far from their homes. The migration of large masses of city peo ple to the suburbs has increased the num ber of students to be transported. -Mechanization of the farm has reduced farm population resulting in more sparsely populated farm area*. This, jo turn, ha* caused an increase in the size of rural school attendance areas. The steady increase in our population, coupled with the fact that students attend school more years than in the past has added to the burden of pupil transportation. School districts in the past have been typically small in area and population, be cause school districts were small the need for pupil transportation did not create any urgent fiscal consideration by school boards. School boards were able to operate their pupil transportation program with a small rieet involving very little capital or opera- 97 '*/ s'airfv t'onoress i <n*\ outlay Thevr small fleets were usually mainuuncd by local parades and since most chools had *m*lt fleets their yearly mainte nance cost would be very minor in compart mn to other component parts of the School budget. For instance one district in Ohio ten years ago had a fleet of two school buses. The total operational expenses for the two buses for an average year was $2,400. To day this district by consolidation inherited 20 additional school buses. The average operational cost ten sears ago per bus was $1,200. Considering the present average op erational cost in Ohio for each individual bus at $2,100 the total operational cost for this district with 22 buses would be $46,200, not a small item anymore for school boards to consider. Also, to be considered by school boards is the capital outlay needed to transport all eligible students. Replacing 22 buses at one time would cost a school board approxi mately $132,000. Therefore, it is of the utmost importance, due to increasing opera tional cost and capital outlay, for a district to establish a safe, efficient and economical maintenance program that will insure maxi mum longevity for their school bos fleet. T. Developing a Summer Maintenance i'rogram. !t is of the utmost importance for school districts to establish a maintenance program, not only for economy and efficiency but also for the safely of our students transported. \ maintenance staff dedicated and responsi ble for a safe operation is the apex of a a/c, economical, and efficient maintenance program. We In Ohio feel that during the ummer months is the critical period and at this time a maintenance foundation for chool buses needs to be established. In other words, thi i* the time when mechanics can do a superb preventative maintenance analysis and liave the neces-ary time to make proper repairs. If this foundation is not built strong enough during the summer months, then a maintenance problem is created for the coming school year. In Ohio our summer issue of the Pupil Transfortation AVtrx Letter is devoted en tirely to maintenance. The following are some of the helpful hints and preventative maintenance tips we call "trotihle shooting" ilm are used to guide mechanics iti their preventative maintenance program. Low Oil Pressure can indicate clogged oil pump, worn main bearings, worn rings or loose lines--small leaks are not too diffi cult to spot, and it has been estimated that an oil leak of one drop every 30 ft will account for a galton of oil in about 400 miles of driving. Valves which do not seat properly, or do not have clearances adjusted properly can often be detected by sound, and of course, can always be detected by the compression test. Cylinder Head and Block: A defective .ead gasket or a warped head or block will result in loss of compression. Cracks in the head or block may be indicated by water on the spark plugs or in the oil pan, and may result in loss of compression, water in the fuel mixture or improper lubrication. Engine Mountings: Visual Inspection can be made to sec if they are very loose. If the mountings are not kept tight, damage can be done to the clutch and/or drive line parts. Clutch: In those buses equipped with a conventional transmission, power is trans mitted through a clutch. Improper adjust ment. i.e.. no pedal free travel, will cause a slipping clutch which, of course, can lc quite expensive. Improper driving habit*, such aa driving with the foot on the dutch, can lead to the same result. A dragging dutch is most likely caused by too much pedal free travel and natural wear must be compen sated for by adjustment of pedal linkage. Transmission ;V<k7,\" Xotse which seems to come from the transmission, may be caused by another assembly such as the axle, propellor shaft, universal joint, or dutch. Transmission noise may also result from the use of improper or insufficient lubrication, or from poor driving practice*. Of course, if the gears are worn or broken, or the bearings on the shafts are bad, re placement is required. This is expensive. Propellor Shafts and Universal Joints: Excessive noise or vibration can be caused by lack of lubrication: also if propellor shafts are not assembled with universal joints in the same plane, vibration will re sult, Worn universal joint bearings or journals or a sprung propellor shaft will cau'e vibration and noise. School Transportation Section .Isles: An unusual noise is usually the Brakes: Today's modern buses subject first indication of improper functioning of their brakes to terrific stresses. Therefore, axle driving part*. N'oiscs which seem to it is imperative that brakes be kept in ad- come from the axles mav be caused by the justment. li linings are allowed to wear too transmission or tires, If there is a con long, or it shoe contact is not true on the tinuous axle noise, drive the vehicle on face of the brake drums, wear will be far soft ground. If the noise ceases, it has been more rapid and brake drums can become caused by the tires and not the axle. If the egg-shaped or out-of-round. To correct this noise continues on soft ground, tt is caused shearing is tar more expensive than the by worn or improperly adjusted wheel bear routine inspection. Tightening of connections, ings. worn or improperly adjusted differential vlack adjustors and the like and rehnmg-- sears and bearings, or insufficient lubrica should be part of >our standard preventative tion in the differential. If the axle noise is maintenance program. ; heard in drive only, or in coast only, tins is Body Maintcnaih,-: During the summer ` .m indication that the differential pinion and alt *choot bus bodies should be checked for J ring gear are out of adjustment or ex- rust pot3, deteriorating flooring and seats, jj cessively worn. emergency door operation, replacement of ` Wheels, Hubs and Tir.-s: 1 Excessive or glass, body attachment to chassis frame, first unequal tire wear--unequal tire pressure may aid kit, all warning devices and light*, fire 4 tie responsible. Inflate all tires to the rccom- extinguishers, flares, pots, etc. ''1 mended correct pressure. 2. Front wheel mis- Summer months are an ideal time for j .alignment will cause unequal tire wear. Check mechanics to touch up all rust spots or re , and correct. 3. Bent wheels or damaged paint portions of body. Older buses should wheel bearings wilt cause uneven tire wear. he repainted. This wall add longer life for Replace if necessarv. Hard steering may be the body, and will eliminate nerd to re caused by under-inflated tirc, steering gear place a school bu !<nu<t of body deteriora m need of adjustment, r.r lubricant, front tion. wheels out of alignment wheel tearing* n need of adjustment A preventative -- v!--er-in^* ummrr in fraction check l.ret `ictfld available fo- Steering System: Pr-[: r<rxtion tt.v the mechanics - ? a!! *h*uM be steering system is - re'.Vrd to eshvr units in the vehicle Ster---2 dimculties may mail a check ** *> dl ..;* early in involve such fact- r* -- *> m axle align the spring a* a re--'--V ti ---untemwe ment, front spring --re inflation, wheel and tire mouauras. wi.rei bearing ad justments, frame ahere-- <n.| brnke ad justment. rtaff that a f rrvr--a` program lx- i analysis and frtwif and body. - wr-r-rf -saintmaner m*l `-or-ugh -*' K rS-a^r. Springs: Break of >p-- u leave* t usually the result of ovrrtnadinz the vehicle or driving at exeo-ur ,(**! -wer rough mutes. The bus eu-rtes a plate giving the IL Developing * l*rn -itazive Mainte nance Program Preventative mam'maner . the aecewvar* ape* for a ucccfd and rcorvMl wh'*** manufacturer's morrmer>ied gross vehicle weight. This rco r-^n-*T>L!xj*> jlioohi be fol lowed, or it tba- i- nut possible, allowance* should be made when drmng the vehicle. !x*ose or rebound dtps, of loose C-bolts can also estate spring failure. Frozen shackles, due to la.k cf luhncarioc. will also cause spring failure, and also cacse springs to break. Shock Absorrers: Where furnished, are an important port of the stzspcnstoo system with the spring* They should be checked nnd filled or replaced when they do not *erve their funetrio of damping oat rebound U operation. An tfrtWit and r-ferttve per tentative maintenance program a the key for dependability: in' fact. t tv ewetmal that -chooi htrs flrr-t. <nsa*ai a dtprwrtahtr service. School administrators depad spec the pupil transportation srafl foe m opera tion that will deliver the student* ;o school daily and on schedule Commercial bo* fleet* are adequately mamtainet^ not only because road failures must be kept to aa irreducible minimum, but be cause preventative maintenance t* the cheap est way to maintain a bos fleet. Railways and airtines practice ricid preventative 1 1961 Natimiat Safety Congress maintenance to avoid mechanical failures during scheduled operation and to reduce total operating expenses. School buses must also be maintained properly if reliable and low operation rosts are to be achieved. Safety of bus equipment is almost wholly dependent on preventative maintenance be cause even the finest bus becomes unsafe if proper inspections and preventative services .ire not provided. Preventative maintenance differs from reg ular repair or replacement maintenance. In comparison, a preventative maintenance analysis or inspection is similar to an annual physical examination. Doctors evaluate and analyze the working parts of the human body to ascertain the need for a preventa tive medicinal program before the body has a serious major breakdown. This preventa tive program ior human beings tends to ex tend the length of our life expectancy. It is imperative to have a staff trained in proper methods and procedures for diag nosing trouble. .lust as a doctor is trained for diagnosing human sickness so should the maintenance staff be trained in diagnos ing mechanical sickness. A superb preventa tive maintenance program Mill extend the longevity, prevent major breakdown, and provide a safe, efficient and economical school bus fleet Developing and administering n good pro gram of preventative maintenance for school buses is a cooperative undertaking that be gins with the top level policy-forming offi cials and runs throughout the entire organiza tion. Failure to place maintenance on a policy-forming level is a mistake that often results in inadequate care for school buses. A good maintenance program must be planned and executed, at the level of or ganization responsible for the transportation system, Iir. Developing a Dedicated Maintenance Staff. Developing a baste fundamental attitude and dedication toward preventative mainte nance is one of the most difficult things to accomplish. The development of a proper attitude by the maintenance staff is one of the basic goals that needs to be achieved if a good program of preventative mainte nance is to be established, The maintenance staff should constantly be looking for new methods of improvement and dedicate them* -elves to perfection. This is often difficult to develop since looking for work to do and it* perfection is a concept not always easily acceptable. The men who drive and service bues must fully believe that every bolt and screw has ,\ definite function to perform, and unless each is in it* place, the bus is not complete. Maintenance cannot effectively function where drivers and servicemen do not value the little things that do not immediately impair bus function*. A driver who is genu inely concerned when he know* that the 'lightest thing is wrong with a bus has a good maintenance attitude. He simply can not let minor ailments go without attention. A maintenance staff dedicated to an effi cient and safe program of preventative maintenance needs to have many qualifica tions, but basically they should be dedicated to the following fundamental requirenents: 1. Knowledge of all parts of a school bu*. and specialty the eorrect function and location of each part. 2 A pride or satisfaction m good work manship. A good maintenance attitude can be satisfied only by doing things the right way all the time. This kind of attitude toward preventa tive maintenance can be developed only through long and careful training. The need for careful attention to small details and the need for exact workmanship must be emphasized by school administrators, train ing and supervisory personnel, and by every one having anything to do with school bus operations. Without this emphasis, it is im passible to develop a preventative mainte nance program sufficient to insure long, de pendable service, and economical operation. 100 OFFICERS OF THE MOTOR TRANSPORT CONFERENCE NATIONAL SAFETY COUNCIL 1961-62 j Vice President for Motor Transport-- Mask Robeson. Vice President, Yellow Transit ; Freight Lines, Inc, Kansas City, Mo. Chairman Motor Transport Conference--F, S. Lake, Director of Safety, Interstate Motor I Freight System, Inc, Grind Rapids, Mich. f'lYr Chairman Motor Transport Conference--W. G. M.,,ixtoh, Manager. Engineering . Department, Hartford Accident & Indemnity Company, New York, N. Y. 1 Immediate Past Central Chairman Motor Transport Conference-- A. j. N.VjUtx, Safety j Counselor, New Orleans Public Service, Inc, New Orleans. La. | Chairman Commercial Vehicle Section-- A, S. Lombardi, Director. Safety and Personnel, j Western Truck Lines, Ltd., Los Angeles, Calif. t'iee Chairman Commercial Vekicle Section--J. W, Lustriux, Manager, Safety Division. REA Express, Inc, New York, N. Y. i Chairman Transit Section--J. M. Busby, Jiu, Safety Superintendent of Transportation, Memphis Transit Company, Memphis, Teun. Pice Chairman Transit Section--Ln Mills, Director of Safety, Cincinnati Transit Com pany, Cincinnati, Ohio I Chairman School Transportation Section Organising Committee--Btu. Lemon, Director of School Bus Safety, New Mexico Stale Department of Education, Santa Fe. N. M. Standing Committee Chairmen--,-fuortir--Fj.UER R. Schuemann, Superintendent, Trans portation and Safety, United Motor Coach Company, Dc* Plaines, 111.; Conference Membership--Kail Schulze, Supervising Safety Engineer, Standard Oil Company of j California, Western Operations, Inc, San Francisco, Calif.; Medical Advisory--Ha*i ou> A. Bbandalxone, M.D., Chairman, Committee on Stanu.-rds tor Motor Vehicle j Drivers. Industrial Medical Association, New York, N. Y.; National Fleet Safety 3 Contest--Harold R. Hosca, Director of Research, National Association of Motor ? Bus Owners, Washington. D. C; Nominating--J, P. Hightower, Assistant Vice Presia dent. Chicago Express, Inc. Cleveland, Ohio; Program--J. A. Dt Pew, Director 01 1 Safety and Personnel. Dohra Transfer Company, Rock Island, IIL; Publications-j R. N. Pafich. Safety Consultant. American-Gas Association, New York. N. Y,; Re: search--E. J. Esiond. Director of Automotive Safety, Armour and Company, Chi aigo, FIL; Selection and Training--L. F. PutvES, Superintendent. Tran-portation and j Safety, Toronto Star, Limited. Toronto, OnL. famiin Members At Large--E. G. Cox, Chief, Section of Motor Carrier Safety, Interstate Com merce Commission. Washington, D. C.; C. E. Ehrexucer. Manager, Sales Operat ing Department. Standard Brands, Inc., New York, X. Y.; Douglas M. Fesgussos, Field Safety SpeoaJL-L Nationwide Insurance, Columbus, Ohio; P. J. Fanning, Di rector. Bureau of Perscruiel and Safety, San Francisco Public Utilitie* Commission. San Francisco. Cali:'.; H. K. Kalbbooks, Director. Accident Prevention Divisio10n1. National Automobile Transporters .Association. Washington, D. G; A, L. Hauck. Director, Safety and Public Relations. Transportation Underwriters, Inc., Indianapolis, Ind.; G. D. SoNTHtiuEx, Director, Department of Safety, American Trucking As sociations, Inc, Washington, D. C. Staff Secretary--.A C. Fixes, Manager, Motor Transport Department, National Safety Council. Chicago. IU. OFFICERS OF THE COMMERCIAL VEHICLE SECTION NATIONAL SAFETY COUNCIL 1961-62 General Chairman--A. S. LowaAJun, Director of Safety and Personaci. Western Truck Tin^e. Ltd., Lot Angeles, Calif. Vice Chairman*-}. W. Luimcnt, Manager, Safety Division, REA Express, Inc, New York, N. Y. Secretary--H. T. Waltox. Director of Safety, McLean Trucking Company, WinstonSalem. N. C Immediate Past General Chairman--J. A. Dr Pew, Director of Safety and Personae!. Dohrn Transfer Company, Rock Island, I1L Standing Committee Chairmen--Program--J. W. Jacoasox, Director, Aeddent Control Divirioo, F. J. Boutell Driveaway Company, Inc, Flint, Mich.; Contest--Richard O, Ouost, Safety and Persoanel Director, Dan Dugan Oil Transport Company, Sioux Falls, S. D.; Driver Atsari--Borr L. Wheat, Safety Director, Eastern Express, Inc., Terre Haute, Ind.; ifembership--W. A. Duffy, Director, Safety and Personnel, The Davidson Transfer and Storage Company, Baltimore, Md. Regional Chairmen--Central--Edsn. A, Hattou). Safety Director, Coca-Cola Bottling Company, St, Louis, Mo.; Eastern--Noutax j. Bleau, Safety Director, Automobile Shippers, Inc, Detroit, Mich.; Southern--Jeexy E. Rein, Director, Safety Personnel Insurance Claims, Central Motor Lines, Inc, Charlotte, N. C; Western--G. K. Ross, Director, Safety and Compliance, Frozen Food Express, Dallas, Texas Members At Large--Central--& M. Barber, Director of Safety, Scherer Freight Lines, Inc, Ottawa, IIL; R. B. Becehax, Director of Safety, Allied Van Lines, Broadview, lit; J, L. Caxtxsx. Safety Manager, Milter Brewing Company, Milwaukee, Wis.; Carr Laxckolft. Vice Presidait, Areo Auto Carriers, Inc, Chicago, IU.; Stuart L. Payxe, Safety Advisor, Northern Xllmots Gas Company, Aurora. Ill; Southern. . Williak G. Hat.;. Automotive Safety Supervisor, Ashland Oil and Refining Company, Ashland. Ky ; Etna. L. Coutrax, Supo-visor of Safety, Jack Cole Company, Birming ham, Ala.; Wape M. Cxaig, Ja., Persoanel and Safety Director, Super Service Motor Freight Company, Nashville, Tenn.; W, C Downs, Director of Safety and Person nel Petroleum Carrier Corporation, Jacksonville, Fla.; & Jack Steves*, Transporta tion Manager, Atlanta News Papers, Inc, Atlanta. Ga.; Western--W, K. Bartow, Safety Director, Steer* Tank Lines, Inc, AJboquerque. N. M.; H. & BtCK, Superin tendent of Transportation, WUtoo Truck System. Sioux Falls, S. D.; E. C. Jonwsox, Director, Safety and Personnel Southern Plan Express, Inc. Dallas, Texas; Leo WozirtAX, Genoa! Safety Manager, Dmver-Cbieago Trucking Company, Inc, Denver, Colo.; J. Feaxos TtisofEX, Director of Personnel and Safety, Rhjgsby Truck Lines, Inc, Denver, Cokx; Eastern--W, P. Bowuxc, J*, Director, Safety and Claims, Vir ginia Trailways, Charlottesville. Vs; C E. Ejuxxroca. Manager, Sales Operating Deportment, Standard Brands. Inc. New York, N. Y.; Wslllak M. Foley, Director of Safety, Consolidated Fretgfatways. West Richfield, Ohio; Got Rxcclmax. Secre tary, Stroehmann Brothers, Williamsport, Pa; Wiluak J. Sunny, Director of Safety, Transamericxn Freight Una. Inc, Detroit, Mich. Counselors--N. E. Aixor, Diredc- Industrial Relations, Coaanefaal Motor Freight, Inc, Columbus, Ohio; Kex N. Bzaele, Director. Safety and Driving, Pacific Intermountain Express, Oakland, Calif.; C. D, Caljqxs, Manager, Safety and Personnel Pacific Motor Tracking Company, San Francisco, Calif.; El G. Cox. Chief. Season of Motor 103 Carrier Safety, Interstate Commerce Commission, Washington, D. C,; Clinton W. Obeyer, Managing Director, Eastbay Chapter, National Safety Council, Oakland, Calif.; Eduard J, Euond, Director, Automotive Safety, Armour and Company, Chicago, 111.; W, T, Gowxxs, Director, Safety and Personnel, Pilot Freight Carriers, Inc, WinstonSalem, .S'. C; H. K. Halmoojcs, Director, Accident Prevention Division, National Automobile Transporters Ass'n.. Washington, D. C.; A. L Hauck, Director, Safety ; Public Relations, Transportation Underwriters. Inc, Indianapolis, In<L; J. P. HjohTowta. Assistant Vice President, Chicago Express, Inc, Cleveland. Ohio; Haiold R. Hosca. Director of Research, National Association of Motor Bus Owners, Washing ton, D, C.; F. S. Lake, Director of Safety, Interstate Syrian. Grand Rapids, Mich.; W. G. Macintosh, Manager, Engineering Department, Hartford Accident & lodemmty Company, New York. N, Y.; James D. Mann, Managing Director, Pnvate Truck Council of America. Inc., Washington, D. C.; A. E. .Yeyhart. Director, In* tmuie of Public Safety, The Pennsylvania State University, University Park. Pa.; R, X, PAriCH, Safety Manager, American Gas Association, New York. X. Y.; Loa.sc F. Puavxs, Superintendent. Transportation and Safety, Toronto Star Ltd, Toronto. Ont. Canada; Ram. Schulze, Supervising Safety Engineer, Standard Oil Company of California, Western Operations. Inc, San Francisco, Calif. Staff Representative--R. J. FoksiaX, National Safety Council. Motor Transport Depart ment, Chicago, IU. 104 OFFICERS OF THE TRANSIT SECTION NATIONAL SAFETT COUNCIL 1961-62 Central Chairman--J, U. Bussv, Jr, Superintendent of Transportation. Memphis Transit Management Co., Memphis, Tern. Vice Chairman--Liz M***-*, Director of Safety, The Cincinnati Transit Company, Cin cinnati, Ohio Immediate Part General Chav-meat-- Paul M. Fanxinc, Director, Bureau of Personnel and Safety. San Francisco Public Utilities Commission, San Francisco, Calif. Secretary--1L J, SlixOrulnd, Safety Director, Seattle Transit System, Seattle, Wash. Membership Chairman--Clarence A. BauchVAX. General Manager, Youngstown Transit Co, loungstown, Ohio Fragrant Chairman--Elmek R. Schuexann, Superintendent of Transportation and Safety, United Motor Coach Co., Des Plaines, 111 Members At La'Qe--f~ajll J. Asinsts, Personnel Director, Milwaukee & Suburban Traasportatiou Corporation. Milwaukee, Uls.; Joseph W, Aann, President and Gen eral Manager, Springfield Transportation Company, Springfield, 111.; Alfxed B. Auerhaan, Director of Safety. New York, New Haven and Hartford Railroad Co., New Haven, Conn.; Howard M. Baku, Safety Director. Montreal Transportation Com mission, Montreal, Que., Canada; R. Dewey Cassell, Vice President and General Manager, Safety Motor Transit Company, Roanoke, Va.; Raymond Davis, Director of Safety, New York Gty Transit Authority, Brooklyn, N. Y.; Tymxl G. Estep, Director of Safety, Indianapolis Transit System, Inc, Indianapolis, I nd.; David M. FlYXX, Superintendent of Transportation, Chicago Transit Authority, Chicago, III.; Eucexe P. Gooding, Superintendent of Transportation, Cincinnati, Newport and Covingtoe Transportation Co., Newport, Ky.; Houston P. Iskuael, General Manager, Le high Valley Transit Company, Allentown, Pa.; Willlam 1, Little, Manager. Trans portation Division. Transit Department. New Orleans Public Service, Inc, New Orleans, La.; Van Courr Lucas, Administrative Assistant, American Transit As sociation, New York, N. Y.; John K, McCoy, Assistant General Manager, Harris burg Railway Co. Harrisburg, Pa.; B. Sudsexth, Safety Director, Dallas Transit Company, Dallas, Texas; Casl R. Svphcji, Manager, Safety Engineering Department, Transit Casualty Company. St Louis, Mo.Elliott A. Thill, Director, Accident Pre vention, Columbus Transit Company, Columbus, Ohio; G. Wray Thomas, General Superintendent, Surface Depot Operations, Philadelphia Transportation Co, Phila delphia, Pa.; RoanT Thompson, Executive Vice President, South Suburban Safeway Lines, Inc, Harvey, I1L; D. L. Wallace, General Superintendent of Transportation, Miami Transit Company, Miami, Fla. Counselors--M. G. Bulloch, Assistant Manager, Safety Engineering Department, Transit Casualty Co, St Louis, Mo.; J. Godfrey Butler, Director of Personnel and Labor Relations, D. C Transit System, Inc, Washington, D. G; Colin Dobell, Director, Transportation Safety and Training, B, G Electric Company, Vancouver, B. C, Can ada; ARTHUR I. Naquin, Safety Counselor, New Orleans Public Service, Inc, New Orleans, La.; D. L WttilAMSOX. Supervisor of Accident Prevention, Cleveland Transit System, Cleveland, Ohio Staff Representative--Cnxit Ivhoft, Assistant Manager, Motor Transport Department, National Safety Council, Chicago, IU. 105 CONTENTS OCCUPATIONAL HEALTH NURSING SESSIONS Psychological Accidents -- The Industrial Physician's Viewpoint The Occupational Nurse's Role in the Direction and Referral of Emotional Problems D. J. Killian. MJ). Anne Kloibtr, R.N. 3 6 A New Concept of Accidents Sanford G. flogg, M.O. 8 Clinical Observations on the Cutaneous Effects Associated with Curing Epoxy Resins Donald J. Birmingham, M.D. 15 Engineering Control of Plastic Materials George . Tubtch 17 Officers of the Occupational Health Nursing Section, 1961*62 Bottom this page Other Volumes of 1961 National Safety Congress Transactions Sack Clover OFFICERS OF THE OCCUPATIONAL HEALTH NURSING SECTION NATIONAL SAFETY COUNCIL 1961-62 i,eerai I Ajin/wn--l i H, Sviiwvki/, U.N`,, KmpIr.vVr- Mulii.il. ,,t \V.a ... F-.ft-l, III l`ice i hair-muzi--Mrs*. ,'i.snl Kiaiiulk, K.X., l*ab>t lircmnn l'o,, Milw.tiikir. U,. Memt'ershif l nmiittec--Mr-- Ruth Ham mov, R.N, (Chairman i, O-ntincntai car. V Hazel Atlas Glass Div., Plainfield, III.; Mary E, Ula.vey, R,X,, The Ourrr.tn 1`ape: Products Co., Green Bay, Wis.; Mrs. Haul LxeuKE, R.X., Thilmany Pulp L Co., Kaukauna, Wis. Newsletter Editor--Mr*. Pauline Miller, tt.X,, Fairbanks Morse St Gl. Beloil Wi. Co-Editor--Agnes E. Dexick. R.N., The Pure Oil Co., Lemont Refinery, LemonL III Program Committer--Marie K. Wjlzewske. R.X. (Chairman). Bethlehem Steel Co^ Chi cago, 111.; Ceveui.ve IIieijeckl R.X., Western Electric Co., Hawthorne Works, Chi cago, III Publicity Committee--Mr*. Mokrias Kxcu>en, R.X. (C hairman), New York City Transit Authority. Brooklyn, X. V,; Mr*. Althea Nilnant, R.N., Beloit Iron Works, Beloit. Wis.; Josephine Ciiou_v, K.N., Asst.'Exec. Sec., American Nurses* Assn., Xew York. X, Y. .Nominating Cofnmittee--Dorothy Armstrong, R.X, ('Chairman), The Pe|>tc Gas Light & Coke Co, Chicago. III.; Verxa McCauley, R-X., Owens-Illinois, Glass Coeaioer Divn Streator, llh; Ekna -MaYRX*, R.X., . I. du Pont de Nemours & Ox. Antioch. Calif.; Mrs. Joan Tuikk, R.X., American Medical Assn, Chicago, III. Secretary-- Mrs, Anna J. Thrasher, R.N., Western Electric Co., Hawtliome Station, Chicago, III. I 'anal Aid* Committee--Elizabeth Walsh, R-N. (Chairman), Pabst Brewing Co., Mil waukee, Wis.; Mrs. Gladys R, Jexs, R.N., Miller Brewing Co., Milwaukee, Wis.; Marie E. Etch, K.N,, Falls Paper & Power, Subsidiary of Scott Paper Ox, Oconto Falls, Wis. Medical Advisor to the Section--George H. Fraxck, M.D., Assl Med. Dir.. Western Electric Co., Hawthorne Station, Chicago, III. Staff Representative--Mas. Dora Glover, R.Nn National Safety Council, Chicago, III. .Nurse Advisors to the Section--"Joanna Jouxsox, R.N.; *Mas. Hazel Looter. R.X.; Mrs. Joan Timke, R.X.; `Erma Matrix, R.N.; *Mas. Maxex A. Stanley, R.N.; Verna McCauley, R.N.; Doeothy Armstrong, R.N.; Mas. Miltres Moore, R.X. Past General Chairman V -utnli-n.il Health Xursing Section PSYCHOLOGICAL ACCIDENTS -- THE INDUSTRIAL PHYSICIAN'S VIEWPOINT B, D. J. Ktr.IAN, M.D. Medical Director, Texas Division Dow Chemical Co., Freeport, Texas Throughout the ,'car* that I have treated occupational injuries it has become increas ingly apparent that the vast majority of ilie accidents were not due to mechanical lailurc of equipment, or faulty protective devices, but due to ihc human failure of not dotng the proper thing at the proper time. When I was a neophyte in this field. I logically assumed that `itch was due to dav dreaming or perhaps just a chance, but as my appreciation of the human psy chological mechanism became more acute ( began to realize that here was some thing far deeper and more basic in manv of these accidents. This human understand ing has progressed until at the present time I am firmly convinced that a significant number of our occupational injuries are due to baic psychological mechanisms, the patterns of which are just as real as the mrehanirat equipment that we use. It is time that the folks who work in the field of safety develop an increased awareness of this and, also, realize that many of these psychological mechanisms must have their protective devices just as certain machinery has to have its pro tective devices. Today through the presen tations on this panel I hope that you will develop this increased awareness of the necessity to understand people and recog nize certain emotional danger signals if vou expect to make a reat Impact in the field of safety. I do not intend to bombard you with a barrage of psychological gobbledcgook, but f would tike to point out to you some fundamental fact* about everyone's person.viitv and illustrate how certain psychologi cal mechanisms may have a bearing upon certain accidents. In all of our minds we have certain areas which we must un derstand before we can begin to compre hend this problem of the psychological in fluence of the human mind on industrial accidents. It is a well recognised fact that dir human mind can be divided into three iMfts: ihe con-emus, tlie prcconscious and the unconscious mind. The conscious portion is the part that d< r mir ever?day thinking It is the part that J am uin at tt> time m presenting du. .pereh to vou. The preconsrmn* i> the area or the mind which- we do not ordinarily nc, but from which facts on Ue brought up to die mnwhins mind rather easily. On the oilier hand the unconscious nund ti the deeper, inner reserves, which i composed of material not immediately avail, able to our conscious thinking, but is com posed of stored experience* ami conflict* that have occurred throughout our whole live-. The influence of each of these areas is c>;tmuely important to tlie man on lhe job. but the thing that should be extremely enlightening to all of you is that funda mentally our lives arc governed, moulded and influenced by our uncon*eious thought processes. Let me illustrate it in this manner. When on learns to drive a car he consciously thinks about taking his foot from die accel erator and applying the brakes during this training period. After awhile this becomes automatic and. now when one approaches 'the stop sign this particular act does not enter one's conscious mind at ait. It is in the preeonscious area where it can be easily recalled if one puts bis mind to it, If the hrain did not function m this manner, our lives would be completely oc cupied by all sorts of irrelevant thought procesc* everytime we did something. These things must function at a lower level and on an automatic basis in order that we may devote our conscious thinking to the important things. Tlie unconscious mind on the- other hand is buned material, deep within the inner recesses of our thought processes and can only be brought out by cer tain psychiatric techniques that we cannot .'iiccm oursclve* with today. 3 iQ6t National Safety Coiyjrtsx There U one fact that I feel is extremely important, that 1 have discovered from ex perience. It is that people who work in vafety, as well as members of supervision, have a difficult time accepting the concept that the unconscious mind cut really In* fltience an individual's anions to the ex tent that it will produce venous accidents and disabling injuries. When one mentions psychological causes of accidents most of the people think in terms of the nun who is consciously try ing to hurt himself to gain a certain ad vantage, or tliat a man is preoccupied by hit emotional problems and he does not mitre that danger is creeping upon him. It one just considers these aspects of psy chologically motivated accidents he is in deed missing the boat on the vast ma jority of eases, I-et us take a few example* to try to drive across the point Case number one. This case involved mart <*bo was working on an extruder prexr in which the equipment was well guarded in a maimer that made it virtually im possible for the man to get his hand to the extrusion mecharn.-ra and throw the switch at the same time. However, early on Monday morning this happened and the man was brought to the medical depart ment with a seriously crushed hand. Dur ing his anguish and state of semi-shock he confided in the industrial physician that he really did not much care what happened to him since he had been having marital difficulty and his wife had run away two day* before with another man. At no time after this revelation would he again dis cus* thi* situation. The wife was located, however, and within a short time she was at the bedside of the victim crying and feel ing a great deal of remorse toward* the tniury. Now what did this accident accomplish for this man? Obviously it served the pur pose of getting his w*ife back (at least temporarily), and l think one should really ask himself the question, "Was this really a mechanical accident of a psychologicallyinduced accident?" When the accident re* viewing committee made a study of this particular situation they reported with their analytical, conscious, thinking that they rouId not understand how this individual could override the guarding mechanism and lute flu; happen. The question tltat ail of you are prob ably wondering about is. "Did thi* man do this deliberately?" To this I would like to add my unqualified "oo~ he did not! Preservation of life and avoidance of pain and injury is a powerful instinct, and this man's unconscious mind was fundamentally driving him to this solution of his prob lem. How many times we see highway ac cidents where there is no logical explana tion of why it occurred and it is a matter of statistics that mechanical failure of die equipment plavs a minor role in the overall problem. The problem i* peo ple awl most of these problems involve mythological mechanisms which cannot be undert<vv{ bv the romcious portions f our tnmd. Now, let u,* look at another caw and perhaps we can more clearly bring out v.iDf ther of these unconsaou* under lying iactors that arc so important- This man was working m an area where they were temporarily short banded, and hi' foreman asked him to roll a 400 pound drum out of the aisle. This normally was not the employee's iob and he conveniently forgot the order for several hour*. Later the foreman again reminded him that the drum in this area was a safety hazard and should be moved. Again the individual chose to ignore this command, and a short while later the foreman became rather dis gusted with this him of events and sternly commanded that the man had better get ihe drum moved, or else! The employee then went out, seized the drum, and, with a tremendous strain which was conceived in anger and executed with hate, moved the drum out of the aisle and, in the process, produced a severe lumbosacral strain in his lower back. The man was disabled over a year and intensive investigation revealed no evidence of a ruptured disc or any physical disabilitv which would account for the prolonged loss of time from the job. Many months after the original injury. I gut into the act as his physician and found out that at one time he and his foreman had been hourly employees, vying for the same job a* fore man and that the other fellow eventually got. In my discussion with him he literally exploded resentment towards this man when given the opportunity. Occupo/tona/ Health- Hurting Section This incident that 1 pointed out to you reminded me of a little child who de liberately threw himself down and tried to sustain an injury and thereby punish his parents who were the symbols of au thority to him. This man'* back pain (which f am convinced was a simple muscular vtrain) became a symbol of the festering resentment that he had towards this figure oi authority. The eventual outcome was that the more his back could bother and disable him the more he could blame his foreman for what had happened. This type of thing is happening all the time industry. Many times the industrial physicians are not treating an organic in jury. but are treating a serious intcr-peronal relationship between a worker and the chain of authority above him. We have ci rrcegruz* this and do our best to deal with : effectively. I also feel very strongly that v'-s who deal with safety should likewi* reevgnire it and do Your best to deal wr'r e"err.ve:v. .' presented this approach of the ' r.v, irrauoe oi the psychologically moti vated a*X-c? of occupational injury to many per? r -- maragenent and invariably I r.av* --eeivfi the same reaction, which I tirri , * very healthy one. and I am srt ti yc in the audience will V -'*-rg &* same question. "So there .f urdr-'vB-g psychological reasons which t-i.' -eu*. b ret *a unconscious basis for sttaer ? dacne things, but just what good . -e- rx3c doing? It t* one thing to v-3 wiv something happens, but it is a hem *: a different color to say what are Coasg to do about it. After ai), we raaaoc *3 be psychologists, or psychi*- truev. of pfcyssasos, and how can we as ruptrmon sad safety people hope to pre- vet psychotogiolly-motivrated accidents?" My answer to this vs, first of all. there needs be as awarmer* all the way up aod lews the line of management that this besaess of the psychologycally-moti- vated accident is a very real thing. Sec ondly, there needs to be training so that these people understand how certain emo tional conflicts can express themsches in various physical ways of having accidents. With this should come skill in recogni tion and assigning people to sublimate many of these emotional conflicts into construc tive channels. Let me give you an example. Each of us has the very primitive emotion of ag gression and the skillful supervijcr should direct the individual who manifests signs of over-aggression into tome iorm of ac tivity which will be useful in allowing that man to work off his aggression. For example, if he is an outside worker he might be given an ax to clear shrubbery from the edge of a road so that he can work off his aggression by wteldvng the ax against the trees and shrubbery. This wvU go a tong way towards preventing him from wielding a v-enemous tongue against his fellow employees or his su pervision. Jr may prevent him from an unsafe act, because his hostility may seek expression in mentally unhealthy channels to punish his boss. Do not lost time accidents really do a very effective job of punishing the boss? People must be taught that everyone in <uperv*ision should be an emotional first aid station and allow the employee to venti late hi* problems, and to recognize that when this becomes insufficient he should refer the man on to those who have the special training to deal with these problem cases. The days of the old hard nosed sergeant are ovrr and experience has shown fhat i.ianagement gets more productivity, tewtr accidents and a healthier and happier worker, when he is dealt with in an en vironment of understanding, sympathy and genuine concern for the employee. People in safety work can help a great deal by promoting this philosophy and pointing out to management the important factors that we have discussed here 5 It'd/ Xahonal Safely Congress THE OCCUPATIONAL NURSE'S ROLE IN THE DIRECTION AND REFERRAL OF EMOTIONAL PROBLEMS Br ANNE KLOIBER. ELN. Supervising Nurse. Pabst Brewing Co- Milwaukee, Wis. Huw man* lime* have w.u iw;rd S.ittl, "doa`t pay any attention to Him--he hasn't got all his marbles r" Or, how many time* have vou discussed an occupational injury or disease with the foreman or supervisor only to have him inject in the conversation -omewherc, "that guy's nuts--he doesn't keep his mind on his work--*omething's bothering him." Yes. tlut i precisely the point! SOME* THING U bothering him! And, it's up to us, a occupational nurses, to steer him in the right direction w that he receive* proper help. We nurses in industry, of course, -houldn'i have to watt until an injury occurs or until the man's apparent emotional problem is brought to light b> the foreman or super* visor. We should, because of our personal knowledge at people at work, be able to detect certain signs and 'ignals which should alert us to action. For this reason, it is vitally important that ihc nurse maintain a professional, vet warm, relationship with all employees so that they will come to her willingly with their ailments and injuries. Through her adequate medical records, the nurse will then be able to see patterns of behavior which perhaps even medical people outside ot ihe plant could not detect. It might be wdl at this time to add that these people with problems--these people who are '`different"--not only call attention to themselves in the Medical Department. They are known to Personnel, the Credit Union, and in other areas of the plant as being in one jam after another. It seems almost as ii they're enveloped in trouble. One can't help but wonder if these thuanans--these difficulties they create, aren't actually S O S---signals for help, \\Tiat a pity then if. we, who are in a position, at least to, give them some guidance, close our eyes and ears to these situations--perhaps give them something for their nerves, or offer them another job or a few rationed words nt reassurance--just to satisfy our eon-cience. This problem, a< you are all aware, is not confined to industry alone. AU one needs is to look about him--be it in a super market, church, school, or what have you, Emo tional outburst* of all kinds are visible al most daily in society at large. Dr, Gerald Gordon of the DuPont Co., in his paper on "Industry's Problem Chil dren." states: "People are not either sane or insane in the same seme that a woman is or is not pregnant. Whereas it is impossible to be a little bit pregnant, it is quite commonplace to be a little bit crazy. Some degree of mental illness is present in all of u> normal people. Inasmuch as we all suffer from it, we find it difficult to see in others, and all but impossible to see in ourselves. "The diagnosi* of menial tllno* may be made early from apparently trivial and un related signs and symptoms if we are will ing to be realistic and objective, even about ourselves. Dr. Dershimer once wrote that 'industry constitutes one of the most realistic situation?^ existing in uur modem world. .As such, it is the testing ground on which the strength and weaknesses developed by the early training of individuals become clearly apparent.' "It is, therefore, in industry where many of the earliest sign* of failure or mental illness may be veen. This situation gives management and supervision an opportunitv, found almost nowhere else, to do a real job of mental hygiene which will benefit the employee no less than industry.** In keeping with the fast pace we have set for ourselves today, with the result, of course, that there U really never enough time for everything we would 13u to do, 1 suppose we feel justified in effecting a job transfer for someone who can't get along in a certain department or where a specific problem exists. But we cannot keep shrug ging off these responsibilities in this man ner--we must face these issues squarely ami give them the tune that they truly deserve. Occupational Health Surging Section Let me tell you ot a problem which ex isted in our plant reeenttv. This problem, I am happy to say, was resolved with the patient coming out as the v ictor--one of those "happy-endmg stories" This young man has no vision ui cne eve a> the result of a childhood injury. Needless to say, he protects his remaining good eye more than one would do normally. Because of his low seniority, he b occasionally placed in a trans fer pool to areas where caustic solutions are used for cleaning, Protective equipment is issued this man, as is to all employees. However, when this transfer arrangement first started, this man would be in the Medi cal Department constantly with one caustic bum after another--his self-diagnosed caustic bums. Actually, most of the lime they weren't bums at ail. During ever> visit he would beg us for a transfer to another department where this iiacard was not present, but the doctor and I botli felt that we would try to help him face the problem and not run away from it. We knew that if we gave m to him this one time, we would set off a chain of transfer requests. At am- rate, the course was slow and at times quite stormy. There were two or three times when the foreman called u. and shouted, "get this guy out of mv department -- he's getting everyone jumpy.'* But we hung an a while longer and were victorious. We tried to educate him as to the proper equipment to wear. We tried to instill in him a respect not only for caustic Soda, but for all harmful chemicals. We spelled out to him ihe proper first-aid measure> in the event he did come in contact with them in spite of his caution. Recently, he came in to see us, and tlianked us for making a maa out of him. HU foreman has told us that he has become a more industrious and safe worker. Not only are we thankful that he's not running to the Medical Department three or four times a day with apparent chemical bums, but more important, we are glad that he faced up to the problem and did something about it Happy* endings such as this are not al ways possible. We shat! continue to have the overly fearful worker or, conversely, the careless worker--the guy who savs, "1 can take a bath in the stuff," but who continues to be a threat because of lus deep ulcera tions from strong solutions. We shall have to realize that lack of attention to the inani mate things about us often involves us in accidents and that this lack ot attention is usually conditioned by our mood or pre occupation with oiher things at that time. We shall have to stop using tlut expres sion, "he's just accident prone," and, instead, learn to appreciate that accidents to a large extent are the result of the person being unable to cope with the situation in which he is placed. We shall have to realize that cmr physiological well-being can go up or down like a thermometer, that even one has regular periods of exhilaration and depres sion--that tt*s just not women with *'ctroccn imbalance." It is suggested that the nurse include in her history, following an occupational injury, the mood the person was in prior to the incident. She might even go a step farther by asking this same question of the foreman or upervi*or. At least u might alert him to the fact that maybe this busi ness of emotions isn't just something you read in a book. In going back over our more serious and disabling injuries of the past year or so, we came up with the following moods or things employees were thinking about just prior to the time of the accident: One man, who sustained very serious caustic Soda bums to 30 per cent of his body, including his eyes, admitted to the doctor that he and his wife were having marital difficulties--that on the morning oi the accident, they had an unpleasant scow .which w-as witnessed by their youngest child, who apparently was the apple of hi eye. He admitted to the doctor that tht< argument had left him nervous and jumpy-- and that he just wasn't- thinking when he dumped the water into the powder instead of vice-versa. Another man who sustained a traumatic thumb amputation said afterward that he found he was in an omerv mood from the time he got up in the morning--you know, one of thoe days when everything goes wrong! Still another man claimed the fore man was nagging him constantly on the morning of the accident. Is there little wonder then that thc*c peo ple become highly vulnerable to accident 7 19til Xahcnuu Safety Congress proneness? An industrial nurse recognizes the tact that tension and conflict among workers, or between workers and foremen, often causes a nse in accident frequency. Her knowledge of industrial health counsel' mg in such instance* con be used most et> festively. While we're touching on toe subject of counseling, kt me say here that industrial nurses can make themselves responsible to a certain degree for teaching health to the employees. Slothing can replace an intelli' gently administered health program. Work habits of the employees are influenced by their mental processes and by the help or hin drance offered to them, be it in their homes or at work. It is helpful to the nurse to observe oot only how the employee behaves under unusual circumstances but to observe his customary everyday behavior. Management, of course, also must share in this responsibility. Management shoutd know the physical opacities of the worker, his home situation and hit personality traits. Pre-placement physical examinations are a must, as well as routine annual re-examina tioni Matching up the job requirements with the individual so tliat a happy medium ts reached is another of management's respon sibilities. I would also like to stress the importance of confidentiality of medical information. White <t <s generally accepted that manage ment must know of existing physical ca pacities and limitations so that proper job placement can be effected, there is no special reason why alt the details have to be spelled wit. If the examining physician interprets his findings into a physical capacities ap praisal and sends this to management, (his -houtd be sufficient. One of the most tested attributes of the industrial nurse is her abil ity to maintain confidences. If she is to do well as a counselor, this must continue to be oi prime importance. In summation, then. I would like to oiler that nurses, because of their personal knowl edge of people at work, because of their background fortified with courses in psy chology and counseling, and because oi their thorough medical records, are able to see patterns of behavior and emotional problems which can then be referred to the proper people for care. Having the psychiatrist in mind, did sou hear about the two psychiatrists who met an the street? One said, "Hello, there! And how are you today?" After which they parted and the other one said. "Hmm, 1 wonder what he meant by that.** A NEW CONCEPT OF ACCIDENTS By SANFORD G. ROGG, M.D. Medical Division, E, L du Font de Nemours A Co., Ino, Wilmington, Del. There can be no questioning of the fact that, as long as we remain human beings, we will become involved in accidents. Ob viously the more we understand the multiple factors involved in accidents, the better prepared we will be to prevent the avoid able ones. There has been an increasing awareness regarding the fact that our continuing na tionally high accident rate is a reflection of personal rather than machine failure. Certainly the engineers who design machrnery and in particular, those whose task t is to pay attention to safety features and operational control, hate all done an extremely competent job. As a matter of fact, they have done their work so well, that the continuing high ncddmt rates we tee quoted yearly through out our country, can in no sense be called a responsibility of poor design features At the same time, it would be foolish to In ter by any means that continuing effort on the part of design engineers would be unrewarding. The fan to be emphasized ts that even if we designed to theoretical jierfection, we undoubtedly would still have well over SO per cent of our accidents oc curring. 8 Occupational Heiilth Xurmta Section TABL.Z I AGE 1- 4 S-14 15-24 25-W 3S-44 <$-64 Up4. Health. Edscatloa Wellart Acetdeat* Aaetdeata AecldaaU isdSuti . ,, Heart OUaasa AneldeaU Heart Disease Cancer Vascular L--leaa Acciacata Table I, white contributing no new knowl edge on the subject, docs emphasize the place that acadcnts hotd as a cause of death m our country. Without becoming too involved in figures, .he National Safety Council's statistic* list approximately 40,000 people kilted in auto mobile acodeots, 14,000 in industrial aceiiesus. Z7.000 in home acadcnts, and lb,000 public deaths. We can define public deaths to include train aebdents, airplane accidents, public fires, etc. or whatever else might happen to a person in a public situation.' To this, add an untold number of injuries, possibly running as high as -'4 million of the type that brings itself to the attention of a physician or limits a person's activi ties for at least one day.* Perhaps the question arises a* to why the medical profession is becoming so con cerned about safety. Certainly any condi tion that kills about 97.000 people a year and laves over 400,000 with permanent residual injuries, varying from the minor to the most severe type, should of necessity command the attention of the profession that has the responsibility of caring for these people. In my opinion, most of the problem is to be found in the emotional status or even in its broader aspects, the personality of people who became involved in accidents. And to digress for a moment, we can define personality in the sense that it is being used here by labeling it as consist ing of the habitual patterns of tempera ment. intelligence; desires and behavior that distinguish us as individuals. We can readily appreciate the problem, in that it is difficult to delve into and obtain an understanding of these factors. This can be easily under wood if we realize that we are dealing with personal motivations and conflicts of thought, wishes and desires of people, com bined with ail the frustrating situations with which they are confronted. It should be emphasized that there is no desire to leave the reader with the impli cation that the problem of accidents is a narrow concept, a psychiatric one, in that mentally ill people who require treatment are the ones who become involved in acci dents. It would be much better and more easily understood, if ail of us were to acknowledge that we are liable to accident situations at various times throughout our lives. What is overlooked in a good deal of the work that is being dor.e, is the funda mental factor that looms as most important in all of our dealings with people. This is, that although we like to think of man as an intelligent, rational, coherently reason ing and consistently logical individual, man in reality is predominantly guided by mo tives and feelings of which he ii most often unaware. These logical powers only serve as a means of allowing the individual to reach goals that are created by more deeply placed emotions. This in turn could lead us to realize how we must look at. and deal with, these feelings if we are to be successful in our safety endeavors. We must realize that becoming involved in an accident is basically the same a* any other condition about which people become involved in difficulties. These individuals could just as well solve iheir problem* by developing stomach ulcers, severe head aches, spastic colitis or the numerous other entities that are diagnosed as psychogenic illnesses. The accident-involved person is, in a very unsuitable, and from the view point of our society, in a totally unsatis factory way, solving the emotional problem bv becoming involved in an accident situ ation. It appears suitable and advisable to go .1 little further at the present time and Mate that the emotions Ve are discussing mse from the whole life of the individual, the twenty-four hours of each day that he lives, arid by no means only the eight hours that he spends in gainful employment. We have all heard the expression many times over, that so and so tends to take his work home with him. Well, we can reverse this and state that everybody tends to take his home to work with him. My interest in the factors producing ac cidents was aroused while discussing one with a safety engineer. He was describ- 9 190/ Sational Softly Congress ng at* Accident that hid |ti occurred and m the course ot the conversation said "1 just don't know what happmcd. This man iu* been doing the job for years and knows it perfectly well. As a matter of fact, m the usual course of events, we checked o\er everything, the switch controlling the machine, and the machine itself, and they were in perfect operating condition; still, the man became involved in an accident that resulted m the amputation of his finger." After this discussion my thinking went along the lines ot what could have involved the man in this accident, and broadening thing* a bit. began to wonder what could be going oq in the mind of a person just prior to his hasing an accident. By accident, we are referring 01 course to the common garden variety where the individual alone is responsible. Technically we could call this a "personal accident" with the primary cause to be found in the individual in contra-distinction to the 'imperonal accident" with the primary cause in the environment. It is possible to be even mere precise here and state that this study waa not directed towards an exploration ei the bwsie personalities of these individuals, many such studies have been done and the literature ts replete with articles describing the personalities of people who become involved in accidents. Atten tion was focused on the thinking occurring in a person's mind prior to becoming in volved In an accident and by prior is meant half an hour, a minute, or even moments before the event happened. After becoming interested, it was con sidered advisable to have reference to what had been written by others on this sub ject and the literature was searched. This led to the conclusion that very little had previously been done where a trained per- xin sot down with someone involved in .in accident and tried to find out what thought processes were going on in the mind of this person just prior to the oc currence of the accident This was some what surprising and indicates a field that has been badly neglected. One thing learned however, was the increasing awareness that we are neglecting a very important phase of accident prevention by omitting the study ui the influence of human behavior and moods in causing accidents. To investigate this matter, a procedure was set up whereby the men who were working in a large plant and had been involved in an accident would be seen by me. The sampling was a non-directed one, the men being picked on a consecutive basis by the receptionist The attitudes of the men were mainly cooperative. They spoke freely and at times gave more information than was being looked for. It was felt that to interview someone whose accident had occurred more than three days past would be a useless pro cedure in that many things would start fading from the individual's mind. Human nature being what it it, when things Start to fade from one* mind, the person then tends to supply facts that he actually thinks would fit the situation. It is not meant by this to imply that the individual would delib erately construct misinformation. It is a matter of knowledge that as our memory fades and we are asked to recall an inci dent that has occurred in the past, a good deal of the information that we bring to recall in information of a tvpe that we ourselves have formulated. The technical term for this would be retrospective falsi fication. An excellent article, "Accident Statistics and The Concept of Accident-Proneness,'' by Arbous and Herrick,' states that it is conceivable that with our present instru ments of analysis, we may yet succeed in pinning down the personal factor in acci dent-causation in terms of some strict definition, but this may involve so many restrictions in a mathematical sense that the concept will bear little relation to the real factors in everyday industrial life. The above comments do not constitute a denial of the usefulness of statistical pro cedures in investigations of this type, nor is it suggested that the research worker can ever dispense with them altogether. The conclusions indicate rather the limi tations of these techniques and emphasize the fact that statistics can never do your thinking for you. The above considerations may well lead one into a state of despondency and frus trated resignation, were it not for the fact that a different approach to the problem seems possible. This approach may not en able us to analyze accident liability in terms of universal principles, laws of dis 10 OtCH^alional Health Xnrsing Section tribution, etc. with reference lo human be havior in general, but it may well enable us to reduce the incidence ot accident? in our community by enhancing our knowl edge of the mechanisms at work causing individuals to have accidents. And surely this is the ultimate objective of all this work. Before getting into the actual cases seen, it appears pertinent to mention the work of Vitales,* who emphasizes the fact that another limitation Of the statistical view point in accident prevention is the emphasis upon isolated aspects of the individual per sonality, >n contrast with the concern, in the clinical approach, for the total rela tionship, The clinical approach recognize* that there are many different causes ot accidents and that they may combine in different patterns in different individuals. Several things became apparent after the procedure of interviewing was started and ted to the realization that my thinking was not in agreement with much that had been previously written about accidents. The first concept with which there was disagreement was that of a man being "an accident prone individual." The initial studies on which this was formulated were done in England in 1919.* The term Itself (ie., accident-prone) was coined in 1939 by Fanner & Chambers.* For various reasons, one of which undoubtedly was the fact that the concept of "accident-proneness'' re lieved or lifted the burden of responsibility from where it belonged, this idea immedi ately attracted attention. Other workers in this field, then began to formulate lists or traits that could be found in these "acci dent-prone" people. Somehow it was pre sumed. that armed with such a list of traits, one could then more suitably place or even avoid hiring a jterson falling into this category. The obvious fallacy of tins tvpe of rea soning is that all of us have accidents, whether at home, at the office, at the plant, on the road, or anywhere, and throughout our lives probably will have many times more than one accident. It seems that there are times when all of us are in a state of increased susceptibility to having an acci dent without it necessarily being a life-long pattern of behavior. Therefore, the type of personality of the accident involved in dividual, is as wide as the range of our entire population. Of the people seen, only those with submajor injuries were considered. It was found that the employees having accidents were mainly experienced men. It seems that the ounger plant population is helped by the elasticity of youth in dealing with their problems. They also are more attentive to work hazards and still have "open-ears" at safetv meetings. Since no control groups on considerations of hazard exp' ure could be statistically validated, it would be fool ish to attempt to read too much into this. TABLE U Csaptriiins Betweea lnjrr Oraap *<* Plant a* a Whale Arfrnge Age....................................... 45 Average Length ot Service. ..... IS Averag* No. Dispensary Visits per Year (Excluding Injun**i.. t 4 No. Minor Injuries per 100 Person-Tears ..................... 8. No Previous Major and Sub- Major Injuries per 100 Person-Tear* ....................... l.S C3 0.9 From a review- of Table II one might be tempted to hypothesize regarding the number of minor injuries In the Injury group as compared to the whole plant. Ar bous & Herrick.* in their admirable sta tistical study, strongly conclude that "minor accidents do not enable us to make any prediction with relation to major accidents." Many people feel that < nee the accident tram is set in motion, there is no real difference between a major and a minor accident and that the resulting injury* was (he one chance dement in the situation. A mathematical example might demonstrate 'some of the hazards involved in the de ductions obtained from collected statt-tic*. For example, itt studying accidents that result in sub-major injuries (a sub-major can be defined as a type of resultant in jury that renders the person unable to con tinue his regular type of work, and a major injur)* <s one that resuits in loss of time from one's work) it would seem that there are two liabilities to be considered; fa) the liability of the individual to have an accident, and (b) the liability of this event to cause subsequent injury--resulting in its being recorded. It is conceivable that if the injury were not chance determined, the following results may be obtained as il lustrated in Table III, 11 tv*,l National Safety Cougrrts tabu m --R*pf***tta unftUnnuS rrBta without in jury < r >__RrpmfBtJ asploszMd r*ot 1th nbmxtor or motor Injury la tb om of two individuals. til* results wU might t* lagtndwU X hod . *. o. to) *. a. . - l '-ported sub-motor or motor accident. Indlrlduol T hod * !, let t*l * 3 ro ;<unl rub*motor or motor orHdroto. In the records V would obviously be considered more accident prone than X, but this would not be a reflection of bis prone ness to unplanned events (near accidents) since Y Has only 4, whereas X has 8- It would rather be a reflection or the liability oi such event* as he had. to result in in jury. This may well be determined by fac tor* beyond hi* control and the study of Cei's would give little indication of the individual's susceptibility to fe)'s.* Another deterrent factor bearing on Table III is the inability to equate exposure haz ards between the injured group and the plant as a whole. Reiernng back to Table II it can be seen that there is a valid statmicallv significant difference between the average number of dispensary visits per year for the injury group and the rest of the plant. Possibly the people having ininrie* are eTtling their emotional problem* via this r-ute while the plant group U discharging its emotional problem* via ptvehogeme simptomatology. TABLE TV .UnSrit* with DrMtittrtklr prefc*lgte>l Farter* tl Recent Oriip* .Vnbrr Prr Cmt Prvcheloglral problem of recent origin ............ 12 14 1 N'o evidence of emotional disturbin'*........................ 13 M* Subtotal ...................... 2? Xon-asstgttable. multi-party responaiblJlty ... .................... Vot cooperative ......................... 2 tC Total ................................ as Roughly TO per ent of the pavcholnrtratly disturbing facto.* were job-connected. 30 p*r rnt non-job connected. Table TV might on a clinical basis *ubt&nttate my hypothesis. It is, however, a fundamental piece of knowledge that it ,s never possible in any science to prove e hjpexhem. It may be informative and interesting transcribe the notes made after inter- imtins three people who had been in-hed m accident*. Case Sri i a male employee age with two years of tmplcymetit as a driver tor a parcel delivery concern. He sus tained a severe twisting injury' of his right ankle that required the ue of crutches and kept him from regular work for five weeks. The safety bulletin listed the following description. "This injury was sustained during nor mal operating conditions. The weather was clear and cold. The concrete surface was level and dry and free of any foreign body The truck running board was clean and dry, with all door attachments in excellent condition. The injured stated that he looked before stepping down and noticed nothing out of the ordinary." This man w talldng to me said that he realized as he wa getting off the truck he was headed to go around the front of it- Realizing this, it then became necessarv for him to turn to that he would be facing towards the rear and b able to walk around the uack of the truck. The sud den shitting of his body after it had alreadv established the direction in which it was coing resulted in the accident. ' He went on to talk very freely and stated that he was hit by a truck a* a child at about nine years of age and ever since that time he has been afraid to walk in front of any vehicle even to the present moment. Even now if a car or truck is parked at the curb with no one in it. he still will not walk in front of this vehicle but will walk an extra fifty feet if necessary, in order to go behind it. He say* at any time he absolutely cannot avoid walking in front of a truck or car. the picture of his being hit by the heavy truck when he was a youngster still comes to mind. "Several times a year," he continued, "I still have nightmares where I wake up screaming and soaked with sweat, dreaming that the truck was coming down the street and about to run over me again, -MI that ( know is that I still can't get over the fear of walking in front of any car or truck." Case So. - This case (hat I am going to describe, 1* I feel, an interesting one al though it did not actually result in an acci dent in which somebody was hurt, but very nearly did and would have created an ex tremely serious situation had the accident itself actually occcurred. The man m quetion was sent to the plant medical building because of an acutely upset condition follow ing the incident His job is to put an alloy Occupational Health Nursing Section into a chemical process. He has been doing had happened. In addition to tus norma, re this for two years and is a first-class op sentment he had experienced a difficult situaerator. In the past four weeks he has had lion with his wit* when he explained to her a new helper. This helper and he evidently that they were not going out As a matter } were extremely incompatible. He feels that of fact, he stated his wife was "as boiling this man was negligent and had a careless mad as he had ever seen her." While Heal attitude towards his work. The operator ing with these feeling* of extreme resei.*- had spoken with his foreman twice asking ment, the man suffered an injury. for a new helper, giving the above reasons for hU request. He told his foreman that sooner or later uch carelessness would lead to an accident One of the things that can be seen here is that in the cases quoted we have a fairly clear idea of what was going on in an indi vidual's mind just prior to his becoming in Xo action had been taken up until the day in question. The morning of the incident, he was particularly annoyed by his helper. In violation of alt operating rules he dropped his charge of pellets into an agitator follow ing routine procedure except for the very volved in an accident. As to how this might be of any benefit in helping us to prevent ac cidents in the future, several implications can be drawn. First, we should learn all that we possibly can about the tact that such motiva tions exist in an individual. By this I do not serious omission of not checking to make wish to imply that all safety engineers should sure that the agitator was cleared of it* previous charge Fommatety (and m no way could the man know this) the agitator become amateur psychologists but they must at least have some baste idea of the facts of how human behavior and emotions at times happened to be clear at that time If not, a may influence our susceptibility to accidents. violent explosion would have occurred. When To this end safety educational material the man realized what he had done, he began could perhaps be reviewed, to emphasize this o suffer an acute panic reaction and his tact. The advertising industry in the past ten foreman sent him to the medical building. or so year* has been doing a good job in The man was able to pinpoint his thinking ome respects with what is called motivation when talking to me---"1 was so mad with research. Perhaps orienting our safety edu the helper, I knew something would go cation somewhat in that direction might be wrong. I tried to get rid of him but thev fruitful. In our study of accidents we should wouldn't transfer him. I guess the strain try to find out from the people involved was too much for me waiting for him to do how they felt about the accident at that par something wrong so I went ahead and did it ticular time, so that we may leant something myself." .\bout the problems and distraction* that have Case Xo. 3, a 36 year old man with six diverted the individual's attention from the teen years of service fractured a finger safety hazard. By doing this, we may also while working on a machine. This was the get some hints about what things distract man's first recorded accident in all of his and disturb people and also some idea of i years on the plant. He had worked a double how we may be alert to simitar problems shift the previous day. He said he was asked m others. Perhaps with a better understand to do this a few hours before quitting time. ing of the human factors involved in acci He and his wife had made arrangement* to dents, we can make safety education even go out that evening, this of course entailed more effective. the usual difficulties of baby sitters, etc. Al After a recent talk which I gave to a though he very much wanted to say "No" group of safet. men and supervisors, some to supervision's request, he has always been one in the audience asked me a question-- too compliant an individual to be able to voice "What would you do with a man who con his own feelings and therefore, said he tinually and knowingly viotates established would do the extra work. As far as super safety procedures? He insists that he will vision was concerned, their request was rou tine with this man, since he was usually asked first when there was some extra work asailable. The next day the man was think do the job in the way that he desires.'' I gave the question back to the audience for an answer and several members stated--"! would fire him." The man who originally ing about the previous evening and was raised the question sadly said--"I can't, we pretty much `'burnt up inside" about what both work for the Government." iWil Xationat Safety Congress Another interesting licet of liumin beJtavior here is that the employee himself, the individual who sunds most to lose through an accident, is the last one to ac cept the fact that safety is a* much a part of doing his job as any other area ot per formance, Of course, a saie worker will aid management, but openly and directly the sate employee will primarily benefit lumsetf. Be that as it may, and this cannot be too strongly emphasized, we can cer tainly see that there has been a tendency to Ue tolerant towards the continued irre sponsible actions of people involved in acci dents. We also must realize that stronger de mands tor an adult standard ot behavior will be necessary- Our society as a whole must insist on adherence to effective lines or behavior in regards to safety, Certainly it does not make sense to lightly gloss over the irresponsible, the immature, the careless ,vnd negligent individuals who cause acci dents. It is a rather grim propea that the irresponsible actions of people who refuse to follow our rules are yearly causing in creases in our national statistics of people who are killed and injured. It appears that the least we should do is to learn more about the factors leading to people becom ing involved in accidents, so that we can be in a position to work out ways for low ering the trequency at accident* that can be avoided. My feeling is that the tnedtcai profession must assume more responsibilities in de veloping these effective ways to help m accident prevention. Since 1 am firmly con vinced and feel that most of us who deal with ufetv agree that the emotional fac tors are the cause of the greater part of accidents, our approach must become more meaningful and must consider the emotional life of the people concerned m order to effect any changes. REFERENCES; 1) Journal .American Medical .Association, Vat. 163. No. 6, pg, 78--April 20, 1957, 2) Journal American Medical .Association, VoL 167, No. 6, pg. 2i--June 7, 1958. 3) A. G- Arbous & J. E. Merrick. Bio metrics, December 1951. Vol. 7, No 4. "Ac cident Statistics and The Concept of Acci dent Proneness." 4) Vitales, M. S,, Industrial Psychology, W. W. Norton St Co.. N. Y.. 1932. 5) Greenwood, M. and Woods, H. M. "The Incidence of Industrial Accidents With Spe cial Reference to Multiple Accidents." In dustrial Fatigue Research Board Report No. 4, 1919, pg. 28. 6) Fanner, E. and Chambers, E. G. "A Study of Accident Proneness .Among Motor Vehicle Drivers." Industrial Hygiene Re search Board Report No. ?4, 1939. MtattstUml otulMM im> fufey; SbfV P*U. PKD.. gtaetatuticun. Stedicat Otriian, . /. du Pont do Srmoum * Co. 14 Occupational Health Xurstng Section CLINICAL OBSERVATIONS ON THE CUTANEOUS EFFECTS ASSOCIATED WITH CURING EPOXY RESINS Bjr DONALD J. BIRMINGHAM, MJ3. Medical Director, Chief, Dermatology Section Occupational Health, Research 9c Training Facility U. S. Public Health Service, Cincinnati, O. Occupational dermatitis occurring from the manufacture of plastics was observed shortly after the industry began. Phenol, urea, for- mnldehyde, and he: nethylcnetetramine were among the cherr. .Is first used in making ymhetic resins, and they became well-known dermatitis producers. Later, almost everv new plastic, such as styrene, alkyd. melamine, acrylic and polyvinyl, became associated with outbreaks of dcrmatoe m the respective in dustries. About six >ear* aco. the epnxv nr epoxide resin* were introduced to American industry, and smee that time we have had an oppor tunity to observe many cases of contact der matitis due to the handling of these resins and their amine hardeners. This i a prob lem not only tn our industry, but one which 1st* been similarly noted in Great Britain, the Netherlands, and Switzerland, where much of the epoxy development took place. Tlte epoxies have become commonplace in a Urge cross section of United States manu facturing because of their excellent strength, adhesion, chemial resistance, and dielectric properties. They are widely used in electrical equipment manufacture for enclosing trans formers, condensers, and other components; in automobile plants for tool and die cast ings; in painting for surface coatings; in Aircraft and other plant* for adhesive pur pose*. Their versatility points to even greater application. Some epoxy resins are irritant*, or sensi tizers. or both, but the major problem in liandling these materials occur* from the d- or triamine curing agents which are. for the most part, irritants and sensitizers, The workman contacts the epoxy resin and the turdener while mixing the weighed or rec ommended amounts of these basic ingredi ent*. In small plants, several workmen may mux their own batch of resins and hardeners, and thus it becomes difficult to control con tact with the batic ingredients After the r<*in ami hardener have been mixed, the material ran be cast into a mold i>r it can be brushed onto a form. Somelime* the mixture is 'uccessivetv alternated with layer* of Fibcrglas cloth to construct the mold or form. Molding is generally done with roller*, brushes, or similar tools, but on ^'ration it is done by hand. A* a rule, the resin becomes deposited on the tools which are subsequently dipped into acetone or other ketone solvents for cleaning purpose*. At the i.une time, the workman frequently uses the solvent to remove the resin from his *kln. Finally, after the molding or casting has hcen done, the laminate* arc tooted The epoxy-Fiberglas structure mav he *anded, drilled, sawed, md painted, In these successive operations, several haz ards, occurs, namely: 1. Mixing the resin with the hardener, wherein contact mav be made with the basic component* or their vapors. 2. Molding: Some workers mold the ma terial while wearing gloves; others use no protection whatsoever. Rarely are the face and neck protected. 3 Folvent*: Cleansing the tools in sol vent* and at the *ame time removing the resin from the gloves or the skin constitutes * distinct hazard. The restn tends to concen trate in the solvent container, and a workman washing resin from Hi* skin in this fahion unwittingly deposits a film of resin upon the skin. 4. Tooting i Grinding, drilling, or sanding the east or molded laminates creates a haz ard of contact w*ith minute spicules of Fiberglas. A mechanical dermatitis can occur when slugs of glass become imbedded in the exposed surfaces of the skin. This is not an allergic dermatitis; it is simply a foreignbody reaction giving rise to irritation, itch ing, scratching, and. frequently, secondary infection. In Great Britain, it ha* been sng- 1961 National Safety Congress Rested that the tooling operations may also depotymerize the resin, in which instance, the workmen would be contacting resin de composition products largely of unknown composition. Many of the uncured epoxy resins can be handled without ill effect, but those of the tower molecular weights have irritant prop erties. On the other hand, almost all of the amines are irritants and sometimes sensi tizers. Their high pH HJ-14) damages the keratin or at least severely weakens this protective layer of the kin. At the *ame time, surface lipid Is readily removed Fur ther insult occurs from contact with the ketones. The additional alkaline effect of mo<t industrial cleansers, along with the amines and solvents, leads to marked redness and dryness of the skin, A dermatosis of varying degree usually results. There have been complaints that contact with the fumes has caused not only a dermatitis of the face, eyelids, and neck, but alo asthmatic symp tom* from hreathlng the amine-contaminated air. Several years ago. Demehl reported this problem among men working with amine*. From the eae histories collected during numerous surveys involving the<e operation* ..nd from reviewing the experience of others in Europe, it is evident that the major cutaneous effects are produced by contact with the liquid iage of the low molecular weight resins, or the hardener, nr with a mixture of these before polymerization or curing is complete. As a general rule, the completely polymerized product is inert upon the skin. The onset of dermaiiu* eencratlv occurs within three weeks from the beginning of employment, but it may be seen earlier in workmen already sensitized or among those who are careless in handling the mixtures, Most of the workmen continue to work by using protective devices, but some who have l-tcome highly allergic must change employ ment. \Yc have concluded that the best method of controlling dermatitis from epoxy resins ts to introduce the best preventive practices po*ible. Outbreaks of dermatitis can be averted by following a few basic rules: (a) thorough education of management, super visors, and workmen about the hazards; (6) adequate ventilation to control the Fibergtas larttculates and the epoxy dusts and vapors; {<) persona! cleanliness through appropriate industrial cleansers, protective clothing, and. where needed, protective creams. To elab orate further, the following recommenda tions have been found to be reasonably ef fective : 1. All supervisors and workmen should be instructed thoroughly about the hazards of these operations and the importance of avoiding contact. 2. The mixing, molding, curing, and tool ing of the resins should be done in an iso lated area of the plant, to avoid contamina tion of other areas and employee*. 3. Batch mixing of the resin and hardener <hould be done under a ventilated hood to control the escape of vapors Only a few worker* should be permitted to dr the hatch mixing. 4. During moldinc operation* km c- ntact ran be avoided by wearing protective steeve* and rr.non*lined rubber clove*. Clean uni form* should be fumihed and chanced each day if necessary. 5. Acetone or related solvents are not to be ued to cleanse the $ldn, 6. Tables, machinery, tools, floors, walls, and windows must be kept free of the Fiberglas spicules and resinous dusts. The tables can be kept clean by urine disposable heavy paper. 7 Otan-up rags hcuJd be rrp!a,-ed by dipo*abfc paper towel*. fl. Grinding, sawing, drilline. o- pnhshmg the molded laminates should be done under ventilated hoods which remove all dusts from the breathmc area and minimi?* the problem of skin contact 9, Accidental spills of the resin ft rara!y*t -hculd be washed from the site* contacted as -(on a* possible hv using mild soaps in warm water dispensed at conveniently lo cated wash stations. 10. Neutral or acid soaps should be u*ed in preference to alkaline, powdered, or abrasive cleansing agents. It, Water-soluble skin-protective gels which are neutral in their pH provide some help in protecting against the action of the `olvents. To summarize, after the introduction of epoxy resins into American industry, a large number of cases of contact dermatitis have occurred. Many of the basic epoxy resins 16 Occupational Health Cursing bectian can be handled without offending tin? skin, but most of the amines used as hardeners have an irritant or sensitizing effect. It is possible (o avert contact dermatitis while working with epoxy resins b> educating management, supervisory personnel, and the workmen about the hazards associated with these materials: by introducing vapor and dust control measures, and by employing per sonal protective devices, notably protective gloves and adequate vv ashing facilities and cleansing agents. REFEmcZS . l. Bourn*. D. 8.: Epoxy ft*iUt Dermatitis. Practitioner 1?9:S7-T2 (July) 1967. 2. D*rnhl, C- U.: Clinical Experiences with 7. Morris. O, B.; Epoxy p.*ms Their Uses and Chemical and Dermatoloclcal Aspects, A. M, A. Arch, Dennat. 7;757-7SX (Dec.) 1967. 3. Grandjean. E.; The Danger of Derma toses Due to Cold-Setting Ethoxylin* Ruins |Bpo*td*3Rlns. Brit. J, loduat Med. 14;1 4. Harris, D. K.: Health Problems In the SXanu/icUir* and fs* of PlasUea. Bnt J. Induet. M*d. 10:063-244 (Oct.) 11 . b ifei-'e! E B., and Mitchell. J, H.: CuUneous Reaction to Fibers!**, ladust. Med. W-44T-366 i Dec.} 19i7. < Malten. K E., Professional Ecsezoa In Worhlne-Lp Materials, in Particular Those r>erir*d from Unsatursted Polyester ft-sln* ttii E,llIvlln* Hejtn*. Thesis. Amsterdam. , SaTltC L. e.; Contact DermaUU# En countered In Ui* Production of Epoxy Hums, A. Arch. Dei-mat. ft 212-213 (r*b.) 9. EpkL.orhydrin (April 1. 19&II: Physioorlcal Properties, ol Boon Restns (Sept., 19*4): The IrnUtlor and denstUtlng Propertlos of Epon Curing Arenta (Sept.. 1967>. Industrial Hygiene Bulletins. New Torir, Shell Chemical Corporation. 10. Unpublished dermatological lavestigauona. Occupational Health yield Headquar ters. U. S. Public Health Service, U, Wilson. R. H., and McCormick, W. E. . Isstlcs' The Toxicol'----- * ** ** Indunt. Md. M .491-1 ENGINEERING CONTROL OF PLASTIC MATERIALS By GEORGE . TUBICH District Eng.. Michigan State Health Dept. Lansing, Mich. IMa-t:-,--, m on* inrm or another, now have become an integral part of our way of living, from (he plastic-cased clock which wakes us up in the morning to the ptastie t^oth brush we use when we go to bed. The growth of the plastic industry has been phenomenal; so much so, in fack that vir tually every industry has been affected by the unique properties of these man-made materials, and the future appears limit less. New* machines and materials are bring developed every day by our engineers and scientists. At the June. 1961, plastic show if was commented that if the industry con tinue* to increase over the next 2ft year* as it has in the 2ft years since the last show, it wilt be possible to look forward to countless new products and new uses for plastics which are not even dreamed of today. A great deal of time and effort hu been given to some of the relatively new* plas ties such as toluene diisoeyanates, epoxies, polystyrene-fiberglass, and deinn, The new materials, however, are not receiving all of the attention. Hew uses of the tong de veloped plastics such as phenol and ureaformaldehyde, furfuryl and polyvinyl chlo ride attach new significance to these materials. Both the new and old compounds have important uses and are of importance to industrial health in tenta* of health haz ards. Numerous papers have been written about the ability of plastic materials to produce dermatitis along with recommended meth ods of alleviating the problem, therefore this discussion will cover the other potentially hazardous characteristics of plastics. When the tprm plastic or a given plastic is men tioned the engineering control measures for stabilizers, catalysts, fillers, hardeners, part ing materials and similar compounds are also taken into consideration. 17 1961 Xational Safety C ongrtu Toxicology of Synthetic Resins No discussion of these properties is com* plete without reference to the excellent compilations by Wilson and McCormick.* flic iiillrmintt -nmmarv i- pr>>vidid tor ctrttiemeficc and i*> quoted from the above reference. The original text should be conulteil for complete details. <tcryt(e ffeema. Methyl methacrylate \*vrs have tom* systemic effects on the brain cor tex and on the blood pressure, resuitimc in lowering. The acrylic resins themselves ap pear to be substances which can be used succrsstully aa bone replacements, artificial ryn. and other prosthetic appliances When Slaced in certain regions of the human body. owever. they should be kept under observa tion because tumor formation, tissue reaction. ,uid sepsis have been reported Alkyd Htsm, The atkyd resin* are capable of causing occasional mild cases of dermatitis. Amino fVrea end Veiaminey Resina. The amino resins (urea and melamine) can in certain combinations, particularly melamine formaldehyde compounds, pyroiyxe into hy drogen cyanide and carbon monoxide. Ureaformaldehyde-ethylene glycol resins can safely be used ss food-wrapping material. The aminoplaata may be very' toxic- Dermatitis has resulted in workers handling these resms. Cellulose Plastic UatermU Cellulose plas tics can be used safety externally, They only rarely produce dermatitis. Internal use may be hazardous. There Is some occupational risk in the manufacture of cellulose acetate. Coumarone-/nde* Resins. A relatively nontoxic variety of reains. The hypersensitive parses can acquire a dermatitis from han dling these materials. Rpoxttt. The epoxy resins are relatively inert chemically and are resistant to heaL Severe skin Irritation can occur m their manufacture and use They must be handled with care. The curing acenta with the** resins appear to be the primary cause of the -Km irrttsMt affects. fluorocarbons. The fluorocarbons are ex tremely resistant to corrosive agents and sol vents. The end-products are inert and nontoxic, but toxic decomposition products may be produced- Inhalation of Teflon dust may cause oa effect resembling "metal-fume fe ver" Irritation of the mucous membrane* and pulmonary edema can occur from in haling the decomposition products. .Vyfon, Nylon la a perfectly safe material. The fashionable women of the world have proved this by wearing nylon hose, in spit* -f its widespread use. only occasional oases <.f proved contact dermatitis have been re ported. Nylon can be implanted in the human body with little or no tissue reaction. f*henoHe Retint. The phenolics as finished Inminates are Inert and nontoxir They can be used safely as external prosthetic appli ances, Many workers exposed to these resins during manufacturing processes have devel oped sever* dermatoses. PolyethuUne. Polyethylene Is a perfectly safe, nontoxie. inert material- It can be used as a surgical repair material both in and out of the body. Occasional tissue reaction can occur, probably only in the sensitive per son. Polyester Result. The polyester resins axe relatively inert, nontoxie materials. Virtually no one appears to be allergic to them. SUieones. The silicones are practically phys iologically inert and nootoxic. They nay cause a transitory conjuctivai irritation when introduced into *-- -- --------- -*-- age. Silicones mating. Polvttvrtne. Polystyrene presents no health hazard from oral togesuon or akin contact, being inert and nontoxie. In Its manufsiture some hazards are encountered, especially from ethylbenzene. Dermatitis can occur. Vinyl Remit. The vinyl resins are used for a variety of purposes. Polyvinyl pyrrolidone iPVPi is nontoxic and can be used In the human body. Poiyvmyi chloride iPVC) has been stored with little reaction in the chest raviiy. Some slight skin irritations have been observed in worker* manufacturing PVC. Polvurethanet. The polyurethanes are a rel atively new ^tass of polymers. The finished polymers are inert chemically and present no toxic hazards During manufacture sever* industrial health hazards occur because of the use of isocyanates. These compounds caa be lethal and la small amounts are very ir ritating to muroua membranes, producing an asthmatic type effect. Great car* must be taken In their use. Close medical supervision of workmen is desirable." Case Histories Ep.\> resins are truly wonder materials and an answer to the plastic technologists' and product designers' dreams because of their excellent range oi properties and appli cations, Epoxy fabrication procedures in cluding resin application by brush or spray, compounding and finishing, all require venti lation control. Any attempt to make a com plete list of the applications ot this versa tile resin is futile because oi new uses listed almost daily. However, a few- are mentioned here to show its wide range and point out some problem areas. One of its major uses is in coojunction with fiberglass. The fiberglass can be used as a cloth or mat, or in specially designed spray guns that shred or chop the gla&S filaments and apply the resin simultaneously. In cither ot these applications good ventila tion is required to control the solvent vapor and irritating effect of the fiberglass. Con trol measures are required at the mixing ot the resin, and at the spraying, brush or roller application to reduee the amount of contaminant in the worker's breathing zone. Upon curing of the product certain sec ondary operations of sawing, milling, grind ing, and sanding may be required. Since these operations generate heat it is believed lhat vapor can be regenerated and set up IS Occupational Health Xursing Section new exposures. Similarly, these o|*eraaun* to reduce the stjrene concentration to a > produce du<t. The literature indicates that safe limit is easilv made. ( fiberglass dust upon inhalation, has little In both the epoxy and polyester rens I ii znv effect. However, some at the fillers the mixing, handling and storage oi the ,ucii as silica Hour or lead can produce catalyst should be done with care to avoid disabling effects and therefore require ven fire and explosions. Aa example is methyl tilation. ethyl ketone peroxide which is a strong An example ot regeneration and dust is oxidizing agent, and therefore should be cited by Joyner* who reports an episode stored carefully to guard against spontane- in which six laborers developed upper re ous combustion when this material comes spiratory irritation from inhaling emanated in contact with organic substances. The dust and/or vapor during destructive re mixing of benzol peroxide and tricresyl moval at epoxy resui-concrete- Secondary phosphate with a wooden paddle resulted in infection incurred in three oi the patient*. an explosion that severely burned an em A mild nephrotoxic action was thought to ployee about the face and arms. Since this be observed in all six patients. The offend operation was previously carried out many ing agent was not conclusively identified times in the same manner without dire but is thought to have been xylene, amine consequences, it was ielt that the paddtc <alts, or other unknown resin decomposition was contaminated by some such material | products. as cobalt napthenate. Other uses of epoxy arc tn paints and require the conventional ventilation provided Polyurethanes, at tiie present time, are finding the widest use m the form of loom. ior any spray painting operation; an ad Foams are made by metering and mixing hesive tor tile and terrazao flooring rc- the correct amount ot toluen- dnsocyanate ! quires general ventilation tor solvent vapor (TDI) and other required mg .dients. The control; solvent vapor control is also needed mixture is deposited in a mold, allowed to 1 .it operations e: encapsulation of electrical foam, ;ell and partially cure The foam may | and electronic components in the resin, and be stripped from the mold within a short I in automobile tody repair shops. In an in- time and then is allowed to cure fully at i stance where adequate ventilation is not room temperature cr at elevated tempera or cannot b easily provided. pcronne! pro tective equipment approved by the U. S. tures in an oven Toluene ditsocyanate can be given off during the mixing, foaming Bureau of Mines for solvent vapor or dust should be provided. and curing procedure or at any stage before being consumed by the chemical reaction. During these steps the TDI liberated can The polyester resin utilizes stjrene to dissolve the resin and facilitate mixing and be irritating io the skin, eyes, and respira tory tract which can cause, m -orsie people, application. Many of the problems and con an asthmatic reaction. This contaminant trols mentioned for epoxy resins are equally tan be controlled by providing ventilation applicable to this resin and rice versa. Ap at the various steps involved. plication of the resin to fiberglass cloth re quires ventilation. Adequate facilities should be provided for decontamination of work areas in case , In some instances the scope and extent of accidental spills ot TDI. These should of these operations may present problems with respect to providing local exhaust ven tilation. In these cases dilution ventilation include adequate floor drainage, hoses, mops, ;uid buckets. An adequate supply of decontaminanu consisting oi aqueous 5 per cent -should be considered. The following example ammonia containing 10 per cent isopropyl is of design value when the observed con alcohol or a water solution ot sodium ditions are considered. carbonate should be kept on hand. An oil In a process of room curing *t 76* F. absorbent can be used since it is helpful in and curing time of one hour, the solvent loss of styrene is five grams per square foot at surface area per hours, (5 gr/sq,ft./hr). When these factors are taken into consider drying up the spill. The contaminated ab sorbent then must be removed quickly to a ventilated location and/or treated with one of the decontaminating solutions. ation. the calculation of the amount of Polyvinyl chloride mixed with powdered solvent liberated and exhaust air required lead creates a serious health hazard. Con- 19 National Safety Congress trul fur this > achieved by providing ex haust ventilation ai the blender and provid ing the operator with an air supplied helmet. Good housekeeping was also instituted to remove accumulated dust deposits. Delrin acetal resin liberates decomposi tion products largely consisting ot formal dehyde when above normal operating temperatures are encountered in injection molding and extrusion work. Should exces sive temperatures be encountered the heat should be turned off, injection pressure reduced, and the overheated melt allowed to drop in a bucket ot water. This proce dure cools the cylinder and reduces the amount of fume. The area should be cleared until some means of ventilation has removed the contaminants. Phenol and urea-formaldehydes have been the stand-bys of the plastic industry. New formulations and uses arc continually being Introduced. Plastic problems are generally not encountered in foundries; however, these materials are now integral parts of foundry operations. Sand is mixed with 3-6 per cent of an alcohol wilution ot phenol formaldehyde in a tnullcr. Heated air is passed into the mulfer to drive off the alcohol and deposit the resin on the sand particle. This result* in a serious explosion hazard. The applica tion or exhaust ventilation, 4-3 times over normal requirements, reduces this hazard. The resin coated sand is transferred to the molding machine and here irritating amounts of phenol, ammonia, and aldehydes are liberated. Ventilation controls these ir ritating gases. During pouring of these mold* significant amounts of carbon mon oxide and the above-mentioned irritating gases are given off. Ventilation is required to control these gases. Urea-formaldehyde modified with furfury] alcohol is used as a new core binder. The mixing and molding operations release formaldehyde and require ventilation. Plastic coating of metal part* is a rela tively new development. The metal part is heated to ihe required temperature and lipped into a tank ot' plastic powder which fuses to the heated metal part. Almost any pure resin or mixture of resin, plasddiers and stabilizer* are involved. The literature i* fragmentary on the health problems of plastic dust. A case is cited of irritation to the upper respiratory systen from poly merized polyvinyl chloride dust. Ventilation is provided for the plastic coating operation to recover the fine powder because of its high cost and to improve housekeeping. This also aids in alleviating (he dust explosion problem which is com mon to many fine plastic powders. Thermal Pecomposituyn of Plasties Feats are frequently expressed that plas tic* involved in fires will yield combustion product* which ate more toxic than those usually occurring with wood or other com mon combustible materials. Some oi these fears arc based oo cases reported a* follows: (Jpoo exposing "teflon'* to temperatures over 430* F. tr.e decompouion products cause a temporary fiu-like condition referred to a* "polymer ium fever ". A fire at a plant handling epoxy resms resulted in two employees bong hospitalized for two weeks. It was theorized that the disability may have been due to decomposition product* of epoxy resins. It has been previously mentioned that expo sure to epoxy concrete dust has produced ill effects. A report from England1 in dicates some of the decomposition products may include depolymenzed resin, fret amines, and other intermediates. A review' of the published literature shows that, m a majority of arc*, the principal toxic combustion product is carbon monoxide, and hough other lethal gases might also be present, the volume of carbon monoxide would be so much greater that it would constitute the major hazard. A hazard certainly exists when plasties are involved in fires and fears of additional gases involved must not be minimized nor obscure the realization of the hazards of carbon monoxide. It also point* to the real conclusion of the need for further study of pyrolysis and/or combustion product* to determine the effect of specific con taminants, combination oi decomposition products, and brief exposure to high con centration*. Flammable Liquids The use of flammable liquid* in plastic processing and fabrication plant* ha* rapidly increased in recent years and constitutes nne of the major health and fire hazards A) (h'eufationai Health Nursing Seeiion m plastic plants. The commonplace use of many flammable liquids has caused some operators to discard the health and safeij aspects of the problem and to become complacent. This has resulted in an everincreasing number of harmiul solvent ex posures and fires with consequent loss ot tire and property. Mot all flammable liquids vaporize at the ume rate nor is the same proportion of air required for ignition and burning of the vapor-air mixture. These characteristics and others are used to determine the degree of hazard of flammable liquids. Some of the pv*re important (actors which are taken mti> consideration include flash point, igni tion temperature. explosion range, vapor density, solubility in water, toxicity, specific gravity and diffusion. Flash Point, The lowest temperature .it winch u flammable liquid give* off vapor* in sufficient quantity to form a flammable mixture of vapor and air immediately above the liquid surface is termed a `flash point.* Explosive Range. Vapors of flammable liquids bum or explode when the propor tions of vajur* and air are within certain limits. There is a lower and an upper ex plosive limit for each liquid. The vapor-air mixtures that He between these two limit* is railed the explosive range. Ignition Temperature. Ignition tempera ture i* tlte minimum temperature required t'> initiate or cause sustained combustion. Fapar Density. Vapors of almost all sol vent* are Heavier titan air and they may flow long distances along the ground to a point of ignition and then flash back. The relative weight of a vapor as compared to that of an equivalent volume of air i* termed vapor density. The heavier vapors tend to resist dispersion and remain in the low Spot*. Solubility in Water. The water solubility of a flammable liquid is an important fac tor in selecting a good fire extinguishing system. Certain foam extinguishing agents Ate effective on petroleum fires, but ineffec tive against alcohols and water soluble -olvcnts. Special alcohol resistant foams arc available for these materials. roxicity. The vapors of most flammable liquids are harmtul if breathed in quantity for an extended time. Certain of these material* break down in fires to form toxic and irritating products of combustion which impede the work of firemen and make ex tinguishment more difficult. Specific Gravity. The specific gravity of a liquid is a ratio of the weicht of a given vlumc of the material to the weight of an equal volume ot water. Most flammable liquids are lighter than water and will float f not soluble m the water. If burning, a fire will spread. Diffusion. The vapors of flammable liq uids tend to diffuse in air in the same way that a drop oi mk tn a glass o! water dif fuse* through the water <o that it all ber>um-* colored. The lighter vapors will di!Tue faster limn the heavier. t'ntrol Measures 1 Engineering The *ubianccs used m the formulation, mixing, lay-up, and curing of resin fabrications present serious haz ards to health and plant operation. The locations for these operations should be ventilated to cxhatM dangerous vapors from the working atmosphere and discharge them far enough away tr**m the building of origin to prevent their contaminating the fresh air intake. because of (he dermatitis possibilities, every precaution must be taken to prevent -pills and drips. Disposable paper, replaced as needed, should be used to cover bench uid floor surfaces likely to hccome con taminated. Meticulous plant care and constant em ployee supervision timuld be maintained ti. tntard against the two chief dangers in plant operations: 1. Skin contact with the reactant*. 2. Exposure to their vapors and dtut. R. Personal Protective Equipment. To prevent personal contact, the following items should be used by employees for the exposures indicated: 1. Full face shields, f>r prercnvbly, gatight chemical safety goggles and organic fume and vapor respirator*, to protect the eyes and face These are specially neces sary for employees working with caustic umine curing agents that are toxic and volatile, such as tricthylene tetramine. 2. Gloves (rubber or plastic) -- to be worn whenever skin contact with the resins or their fabricating or curing agents is 21 1961 National Safety Congress likely. When *o1ed. the gloves should be discarded, or washed in acetone or meh>| ethyl ketone floxic volatile and flammable) followed b> soap and water. They should never be removed from their place of use without being cloned, or placed where un authorized people may handle them. 3. Protective clothing -- coverall* and plastic aprons and decicicts, to protect em ployees repeatedly or continuously working in contaminated areas. Coveralls should be changed at lost twice weekly, or whenever so contaminated that irritating substances ire likely to contact a worker's skin. 1. Protective creams--oi a suitable type, to be u*ed hy iIk< *ubiecl to occasional md unpredictable contamination. I' Placement of H'orkerj, Toxic sub.taners affect tome individuals more than others. Susceptible workers are often inlured by concentration* eaily tolerated by ;ltc average person. At the hypersensitive <annot be identified until symptoms develop, ill employees hould follow the safety precautions outlined. The dermatitis result ing from the uncured resins and their modifiers may sensitize the individual, mak ing him more susceptible to dermatitis. Such employees should be removed from the ex posure until they have completely recovered from this rendition. Subsequent contact with the causative ub*tance should be limited to what can be tolerated without ,s recurrence. Hypersensitive individuals diould be removed from the exposure. / Training and Education of IVothers. Much of the -uree<$ of protecting workers engaged m resin formulation depends on their knowledge and understanding of the hazard* involved. The following points houll be especially emphasized: 1. A continuous flow of fresh air sltould be maintained in work room*. 2. Worker* `hould keep themselves and thetr equipment dean. 3. Mild soap, or a skin detergent, and water should be used for washing. Organic vdvent*. such as acetone or other ketones, alcohols, benzene, gasoline, kerosene, and toluene, should be avoided, as they are more or less toxic, and may increase susceptibility to dermatitis by removing skin fat* and moisture. If they have been u*cd previously for cleaning equipment and w thus contain dissolved epoxy resins or their curing agents, there is even greater danger of dermatitis and sensitivity toward it due to the fine film of resin which such con taminated soiimts spread over the skui area. 4. Skin roughness and dryness sltould be corrected by the use of satisfactory oint ments. i. Open cuts, abrasions, or skin areas already irritated (as from fiberglass "mediarural itch") should be kept from contacting any of the materials already mentioned as likely to cause irritation. 6 Fingernails should be kept short and clean. 7, JlarvK especially if contaminated with the irritating substances referred to, should be kept away from the face and other pan* of the body. &. Suitable rubber or plastic gloves should be used. *, Irritating substances should be washed off gloves while they are still os the hands, the wash water being kept from touching the hands. 10. Talcum powder or, for those allergic thereto, baby or cornstarch powder, should be used on the hand* to facilitate putting on and taking off the gloves, and to allevi ate the irritation of excessive perspiration under 'he gloves. People allergic to the gloves can wear light comet glove* under neath. 11. Powder and gloves should be kept on dean paper, changed at least once every dii ft to prevent contamination. 12 A minimum of protective clothing, such as coveralls and plastic aprons and sleeves, should be worn to prevent heat rash while nevertheless providing adequate pro tection- 13. Showers should be taken before clanging to street clothing. 14. Any sanding or grinding operations producing resin dust should be well ex hausted. All employees sltould understand that anyone can develop dermatitis and that everyone should follow these precautions. Each should understand that once he de velop* a sldn rash, he is more likely to get it again. Each operator slioutd take special care to prevent others from developing Occupational Health Nursing Section dermatitis because of contact with plant equipment, hand rails, door knobs, valves and switches that he ha* been too careless to keep dean. i'ertonai deadline** is a prime requisite t.r *1! employed m the curing and fabrica*kjh uf resins. Thev -honlcj make every t,Rort to: 1. Avoid direct contact with the uncured rcMn* or their curing agents. 2. Remove them as quickly possible from any skin or body part contacted. 1 Leave no possible sources oi contami nation for others. E. .Storage The solvents and curing agent* are volatile, flammable liquids and should be handled with the following pre cautions: t. They should be stored and handled in safety can*, approved by Underwriters' laboratories, 2 The area where they are used should be cook well ventilated, xutd isolated from open flame?., oxidizing agents, and other fire luzards, 3. A flammable-gas indicator or explostmeter should be employed ir,r checking questionable air concentrations. 4 \ sign reading: "DANGER--FIRE HAZARD. FLAMMABLE SOLVENTS". -IkxjIJ br prominently displayed. ?. Approved fire extinguishers should be readily available to fight fires. P. Pint .lid. Facilities lor immediate care of any accidental skin or eye contact sltould be readily available. The following measures are suggested: 1. Eye contamination--The eye should be immediately washed with copious quantities uf clean water tor ten minutes. All cases should be referred to a physktan im mediately. 2 Skm contact -- Affected area.1, should be cleaned ihoruughly with soap and water. Fresh acetone or methyl ethyl ketone may be used only if necessary, and then in small amounts, as these are (oxic and flammable, as noted under Personal Protective Equip ment Solvents used previously to clean toots or equipment should not be applied to the skin. Clothing wetted from spilled sol vent* or curing agents should be replaced immediately. If the affected person is not sensitive to ethyl alcohol, a light applica tion oi it may give relief. U. I Paste Disposal. Every care should be taken to keep all contaminated gloves and clothing, waste paper, rags, etc in special isolated plant areas reserved lor that purpose, with every previously indicated precaution being taken fur storage and handling. Contaminated clothing, equipment or waste should not be permitted to come into contact with such items as handrails, door knobs, valves and twitches that em ployee* are likely to touch with the bare hands. All materials contaminated with un cured resins or their curing or processing agents, that are to be discarded, should be di'poed of as quickly as possible. REFERENCES I WiUon. R. H, and McCormick. W, fc, "The Toxicology of Synethetic Resins," AH a Archu-e* o/ Ind. Uettl%, June mo. 21:S3*-M5 Concrete Dust", dr. of Oec. Mad.. April IMt, 3 .211*214 3 Bourne, L. B, *t ai. "Health Problem* >i Epoxy Resins and Amine-curing Agents", Br,t. it. o/ ind. Ned., April J55J. 16;Sl-37 4. Zapp. John A. "Hazards of Isocyanates in Polyurethane Foam Plastic Production," ASIA Archives of Ind. UtaltS. April 1*47, 15:234-330 j. Watson. H. A. et at "Thermal Decom position Products and Bunting Characteris tics of Some Synthetic Low-Density Cellular Materials . V, 3, Dept, of the Intenor Bureau of Utnss tteport at Investigations ,T71. C, *,, 1S51 . > Coleman. XL H. and Thomas, C. H_ "The Products of Combustion of Chlorinated Plas tics , Jr. AppL Cham., 1954. 4:379-383 7. Scbrieshetm, A. "Method for the Con trolled Burning of Combustible Materials and Analysis of the Combustion Cases", Jr. Res. Sat. Bur. Stand., 193*. 37:915-215 5. Berger, L. B, el al, "Toxicity and Flame-Resistance of Thermosetting Plastics", V. 3, Dept, of the Interior Bureau of Mines Report of Investigation* tlSf. a. 3., 1*47 V Snell. F. D. "Melamine Exonera.:d by T*ta Conducted Before N. . Chiefs", Fire Sngng., 1546, Fire. 1948, 39:14- IS 10. McCormick. W, E. "Toxicology of Synthetic Resins", Ind. Ned. and 3ur,, Nov. 1965, 34:el-4N 23 CONTENTS PETROLEUM SESSIONS The Man Most Likely ........... . . . Mo* E. Siantbury 5 The Medical-Industrial Hygiene-Safety Team in Industry .............. .. Ltmutl C, McGee, M.D. ID The Consuming Danger of Assuming X/ovi Earhart 13 Employer--Insurance Carrier Cooperation in Accident Prevention .. R, C, Corson 18 Data Processing of Accident Records.... .................... . W, Miits 21 Data Processing of Accident Records Pone/ 23 Gauging Foreman Effort E, M. McCiacktn, Ji. 24 The Personal Factor in Accident Prevention. Howard C. Klopp 27 Officers of the Petroleum Section, 1961-62 29 Other Volumes of 1961 Nation*! Safety Congress Transactions . 8*ck Cover i tW.1 Xctwn^t Siftty Congrtss THE MAN MOST LIKELY . . . By MAX E. STANSBURY Dir., Labor Relations Div., Continental Pipe Line Co., Houston, Tex. Every once in a while I am forced to give up time when f might be shooting pool to attend a meeting and listen to a so-called '`message'' from some speaker or other. When 1 make that sacrifice, i like to think that the speaker knows what he is talking about On the assumption that you would feel the same way about it, when I was asked to talk to you, I started casting about for a subject on which I could appear qualified to speak. A quick review t my personal history' gave me the answer. I used to be in the land department of my company and lasted only about five years. Then i was in the legal department tor about three years. Currently, l*m having my troubles in the industrial relations de partment. Having thus been tried and found wanting in three high fields of endeavor, t feel that I can qualify as an expert on the subject of how to be a failure. 1 am even willing to put my neck out a tittle bit and attempt to tell you how to be an outstanding failure as distinguished from the ordinary or run-of-the-mill failure. The reason there are so few truly colos sal failures is that many of the persons striving toward the goal tack concentration and direction. They are tike the famous Leacock character who leaped into the sad dle and galloped off in all directions. The man who succeeds as a complete failure will choose the road that best suits bis type ind will steadily canter toward that goal. f have picked out five excellent routes to outstanding failure and have named them after streets and highways. They are the "Toll Road," the "Corduroy Road," the "Freeway," the `Dead End Street," and the "High Road." Any one of them offers op portunity for the man who wants to really make a mark in the failure field. One of the most scenic routes to failure we will characterize as the Toll Road." In this group you will have men-of-disunction for company. This is where you will find the boy-wonder presidents, the iit<teoric-nse veeps, the ball-of-fire geniuses in most any line, N'ow it will take you longer if you choose the "Toll Road" because you firt must be a success before you can fail. In my school of thought, success, com pared with failure, is easy to achieve since every psychologist, conference leader, and after-dinner speaker Is full of foolproof ad vice on how to climb the ladder of success. So by following all this advice on human relations, you will undoubtedly be a great success in a relatively short time. Having done so, you then proceed to throw it away in a mental, physical, or emotional break down. Gone are the dais when an ordinary ulcer or a cardiac condition could qualify you as a "Toll Road" failure Modem medicine patches you up, and within a few short months you are back on the job You have to do better than just ulcers or a mere heart attack in this modem age if you are to be acclaimed as a faiture I uggest a complete nervous breakdown. Suppose everyone recognizes you as an able fellow, doing an excellent job, That makes it pretty tough to be a failure. But under the Stansbury System, >ou'rc not hopelessly doomed to a life of success. In those circumstances it is a good idea to begin thinking of yourself as indispensable and infallible. Skip lunch. You are loo btuy to cat, Fill your briefcase, your de>k, and your mind with reams of work details. Refuse to allocate any work to assistants or subordinates, They can't do U right any way! Let yourself be a little imtTed because the committee adopts Bill's suggestion rather than yours. Let yourself be envious because it's at Dick's desk that the big boss usually stops for a bit of chit-chat when he is visiting the salt mines. Hate or envy, for any reason, can really use up a lot of emotional energy. And with your efforts devoted to hate and envy, you will be well on the way toward an emotional blowup that wtU take you out of the picture. 5 V` <! \ iili-iiuit i It will help if sou will develop a thin ikin and ttke everything personally. Learn to feel that every departmental instruction ind every company bulletin is actually di rected right at and against you. You an reach the point where if one of your . ompany's brass hats says "Good morning" i sou as jou enter the plant, you can .{id the rest of the day fretting about u hether he meant tomething by that remark. With only a little effort you can read lights into aetions or remarks where no -lights were meant. These >ou can nurse into really important cases of self-pity--to itch an extent that you an become a hypo.hondriac always in search of a cure for an tntamnary illncs. One of the most helpful devices in your struggle upward in the failure field is to run irorn making decisions. If you really put jour mind to it. you can reach a situa tion where >ou can never finish any task because you are bury rationalizing, posi reserved tor the rough, tough, he-man type If you are ill-mannered, talk too loud and too long, the "Corduroy Road" is the one for you. It is a rugged road and requires constant affirmative action. You must drop any cul tural qualities that you have A liking for music, literature, an--that stuff's for sissies, For vou, the three B`s are beef, brawn, and booze. Any attempt to engage you in conversation about anything except sports -^>r maybe women--brings from you noth ing but derision. Jn voicing your opinions, jou will be very decided and positive in your views. You are required to take it as a personal affront if anyone suggests views contrary to yours. In that case, you can disagree. ?ood and loud, perhaps making a few re flections on the other man's intelligence or motives. This is a particularly handy approach to use on people you have just met. Right tioning, seeking, and fussing to find the perfect solution. Keep your finger on every tiny detail. Insist on personally handling everything that comes along so that you van overload your brain with unnecessary away they can mark you down a nun they want nothing iunher to do with, and you are therefore well along the "Corduroy Road" to failure, unhandicapped by any new friends. *1iinuli, One ot your biggest assets in your travel Then, u- -on of an over-all campaign, ,.rt any job or project you undertake, set ji.tir sight* so high that you can't hope 'r lull accomplishment. Using this method, i-ven though you have done a pretty good iol>. -.'U are left with dissatisfaction and frustration which gnaw on your nerves and emotions. Another advantage is that you along the "Corduroy Road" to failure is to be a heavy drinker, but beware of this course if all you do is slide under the able. \i a result of your drinking, be bellicose ,ind antagonistic The happy drunk, the weep ing drunk, people wilt tolerate even for give. But the drunk who wades in there swinging has marked himself as * first- cun waste a great deal of lime in self-pity and self-condemnation, and you won't have time to go out and accomplish another pretty good job that satisfies everyone but dass lied that no one wants around Drunk or sober, be quick to anger. Fre quent violent outbursts of temper are valu able in causing people to avoid you. you. Work like a dog on every job and neglect voiir health. yur family' relationship, and vour friends so that there will be no rest fur your body, for vour nerves, or emo tions. Only then cun jou assure yourself that you are really on your way along the "Toll Road" of failure At the first sign of adversity, let go completely! Spend valuable time giving as sociates and subordinates Urge pieces of your mind This will make people think you'd be much happier and less bothersome in a nice quiet sanitarium, weaving bright rugs. As an excuse, you an blame the nec essity to relieve nervous tension, or the Maybe some of you are unwilling to spend the time necessary* to become a suc cess before achieving failure Then the "Toll Road" is not for you. rapid pace of your job. You can always comfort yourself with the thought that most great persons are temperamental. Now, in contrast with the "Corduroy Road" I offer others. traveler -- rough, rugged -- is the smoother, The "Corduroy Hoad" to failure is one urbane "Freeway" fellow. 6 a The "Freeway" it another road to out standing failure. On the "Freeway" you an spend your lime on the job dreaming about a promotion, transfer, or a higher paying job with another company. Or, you an devote your thoughts to entering a busi ness tor yourself. For instance, try to think up a product that costs a dime, sells for .i dollar, and is habit-forming. Don't regard your job as a reason for living, but only as a means for anting u living. You must watch yourself so that you don't develop an interest in your work so that you actually enjoy it at times. That might be fatal to your hopes for lailurc. Be very' open in expressing your dis satisfaction with your pay. the conditions under which you have to work, the boss' Ability and his feeling toward you. Never ml to criticize the company's general poli cies or practices, whether they are generallyregarded as good or not. And white you are at it, don't display any loyalty to your employer or company. Attack the quality of the Company product, and don't go out of your way to use it yourself or to recom mend it to your acquaintances. And. always oppose the best interest* of your industry or your company. A good gimmick along this line for fellows in the oil business is die depletion allowance. I've been talking in generalises--let me give a detailed case history of how a "Freeway" failure can go to work. The depletion allowance is a 21Vi per cent deduction which our country's income tax taws allow for people and for com panies in the oil-finding business. Similar allowances arc made in mining and in other businesses where there is a big risk to the investor who puts up the money, and when the production makes it a "wasting asset" --that is. once you take it out it's gone and irreplaceable except by new discovery. You deplete the product by producing it That depletion allowance is of paramount importance to oil company employees. Only because of it can your company justify huge expenditures, such as are being made off shore of Louisiana to search for more oil --oil that forms the backbone of our na tional security. Those huge expenditures are the stake in a tremendous crap game. Lose enough and your company is out of the game and you're out of work. The de pletion allowance i> the little edge dial lessens the nearly KM odds against winning. The depletion allowance is not very well understood by the general public, and it has been represented by its enemies as a tax "loophole." Yet practically everyone un derstands that depreciation on a j.lant or piece of machinery that produces a product it an allowable and justifiable income tux deduction. The depletion allowance for oil produced is the equivalent of depreciation on a plant. Because >ou'rc in the oil busi ness, your friends outside ilie industry will want vour views on the depiction allowance. As a man on his way along the "Free way" route to failure. >ou should influence your friends to believe that the depletion allowance is tax evasion by the big-money boys, that it shouldn't be allowed for the oil industry. By so doing, you can really sabotage your company and your industry': and since your objective is success as a failure, you have thus struck a telling blow for yourself. It helps m cruising down the "Freeway road" to failure if you an find a bright young engineer or scientist who will con fide his ideas to you. Then you an con trive to encounter the plant manager and an modestly start out something like this, "f know so little about these things, amt undoubtedly you liave thought of it first, but it seems to me . . . and then ex pound, as your very own, the pilfered idea. Enough scheming of this kind and pretty soon all your associates and superior* make every effort not to impede vour progress along the "Freeway" road to failure. * And be careful what you read. It might veer you from your objective of being a failure. For instance, take this quotation from Lawrence Applcy., president of the American Management Association: "If one foreman is motivated by .t wish to be of service and sees his job as an opportunity for service, he has an influence that is farther reach ing than he himself may realize. For if he helps one person who works for him to be a better worker and a bet ter citizen, that one person will be a more constructive influence in his own family, among his friends, and m the community in which he lives. Multiply that by 15 nr 20 individuals 3&6I Xalioiat Sttfelv Ci'wjr.'fj in the foreman's department and we can see that he it rendering a far greater service than would seem to lie within the boundaries of his job. "At the same time, such a foreman is attaining the results for his com pany that are most to be desired, and he is destined to progress to greater and greater management responsibili ties." You had bener watch that kind of stuff. First thing sou know sou'll be thinking it's sound and logical. Then you'll believe it and start practicing il If you do. brother, you're a dead duck so far as being a suc cessful failure. "Mow," you may ask. "what if I'm tor the "Toll Road'* type ... or not rugged enough for the "Corduroy Road," . . . and can't qualify for the `'Freeway'* , . , what do i do then?" That's a good question. It encourages me to discuss the "Dead End" and "High Road" routes to failure. To make the grade as .1 uiturc in the "Dead End Street" class, it is not enough to be just a procrastinator. This is a big help, but it has to go deeper. Instead of letting letters, reports, and memos just clutter up your desk top with out your taking any action, put them in your desk drawer and forget them! After two or three crises -- with the 'causes found in your desk-->ou'!l be marked as a man who will go far as a failure. On the "Dead End" road to failure, you must always stand on your dignity and sit on your prerogatives. Protocol, the amenities, and the red tape must always be observed. There is no room in you for levity, hearty laughter, camaraderie, or just plain friend liness. If anyone encroaches just one tiny bit on your prerogatives, or sticks his nose in your field of endeavor, see that the whippersnapper is properly and swiftly put in his place. If you are violently jealous of what you are sure are your very own rights, your very own business, then you oa keep practically everyone from helping you. It is a nice touch to be a stickler for the rules, regardless of the circumstances. This is particularly helpful m human rela tions or in dealing with people. In any written rule or law, there will be found flaws that work injustices is certain cir cumstances. Be sure that you insist upon the application of the letter of the law in those cases. A further refinement of the "Dead End Street" approach is to check every possi ble angle on every problem, regardless of its importance. You can really have a field day on some minor type of problem while sou seek everybody's opinioo as to the solution and make surveys to see what other companies have done in similar circum stances. A word of caution here. The process of checking other people's opinions and in dustry practices can be a valuable tool on an important problem. If you slip and go through the process on a problem that realty deserves that attention, you're liable to wind up with a feather in your cap instead of making progress along the "Dead End Street" to failure. However, even in the case oi such a mistake, you can sometimes redeem your self and make the sin-suon an aid to your campaign for failure For instance, having mistakenly assembled all the pertinent facts on a problem that warranted the effort and the time, write a report so long-winded and so disorganised that your busy boss will discard it in disgust. Or leave out some essential, such as the estimate of the cost, 10 management has to refer it back to you. Little refinements like those are the mark of a man entitled to travel the "Dead End" road to failure. Probably the most exciting road to fail ure is the "High Road." This category the "Living It Up" school of failure. For those who really qualify, it (eaves many pleasurable and erotic memories. As a modest beginning, you can live be yond your means. No piddling efforts tike buying cars, houses, and television sets on time will do, however. Be big about it On a Chevrolet income, go in debt for a Cadil lac, That will, in turn, lead to other mis management of your funds and finally, on a stack of unpaid bills, you can climb to success as a failure. Go in heavily for expensive partying and debauchery that leaves you all hung over on the job. Being thus unable to perform will act as insurance that nobody will want you around the job. I Petroleum Industry Above all, involve yourself with many, many women. For almost any man even one woman is sometimes a strain. But for the man who wants to be a "High Road" failure, it's case of gritting your teeth in determination and making the necessary sacrifice by carrying on with at least two. .And It's not enough that you have a clan destine girl friend. It's almost axiomatic that nobody cares particularly about your private affairs. It's only when you flaunt your indiscretions in their faces that the decent people become disgusted with you. See to il that your girl friends call your office frequently, or that your wife is so disturbed that she seeks hetp from your associates. Or take your little playmate to social affairs where your friends and ac quaintances are put on the spot by having to accept or reject her. Getting involved in newspaper scandals or being named as the "other man" in di vorce proceedings is needlessly dramatic, even though it might be effective. You can be every bit as effective, and possibly more obnoxious, just by making a few passes at tiie wives of fellow em ployees. Then you will quickly achieve the status of a "High Road" failure. Now those are my five basic roads to achieving outstanding failure. You can have combinations, elover-leafs, detours and by passes, but the fundamental routes will al ways be there: 1. The Toll Road 2. The Corduroy Road 3. The Freeway 4. The Dead End Street 5. The High Road Somebody could well ask now what road I took in qualifying myself to speak to authoritatively on failure. I must admit that I didn't practice what I've been preaching. I followed none of those routes. If you'll permit me a Texas brag: I'm a natural. I didn't have to work at failure in any of the ways I've outlined for you. Some of us who think we have an inreriori-y complex find out that we're mist*kcn.^ We don't have an inferiority "com plex;" we're just plain inferior. That puts us in what we might call the "Parking Lot" class of failures--no effort, no striv ing; just plain natural aptitude. Less than one per cent of you can qualify as "Parking Lotters," however. Most of you Will have to work at it through the routes I've been telling you about, but let me pass on a tip for those of you wh-> might want to try to belong to this inner-circle group. Somebody ask* you to nuke a talk like this one. Without shame you steal ideas, words, sentences, stones, examples from sources such as Lloyd Thanhouter of Continental Oil Company, from Kiphnger and Fortune magazines, from the Reader's Digest, from Shepherd Mead's book "How to Succeed in Business Without Realty Trying," and from ,ltm SVhetselt of one of Conoco'* smaller c>.mpetuors--The Texas Company. Mix them ail together--and your "original" talk is alt written. Thus, the "Parking Lot" failure spares himself the painful process 0: thinking. .-And doe* a "Parking Letter" give any credit or acknowledge any sources of his material? Heck, no! You can't be a failure by being fair to people. TheyII be twice as mad at you if you let (hem discover your perfidy for themselves. In all of the routes (o failure, and even in the "Parking Lot" method, your attitude is the most important single factor. You can't be just casualty interested if you are to reach your goal. Onl> when you find that your mind is constantly occupied with thoughts of failure can you say that you've achieved the proper attitude. When you're first pointr* ' toward failure. '* all right to think about it on a part-time basis. But if you aspire to be a real resounding flop, you must develop a full-time attitude. It is sort of like the lady who called the desk of her apartment hotel to comptain that someone was banging ass-ay at a piano in the suite next to hers. The clerk ex plained that the piano was being played by Liberace, who was practicing for his con cert that evening. The lady immediately called several of her friends to come in a hurry to her apartment. They listened with attention and appreciation to sparkling piano music by Libcraee. The sounds from the next suite were the same. Only the lady's attitude had changed. Gentlemen, watch your attitude. You. too, can learn to faiL Work at St, and I'll guarantee that ex-friods and former coworkers will vote for you ns 'The Man Most Likely to Fail." /*>A/ Xiihmuit Sofclv { iwress t'ctroicum Industry Environmental Health things he must do for himself- Human organic diseases, impairments in function, bin lids- The suggestion wav accepted and The meeting place for the three disci plines, industrial hygiene, safety and medi cine, is their common interest in a healthy environment. Man's external environment has three major components:* 1. The biological component, including the living things or the plant and animal king doms--ranging irom the food upon which hie depends to those micro-organisms re sponsible for disease. 2. The physical component, encompassing the nonliving dungs and physical forces affecting man--such as water, air, food, chemicals, heat, light, and other radiations. failure is still the chief cause of accidents. Psychologists insist that accidents are not chance happenings but follow specific patterns of human behavior- The directing force arises from a strong emotional base.' In this behavior the psychologist identifies a hostile component, expressed either out wardly or inwardly. Much needs to be learned about how to handle this hostility. The victim cannot wish it away; he usually it unaware of its existence. We who are dedicated to preventing human failure in industry* must take time to look into the psychological problems of the people who have the accidents and who will continue to Itave them until their aggressiveness is reductions in motor and sensory responses which dearly predispose to accidental in juries afford the physician an opportunity to help. This may result in better job place ment. engineering modifications, or reduc tion in one's physical efforts. Things seen and reported by a plant physician can give leads to safer operations and reduce the number of injuries. This example was related by an engineer: "There were a series of first aid cases involving shoulder injuries. The minor injury reports were complete in detail and Dr. T, M. noticed that all cases involved the same shoulder. They were strains involving the same muscles, and responded well to heat those particular minor injuries ceased." The challenges to the health and safety team are many and varied. New processes, new material, new equipment come into industry at a rate which taxes the ingenuity of hygienists, safety engineers and physi cians. Our common interest is that of keeping healthy, able workers on the job. The diversity of training and experience which this triumvirate brings to the task is a potential source oi strength. That >trength can be realized by our continuing recognition of the contrtbuuon each dis cipline can make through co-ordination of efforts and support of one another. The results are healthier workers and better The social component including a com redirected. and rest Dr. T. M. went into the matter places to work. plex interplay of factors and conditions-- cultural values, customs, attitudes; economic <tatus; social and political organization; ,.nd ability to support facilities and services. It should be remembered that most of die total of man's external environment is found outside of industry. However, the primary responsibilities and therefore the opportunities of die occupational health One method of help advocated by many i that of providing a channel of communi cation through which a person can express feelings oi insecurity, doubts, anger, fears, to a friendly and interested listener. Call this emotional catharsis, non-directive coun selling, or by any title that is preferred, the process represents hope for accident prevention. The opportunity tor counselling more thoroughly. He had noticed that all the men affected worked in the same house. He took time to make a trip to the seme of that operation and found that every one of the strains occurred as the am were attempting to lift a heavy lid on a dope bin that had a tendency to stick. Dr. T. M. recommended to the plant management that air cylinders be installed to raise the dope References 1. American Industrial Hygiene Associa tion. Membership Book, 1K1-IM2, Ceorge D. Clayton. Executive Secretary. 2. Environmental Health. The Surgeon General's Report to the Hou*o Coremittee on Appropriations. Public Health Service. Department Ot Health, Education, and Wel fare, p. 12, January, 1HQ 3. Conte. W. R.: Motivating tor Accident Prevention. Industrial Medicine and Surgery so: S3-U, March. 19Ct, team stem from the job environment of the comes to all members of the occupational worker. A review of the chief biological, health team. It is essential to be alert and physical and chemical agents which on oc not miss the opportunity when it presents casion may form a hazard will show many areas of concern to the industrial hygienist. io the safety supervisor as well as to the physician. Biological ag,uts (infectious diseases; bacterial infections, rickettsial infections, virus Infections, protozoan infections, fungal itself. The medical department can assist in selling safety, the safety group can back up the industrial hygiene activities and so goes the reciprocity cycle. Taking time and trouble to work safely annoys many people. Emphasis needs to come repeatedly and THE CONSUMING DANGER OF ASSUMING Br KRAUS EARHART Safety Supervisor, Employee & Public Relation* Dept. Texaco Inc^ Houston, Tex. infections; parasitic diseases: venoms and front several sources before some recalci animal toxins.) trants accept the necessity to do the job When Mr. Quincy V. Tuma asked me their business and what is none of their Physical agents {abnormal temperature the right way in order to retain the job. to speak on the subject, "the consuming business. and humidits; abnormal barometric pres Slowly we are gaining knowledge of the sure; motion, acceleration, and gravity; relationship of impaired function of the \ danger of assuming," ! couldn't say no. That which is our business we should Today, there is so much to know about so know well for it affects the well-being of vibration, noise, and ultrasound; radiant human "machine" to the accident potential energy: light, ultraviolet, infrared; elec m people. The relationship is still blurred many things. Certainly one can't know it our fellow men. We have a responsibility all, even though many would have you be to laiow our business well in order that tricity; ionizing radiations.) and inexact, partly through the remarkable lieve they do. A passage from the Scriptures we may clearly and factually communicate Chemical agents (dusts; gases and ability of man to "compensate" for his gives appropriate emphasis to this opinion. with and pass information on to others fumes; metals; acids and alkalis; solvents; deficiencies and to reduce his exposure to It is from I Corinthians 8:2: so there will be no assumptions concern other organic compounds.) accidents through various and ingenious "And if any man think that he know- ing accident prevention. We should objec Accident Pririmlion devices. In spite of the lack of sharpness eth anything, he knoweth nothing yet tively think things through. The disciplines of industrial hygiene, sntety and medicine have a considerable stake in motivating workers for accident prevention. Safety devices, safety com in the correlation of many physical and some mental states v.ith aecidcnt frequency, there are contributions which the physician can make toward accident prevention. as he ought to know." t would advise you that if you must tell all you know, be sure to know all you telL It is said that half of the problems A cartoon with drastic assumption ap peared back in 1630 and showed the dire disasters which would befall the American people if steam power were to be used mittees and various cduational efforts have The individual should not undertake work of the human race are due to the lack of in the factories. It even went so far as not and cannot do for the individual the which exceeds his physical capacity. The business knowledge--knowledge sf what is to suggest that mothers have no more chil- U IO/.I \ alumni S'.l-.'/V t ircn siikc piupused uc wi ivaiii would do .-may with any possibility of job* lor them. Abound about the time f arrived upon ihe American scene (some years aiter 1830). there were many people in and out of gov ernment circles wiio were assuming and even predicting that the U. S. Patent Office would have to close down for lack of applications. A lot of other good and pre sumedly knowledgeable people of that period h.id the feeling that they had gone about as fm in their knowledge of the world as it was possible to go. Times have changed considerably and limes keep changing. Today, practically all literate people recognize that much more knowledge is available to those who make die effort to acquire it Opportunities today are more plentiful than ever before. Each new thing that is discovered tn the world does not cut down hv one Ihe sum of discoveries to be made. Rather, it opens up a whole new vista of liscovery and development in a new di rection. With more knowledge comes more prog ress. Sometimes, progress represents the `-ubstitution of a complicated nuisance for .1 <tmple nuisance. For instance, we have better engines todav. A little over 40 years ago, it took only 100 horsepower to keep a combat plane in the air. Today, it lakes 250 horsepower to rarry a 115-pound female down to the "drive-m" grocery in the next block. We liave faster cars and better roads to travel on. The old-time narrow trails where two cars could barely pass without col liding are fast being replaced with six and eight-lane highways where a half-dozen or more ears can collide at one time. Progress of real significance was indicated a few years ago by Professor Walter S. Buckingham, Georgia School of Technology, when he made the statement, "If property understood, applied, de veloped. and controlled, automation to gether with atomic energy may provide the means for eliminating poverty for the first time in the history of the world." Arnold Toynbee, eminent British historian, mid not long ago: "The Twentieth Century may be ren.dcred as the first age is history in which, people have thought k practical to make the benefits of tivUiatioa available for the whole human race." That, too, would be progress of great significance. However, it appears that most * o the great nations arc giving most, effort to strengthening their military posture. If World War 111 does come; it will be unique in tint it will never be mentioned in his tory books. You may think that it was a wisecrack for my talk to be tided. "The CossMuruna Danger of Asssumg." Wefi, why the dan ger* Who's assuming? The danger Rtoft* from too many people mutaldag loolria* for seeing." *1itnnag for bearing." "ob servation for andcssuusdmg" and "opstaon* for thinking," In the present age of mental and moral confusion, wp are is wsaeahat of a 20th Century Babel in which a see of paper, an avalanche of words, aad a Oamdcr rev of sound are too often substituted for a ra tional exchange of meaning bctasim hsrmn being* In your discussions of and for safety. Just how do you rote? Do you assume aad prate. Or do you really cocnmucueater Take another look at the title. "The Con suming Danger of Assuming." and think about "eating" instead of "consuming" and you may come up with a realistic assump tion that it isn't what you eat but what eats you that is dangerous and gets you into trouble. Why are so many people in clined io assume worries about things over which they have no control and can do nothing about ? That sort of thing eats you. Ask your psychiatrist. It's too bad that we can't do what it is said the Gov ernment does with if problems; just sub sidize them. Another scriptural passage which 1 think is timrty is from 1 Corinthians 14:9; "Except ye utter by the tongue word* easy to b< understood, how shall it be known what is spoken? For ye shall speak into the air." Some other wise words were spoken bySt. Ambrose in the 4th Century. He said: 11 Pctr.'lcivn Industry "The wise man, before he speaks, wilt consider welt what he speaks, to whom he speaks, and where and when." Right now. f am sure that you will agree with me that it is a good policy to say what you mean, stick to the facts, and mean what you say, and make sure that you are understood by those to whom you speak. Being misunderstood can be serious. Assuming something and jumping to a conclusion is very unwise and may break up a friendship of long standing. Some times it just doesn't pay to assume that vou know the whole story. When you tell something, tell the whole story and be facrual--not hypothetical. Facts are hard to come by, but they have ihe solidity of dia monds. We fend to he hccuilM by what , paraded as fact. Many adults make the mistake of not considering children and youth as people or as individuals. It works both ways, for most youngsters assume that a lot of their eiders are "wav out" or "squares." It is a source of joy and satisfaction when parent* and their offspring come to a meeting of the minds and have proper recognition for each ocher. The difference between genius aad stupidity must be that genius has its iraaaoas. A statement I heard recently provoked me a bit. k was: "There's been so much said about setting safety; why should anyone want to boy safety when he can have all he wants for free?" There's a brilliant assumption. Safety isn't free--certainly, not in Texaco and not in many other well-managed outfits with which I am familiar. It takes a sound, well-planned program which is nurturea on a continued bass. Just because a group of employes or a department or company has been safe, or compiled a good record over a long period of time, it's a big mistake to assume that someone won't get hurt later on. Many years ago. I began to think seri ously about the consuming danger of as suming and down through the years many tragic event* have occurred to keep me aware of the fallacy of assuming--for instance: (1) The West Central Texas rancher who for many months drove his ear across the T & P Railroad tracks each day at the same crossing and at the same time. He never saw any trains and he assumed there wmild never be trains at tiiat time, but one day the `'Morning Fl^er" was sev eral hours late and met the rancher and I its car "head-on' at the crossing. (2) The Indiana father who assumed that his pistol was out of reach and well hidden but his four year old son got possession ifi the car kev* to unlock the car trunk ,md remove the weapon from a locked box. The fantastic and tragic feat performed by this young gunman should dwell heavily in the minds of alt parents for he critically -hot three other youngsters, (This story cmpliatically illustrates to what length our modem youngsters will eo to obtain fasci nating "play-pretties.") (3) -The Alabama school bus driver u Ji" assumed llut the bus brakes had been re paired just because 1 e had reported the poor condition of die brakes. Fuur young sters, including two of hi* nephews, were killed when the bus collided with a tram. Mid so. on and on--countless thousands of similar tragedies occur and too many times because people are prone to assume and come up with wrong assumptions. The trusting statistician, 6* 4* tall, as sumed he could wade across a river which had an average depth of three feet Al though he drowned, it is possible that he learned, but too fate, that averages are a mathematical fiction <.r assumption to which the real world seldom conform*. Words form the link of communication between people They can bring understand ing or misunderstanding, according to how they are interpreted or u*etL Words are tools to be thoughtfully chosen find carefully used. Good words can be poorly tued and may, perha: \ unintentionally con vey a wrong meaning--like the signs: m a Government orSee--"Executives Without Secretaries May Take Advan tage of Stenographer* in the Typists' Pool" in a library--"Only O.w Conversa tion Permitted Here." on cemetery gate--"No Digging or Planting Here." ,at hospital ward entrance--"Maternity Ward--Xo Children Alkwed!" Connotations of terms vary with the ex perience of the individual. The sentence. 15 X,itimuil Vtitftx t empress 'He picked up a ham on the way home,'' would have three decidedly different meanins* to: 1) a connoisseur ot food, 2} * tiitte theater devotee, or 3) an amateur radio operator. And then, don't forget that 'Ham" was alio the name of the chimpanzee ent tor a ride into outer space. This "Ham" was aeronauttcally simulated. Simulated is to assume the appearance ot" something with out the reality. In this case. "Ham" sub stituted for man. Much of what we say depends upon the /me to whom we say it and his readme*.* to assimilate it People who jump to con clusions or make quick assumptions are usually the most vocal and when given a chance to speak, they always seem to have yt many unexpressed thoughts--you know the type. I'm sure. Like many others. I have long been con cerned about the huge amount of waste fulness coming from the expenditure of words beyond the income of ideas. I am tolerant of people who disagree with me. After all. they have a right to their ridicu lous opinions. One thing that displeases me very much is the way some narrow-minded people try* to impose their thinking upon oihers. Did it ever occur to you that prejudice is a great timesaver ? It enables you to form opinions without bothering to get the facts. f listened with much interest to Professor Arthur Secord at the National Safety Con gress a few years ago when he posed the question: "How can we be more sure when we say something to other persons that they will hear what we think we said?" His answer caused me to conclude that what we say is never important The im portant thing is. what did the person, or persons, hear r What did they think we said ? Do the words we use mean the same thing to the people to whom we speak that they mean to us? We must speak the other fellow's language. We make a great mistake in assuming that words mean. Words d"n't mean--only speakers do. Many years ago, I heard an ajnite speaker <tiy that listeners should be advised in these words, "Don't keep your attention on tny words. Never mind what the words mean. What do / mean?" It makes little difference how simply one speaks if, when speaking, listeners assume something different from what is said or interpret the words in their way rather than those of the speaker. The use of the right words at the right time is important. For instance, in management's discussion with employes, we know it is much more important to say "earnings" instead of "prof its," and "employe benefits" instead of "hid den wages," etc Many safety people belabor the idea that they should have management support when their real need is for management action, direction, and participation. Some of us are guilty of serious misuse of other words in our business, such as: "Fireproof" instead of "Fire Resist ant," "Inflammable" instead of "Flamma ble," "Accident Prevention" instead of "In jury Prevention," "Lost-time Acddent" instead of "Dis abling Injury." "Carelessness" instead of the specific cause. There are many others--<co many to de tail here. It is pretty well indicated to me that we should say what we mean and mean what we say We definitely should prefer the familiar word to the far-fetched, the con crete word to the abstract, the single word to the circumlocution, the short word to the long and the Saxon word to the ro mance. We must realize that our listeners are going to make interpretations of what we tell them. Sometimes it may coincide with or slightly resemble our meaning. Once a person knows the "why of a do" or the "why of a do not," better performance gen erally results, but until they do, look out! Tell him why. Tell him why not. Misunderstanding is not always a matter of stupidity on the part of the listener. If the pupil hasn't learned, then the teacher hasn't aught. And don't forget that hind sight explains the mistake or the accident that foresight would have prevented. Misunderstanding and assuming can some times be amusing without danger. 16 Petroleum industry The big "boss" was attempting to fix a door in his home when he found it did not hang properly. He called to his son to get him a "screwdriver." Sometimes what you are speaks so loud people can't hear what you say. Words are in many, many cases very unnecessary to convey a feeling of disrespect, distrust, After what seemed an unusually long of hate, or even love . , . your attitude tune, the boy came into the room and with shows. apology, said: "Gee, Dad, I've got the The right words, undergirded and backed i orange juice, but 1 can't find the vodka." up by proper precept and example are real i Another instance of assumption involved musts for anyone whose life affects that x good-looking young lady. She went into of another -- parent, relative, minister, a sporting goods store and ordered all the teacher, manager, supervisor, safety engi equipment necessary for a baseball game, neer, etc. This is especially- true in a be including a baseball, a bat, a catcher's mitt, havior or action situation when the "tell and a catcher's mask. and show" method applies. It is basic to The salesman asked, "Are you sure you want all these?" an element of philosophy which was es tablished some 2,000 years ago--the Golden Rule--and it is wrapped up in iut eleven The girl answered. "Yes, I do. My boss short words: said if I'd plav ball with him we'd get along fine." "Do unto others as you would have them do unto >ou." Most of you people here in this audience know how to other 1) draw a triangle, 21 open a pack of cigarettes or 3) tie an un derwriter's knot--but can you lucidly tell me how io do any one of them ? Think about il The answer is probably "no," but perhaps vou can tell and show me how to Jo each one. Pv.-Laps we should do more Sometimes when sou h.-nc a few spar-* moments, try to think oi some other bastr principle that would cure all of the world** ills faster than the Golden Rule put into action. And, remember, there is gold in the Golden Rule for the man who does not estimate others by the rule of gold. showing with our telling. Words, words, words--words are so im Incidentally, not only do we not hear and interpret things alike, we also rarely see portant. The manner in which we use words can be a decisive factor in: things exactly alike. Can you properly de 1) whether we make rva! lives tor scribe an elephant to a person who has never ourselves or just make livings. seen ooe? Can you describe an automobile accident in the same way as several others 2) whether we are part oi the an swer or a part of today's problems, and, who may have seen the accident from the same vantage point ? We have a tendency to see things not aa they are but u we are. J) whether we are to be guilty or in nocent of compounding "The Consum ing Danger of Assuming." Words are not things. Words represent things, but are not identical with them, and hence must not be contused with them. Words sometimes misrepresent things, too. Thus far I have used about 4,000 words, which should suffice; therefore, I hastily conclude with the few challenging word* of this short poem: / Some people use words to express thought, some to conceal thought, and oihers use words instead of thought. The use of words is no assurance of thought behind them. Life itself can't give you joy Unless you really will it, Life just fives you time and space It's up to you to fit! it. 17 }'Ml Snlio'uil Surety i <>nitret* EMPLOYER--INSURANCE CARRIER COOPERATION IN ACCIDENT PREVENTION By R, C. CARSON Supvr., Engineering & Low Control Div,, The Traveler* Insurance Co.. Houston, Tex. i should like first to establish or state what our common points of interest arc. tn other words, what it is that motivates us or wb?t it is that makes it necessary, desirable or advantageous for an employer md his insurance carrier to establish a high order of cooperation. The answer is very simple and compelling; we have a common problem, the control of preventable accidents. In some cases the employer may be selfinsured. In other cates or localities, the employer or certain of the personnel may organize, own and operate an insurance com pany in which the employer's interests are insured. However, it would appear that most employers have found it simpler and less expensive to use an outside insurance carrier. So, again let me stress that w*e do have a very real common interest. As an example of one area where im proved cooperation would oftentimes help, let us think ior a moment on the subject of U-tter and more complete interchange, nr exchange, of knowledge and information. Many times, an employee in a plant or in dustry on get, or knows, pertinent facts sur rounding the cati*e or causes of a mishap, and these facts are only in part made known to the insurance carrier's safety representa tive Employees of industry should be in truded over and over that when disaster strikes the insurance carrier i virtually `landing in the company's shoe* On the other hand, when the insurance carrier's safety representative discovers or uncovers peninem facts surrounding the {ossiblc cause of a mishap, he should not be guilty of holding back the presentation against that time or place that could result in what he might feel would be personal aggrandizement. Tn view of our common interest, all parties concerned should freely and without reservation exchange or inter change any and all information that coutd possibly lead to a quicker or more accurate solution to our common problem, the control <>f preventable accidents. Perhaps, in many cases unproved and longer lasting cooperation would result if a proper first contact or introduction were made. The next time you insurance earner supervisors assign a new safety representa tive to an account, or the next time ynur rompany safety supervisor* assign a new man to a plant or to a department, try giving this matter of the first contact or introduc tion a lot o{ thought. When the assignment is decided on. don't just send the man out to whom it is assigned, take lnm In other words, go with him. * Prior to the tune of this fir-t visit, make a definite appointment with management's lop supervisor in the unit to which the new man is to be assigned, whether it be a de partment, a plant or a section of pipeline, tf at all possible, arrange to have this top supervisor's boss present for at least a part of this first meeting, introduce the newly assigned safety representative, reiterate to management, even though you liav* likely lone it many times before, tliat the newly assigned man's purpose and function will be to oiler assistance in any way that he properly can toward realizing a more effi cient and smoothly running operation. You can make good use of this oppor tunity to outline to management some of the background features of the newly as signed man and some of the other reason* that cause you to feel that he is particularly fitted and eminently qualified for the as signment. A proper introduction will go a tong way toward establishing a friendlv and cooperative relationship Perhaps in some instance* a more coopera tive atmosphere could he created or he made to prevail if the man in the industrial plant knew more about the reasons behind some of the information the insurance company safety representative may be trying to develop. If .it times it may appear that the insurance company safety representative is straying a little far afield from what might be thought of as his proper sphere of activity, please 1* Petroleum hidmtry remember Uut he too serves several masters. It is true, and properly so. that his primary function is to serve those whom his company insures, but he also in many instances * asked to act a- an information gathering agent. This information may be in connec tion with ascertaining whether or not the industrial operation is property classified, the classification in this instance having to do with the type of operation being conducted: ;tnd it is therefore the classification that es tablishes the rate u|n which compensation insurance is based. The insurance company safety representa tive may he trying in sotn* instances to develop information relative to a possible exposure contingency atout which the indus trial plant employee may not be aware. In any event, line supervisors diould remember that whether the safety representative he from the insurance carrier or from their own safety section, his purpose is to help m,u work toward a more efficient operation. So whether any suggestions he might make would appear to be items of benefit to the line supervisor or items 01 benefit to the local saietv section, as long as compliance would result in a more efficient operation, the suggestion is of benefit tn all in the control of preventable accidents There are different kind*, nr types, or tnrms, of cooperation that exist between an employer of workmen and his insurance earner. These differences are due to the differences in the size and complexities of industrial organizations and to the develop ment. or lack of it. in connection with their accident control efforts. First, let us consider the company that has little or no accident prevention provision. We can all think of a company that fall* in :his category; it is usually a small or me dium-sized company that ha* grown in all departments, save accident control. They may have been lucky and have not felt the need tor accident control, when all of a sudden it is apparent that the tide has turned and all become aware of the awful realization that luck runs and works both w-ays. ror this company, the formulation of ac cident control techniques takes on the aspect of a "crash program." In a ease like this, the insurance company safety representative has no trouble getting cooperation, his prob lem of greatest concern lies in guiding it. it is a natural development tor the insured to want and expect things to happen top fast. The tendency is to lose sight of the fact that the sorry state of affairs did not come about overnight and it cannot be cured over night. Correction ot the difficulty lies m the establishment and purposeful execution of a basic accident control program with all the speed consistent with what is attainable from a practical standpoint. Any one now faced with a similar (million ut any of his plant* or departments should remember that the solution is doing to call for the utmost in patience, understanding and hard work between the insurance safety rep resentative, the company saiety director and the line supervisor. Again, let me stress that the problem was not compounded mcmight, and a workable solution will only be delayed through any show of tempera or any efforts 0*1 the part of any of the participants to 'pin the monkey on someone el*e'< Inch." At the other end of the scale is die in dustrial concern with an adequate staff of competent accident control personnel. This i* the type of company that we imurance company safety representatives are prone to think of as being "*eli sustaining." And they actually in many cases don't need much help. However, to be of help to a company like this, the insurance company safety rep resentative must be capable of work of a high order, and he must play his proper rote, that of an advisor and helper in any way that he can to be of assistance in fur thering the formal program of the insured company. Any industrial concern, though, however large, is not so big but that they cannot use another pair oi eyes and another pair of legs. In any consideration or >unl\ of the sub ject of cooperation between the employer and his insurance carrier, f think we should spend a little time in the area of safety meetings. Many words have been spoken and many people have expressed their views as to who should properly participate in safety meetings, who should be responsible for conducting safety meetings, what the relative functions of the various participants should be, etc. As far as the insurance com pany ` safety representative is concerned, I think his proper role can be easily and ctearty set forth and described. He should give understanding and patient 19 1961 AationaJ Safely Congress guidance to those ho can't or don't know how to hold safety meetings and he should freely give advisory1 help to those who hate and hold regularly scheduled safety meet ings. In many small companies or in com panies of some size that are for the first time trying to set up a safety organization, the word too often seems to get around to the effect that the insurance company safety representative is going to conduct our safety meetings. An insurance company- safety repicsentativc has no more right or prerogative to conduct >our safety meetings than he would to take over the administrative func tions of any other phase of your business. Safety meetings should be conducted under the guidance of the local or line supervisor, with the local supervisor looking to top man agement and his own company safety section for help, and both looking to the insurance company safety representative for advisory assistance. Personally, I think it quite proper and in good taste to invite the insurance company safety representative to your safety meetings as a guest and on occasion to in vite him as a guest speaker. The insurance company safety representative should wel come such opportunities to thus be of con structive assistance. There are certain personnel alignments and "chains 01 command" within companies that tend to either facilitate or hinder good cooperative work in the field of accident con trol! In my opinion, the placing of safety activities, or accident control, under the in surance department is not usually a very good set-up. Effective accident control must provide for a means of determining and identifying causes and potential causes of accidents, and then a means for formulating recommended suggestions for measures to correct these causes; and an insurance de partment is simply not normally geared to function in this area. A personnel arrangement that seeks to cast people in the dual role of accident preven tion representatives and claim adjusters is another that in my opinion is not a good combination. Under such an arrangement, no one could give adequate and satisfactory attentioa to one without neglecting the other. For an example of still another undesir able combination. In my opinion, the placing of accident control under an operations de partment is not good and is even in the vame category as the bank examiner allow ing the teller to audit his own books. Accident prevention departments appear to have a natural affinity toward personnel departments, and such an arrangement seem? to work quite welt unless one man is saddled with the dual rote of trying to act as per*<mnei director and also accident prevention chief. Not all companies are large enough t. have all the departments just mentioned m a clearly defined arrangement, but regardless nf company size, someone has to serve in the offices just mentioned, and no company gets small enough that accident control can just be turned over to the insurance carrier. In other words, a good safety record cannot just be bought. It must be brought about through good basic planning and good supervision, just as is true with any other successfully executed operational phase of the company's business. The insurance company safety representa tive should make good use of the manv opportunities he has of engendering coopera tion through selling local or plant supcrvision on the fine work being done by their own accident prevention departments. He is in an excellent position to cite some specific examples where safety suggestion* have re sulted in improved production efficiency. He can in good taste point out many of the things done by plant safety departments t< help supervision and how and in what way* many of them have lowered the cost* of accidents. The insurance company safety representalive should stress at every opportunity that good accident prevention work and live at tendant low accident costs <(o not indicate any lack of need for further accident pre vention work or that a good record should ever be a valid reason for a slackening of efforts in this area. A good accident record and low costs indicate tliat somebody ha* done some good work to bring about this happy state of affairs; and once this state U attained, it should be a continuing!)- profit able situation to keep it that way. I should now like to discus* some of the things which we might term "do's and don't*." As I have indicated earlier, most anyone is more inclined to fee! cooperative if he knows a little more about the reasons 33 Petroleum Industry behind the activities of the other fellow. The visits which an insurance company safety representative makes to your plant or opera tion are usually of the periodic or regularly scheduled type, but he at times may visit >ou as a result of a special request. When he comes as a result of a special request, he is usually seeking information of a specific rather than a general nature. Whatever the reason for hts visit, >ou local or line supervisors and your companv will get the maximum benefit from his visit .mly if you give him enough lime and as sistance to make a thorough and compre hensive survey. As for insurance company safety representatives, at all times, they should try to make appointments m advance, to make their surveys on a day and at a time of day that causes the local supervisor the least inconvenience. Another item that 1 should like to touch on briefly is in the "don't" department, and it is directed at local and tine supervisors. When an insurance company safety repre sentative or a man from the company's own safety section presents a recommendation for the correction of a potentially serious or haz ardous exposure, please don't procrastinate in effecting compliance, on the grounds that the exposure has caused few or no injuries. After a given exposure has resulted in a man Wing seriously injured or killed, no une argues then as to whether or not the corrective measure should be applied, but for the injured it is then too late. One more item, and again it is a "don't" and again directed at local or line super visors. A safety representative docs not nec essarily have to be an expert in the opera tional field of the company's business or activity. He must be, and is, an expert in the field of accident prevention. DATA PROCESSING OF ACCIDENT RECORDS ' By E. W. MILES Safety Representative, The Ohio Oil Co,, Findlay, Ohio The Ohio Oil Company's operations are wide-spread and varying. And conducting an j effective safety program for such a ram* j party is a herculean task. Yet, Ohio Oil's (safety department is doing just that by ap plying the same principles of management to its safety efforts as apply to all other vital operations. In doing so, the baste responsi bility and authority for safety matters rests I first with the line supervisor.--And, it natuj rally follow-s that the reeord keeping begins i with them. 1 As in any other business operation, the \ value of record keeping is wholly dependent upon efficient, accurate and complete report ing. The final analysis is no better than the t accurate and comprehensive basic informa- t tioa provided concerning any specific mis{ hap. The Ohio Oil method was conceived and tailored to its specific situation and business. It may not apply to all companies. But for Ohio Oil, it has proven to be an efficient and successful method Ohio Od Ateideni Reporting Procedure Reporting and investigating accidents is a fact-finding job which entails accumulating and analyzing the pertinent data, and giving consideration to the reasons for the aeddent. While cost determination is important, the basic reason for an accident investigation is to.find the cause so prompt corrective action ,ui be taken. With this in mind, the Ohio Oil method includes three initial forms which make up the "case record file." 1. Form 2126, Notification ot Accident, 2. Form 2473, Aeddent And Safety Re port, and 3. Form 2109, Accident and Safety In vestigation. Form 2i26--iVqfi/fca/io* Of Accident Form 2126, Notification Of Accident, is prepared immediately by the supervisor of the injured employee and forwarded to the safety dcparUnenc in the company's general offices. Tilts firm alerts the safety depart* 21 WO I Xalioiuit Su/ii ougrcss mcnt that an accident lias occurred and that a claim will result Its primary purpose is to expedite immediate investigation of the accident and to keep the safety department potted on current accidents and costs which may accumulate prior to receipt of the Ac cident and Safety Report It should be noted that this report is confined to factual infor mation onlv. It docs not contain opinions or rt commendations. Ivrm ftfJ--./tvidruf And Safely Report Following "notification of the accident/' the foreman prepares Form 2473, Accident And Safety Report. This form contains all the information from Form 2126 and addi tional information concerning the circum stances surrounding the accident, such as the equipment involved, the unsafe physical con dition which gate rise to the mishap, any personal factors which contributed to the ac cident. and safe practices which were vio lated. H further includes steps taken to pre vent the injury and both the injured's and die supervisor's recommendation to prevent reoccurrence. This form outlines the factors which led to the accident and sets the stage for a more complete investigation. Fortn 2109--Accident And Safety Investigation Every accident is thoroughly investigated to determine its contributing and immediate causes and to provide she base for prompt corrective action. At Ohio Oil, this is aclumptishcd by Form 2109, Accident And Safety Investigation. This form takes up where the Accident And Safety Report leaves oil. It is concerned entirely with de tailed descriptions of the accident, it* causes, and the corrective steps which have been, ur will be, taken to prevent further mishaps. Form 2126, Notification Of Accident, and Form 2473. Accident And Safety Report, arc prepared by the supervisors. Form 2109, Ac cident And Safety Investigation, is prepared by die division safety engineer in cooperation with the supervisor. AH the aforementioned reports are forwarded to the general office* in Findlay, Ohio. Data Processing Of The Reports When the forms are received by the head quarters safety department, they are closely reviewed for completeness and accuracy. Then the information from the Accident And Safety Report (Form 2473) is transcribed to IBM cards in a series of codes and fed into the data processing equipment for stor age. This provides the initial record of the accident and includes everything except the inllowing incomplete and variable factors 1. severity of the accident. 2. days lost, 3. medical, sick benefits and compensation, and 4. whether the accident cne i final or pending. These variable factors are brought up-todate monthly by Form 1262--Safety Depart ment Monthly Report Of Accidents, and for warded to the general offices. The safety department accumulates thenreports and quarterly revises the data proc uring file by issuing a corrected IBM card At the completion of each quarter, an IBM run Is made listing all accidents occurring during the quarter, and any pending accident r.iscs requiring payment dunng the same txrriod. The runs are distributed by the safety department to each safety* engineer and each employee relations supervisor. At the completion of the second, third and fourth quarter*, cumulative runs are dis tributed. This modern system of reporting and re cording of accident information is designed to provide a complete, accurate record. Each <tep. or recording form, overlaps its prede cessor to carry the total report or investiga tion a step further--until the completion of a final record in the safety data processing system. Tliis system not only provides a ready ref erence for quick, efficient accident analysis, Iiut it provides a permanent record of acci dent statistics. It must be realized that tliis is a brief description of Ohio Oil's handling of acci dent reports. If further information is de sired, please contact the Safety Department, The Ohio Oil Company, 539 South Mato Street, Findlay, Ohio. PetrAcum Industry DATA PROCESSING OF ACCIDENT RECORDS Participants: J. U. PARKER, Chief Safety Engineer, Humble Oil Refining Co., Houston; DR. G. H. COLLINGS, JR., Medical Director, American Oil Co,, Chicago; E. W, MILES. Safety Representative. The Ohio Oii Co., Findlay, Ohio: H. GENE MILLER, Manager, Research and Statistics Dept.. National Safety Council. Chicago; C. P. VORHES. Coordinator of Safety, Jones &. Laughlin Steel Corp.. Pittsburgh, Pa. Ur. CoMing- li-tcd three requirement* necessary bcore data processing of accident records can h? considered a viable tool for accident prevnuon: (I) a large number of reports--on tl: order ui 2,000 per year (2) ready access to data processing equipment (3) medical reporting at a quite sophisti cated leveL Gathering the type of data re quired for reliable statistical interence to aid prevention can only be accomplished if immediate reporting at die point of injury allows ior direct key punch transcription. The step necessary for combining the supervisor's report of the injury with the posit of injury report was elucidated by Dr. Colling*' slide presentation. Mr. Miles demonstrated, through a slide presentation, a set of four report forms-- cross-coded tor key sort--which can pro vide comprehensive, detailed accident in formation : (1 > Accident Record report form--which details medical information (2) Notification of Accident form--which serves frequency computation reeds (3) Accident and Safety Report--made out by the supervisor (4) Accident and Safety Investigation Report--made out by a quali fied safely engineer. Analysis of data con tained in these forms can pinpoint accident trouble spots and go far toward explanation of their causes. Mr, Vorhes spoke to the problem of the availability of data processing equipment. Through the use of both hand punch and machine punch key sort cards, reporting can be accomplished in all desired locations. The method of hand punching can be easily taught to the employee* who must report accident in areas remote from the machine punch equipment. If. however, the number of employees in the remote areas become sufficiently large, it may be necessary to make a machine installation. Mr. \orhc also the need tor a reporting manual nr guide to programming for data process equipment. A* jet a com prehensive guide for C'hmr accident factors has not bven developed. The question of the agency i.r agencies brl `tilted o develop such a guide might !-c a- <wcred by member* of the National Safety Council, the U. S. Public Health Sen tec. and the t`, S, De partment of Labor. Mr. Miller gave a brict history of the evolution of machine data processing at the National Safety Council. He noted that the key sort function was once accomplished entirely by hand. Todaj. work requiring man-months of labor has been reduced to man-hours. In 1962, NSC will acquire the programming capabilities of the IBM 1401 system. Perhap* the major difficulty with data processing of accident forms was stated bj Mr. Miller. The difficulty lie* in fitting the accident to the form. In setting parameters and limiting the number of variables to be handled, the form must necesarily lose not only the flavor but a riemfiennt percentage ot the information that can be found in a foreman's narrative of the accident. In the open discussion, Mr, Parker ob served that the justification of data process techniques must always' reside in specific goals for accident prevention. Dr. Colling* capped the discussion by pointing out that mere collection, storage, and retrieval capa bility of data contributes nothing to accident prevention. L'mil questions leading to a suitable array of the data are put, the im plications of the data must remain unknown. Drt Ceilings cited the array which con nected the cause of typhoid to a con taminated water supply. The distribution of victims with respect to a particular well gave the needed clue 1961 \attonal Safety <`ong*ess GAUGING FOREMAN EFFORT By E. M. McCRACKEN, JR. Supvr.. Employee Communications, Area Personnel and Industrial Relations, Pacific Coast Area, Exploration Sc Production, Shell Oil Co., Los Angeles, Calif. By "gauging" 1 mean measuring" or l',isby 'foreman" I mean a first line supervisor who ha* an assigned crew or sang. In other words, what 1 intend to talk ihout is how we are measuring the effort which the first line supervisor makes toward .iccident prevention. I am assuming at tins point that we agree the foreman plays an important role in an accident prevention program. It is recog* nired that there are differences in `he de gree or amount of responsibility which the foreman assumes in various companies and in addition, there may be differences in the mount of responsibility he may assume within a specific company. As a general rule, a foreman in field or scattered operations-- ,uch as exploration, production or pipeline* "must, by necessity, shoulder a greater load than the foreman working within the con. fines of a large plant. In many plant situa tions, specialists such as safety engineers, nurses, etc. are more readily available to give expert assistance than they are in scat tered operations. But regardless of these variation.-. I think it is generally agreed that the first line foreman does play a Mgnificant part in any ac cident prevention program. To state this in another way: the fir-t line supervisor has more influence on the actions of the people who work for him than any other and since a large percentage of accidents and acci'dentAl injuries are attributed to "hu man failure," the foreman is thus the key stone m every work environment Let me not belabor the point. Because of thi key position which the foreman ocaipies.it follows that there should be an accurate assessment of the kind of a tob he does. 1 am not suggesting that the logic to this conclusion U original. However it is im portant that we agree on these two points: 1, The foreman plays a key role in acci dent prevention, and 2 There should be some means of meas uring hi effectiveness. 24 In preparing for this session I anticipated little difficulty on the road to agreement thus far. There may be some of you who will not be so quick to agree with the route which I choose to follow from this point. A widely-used method or perhaps one -hould say a "standard" method of measur ing accident experience is by frequency rate and severity rate. This is a convenient method and one which can ea*tly be used for comparative purposes. I have no quar rel with the use of frequency and severity rates for assessing the effectiveness of an accident prevention program within a com pany, or a plant, or a division within a com panv. But accident frequency rates and -everity rates do rv>t measure an individual foreman's performance with any degree of validity. This is true because they can only indicate those foremen who have had more injuries per man hours worked. Let me hastai to add that 1 think this to be tmponant--but frequency rates and severity rates, while they suggest that remedial ac tion be taken, do not in themselves suggest what kind of remedial action should bv taken. In my company, in addition to frequency ,<nd severity rates, we analyze accidents and injuries to determine trends. I'm sure that each of you do pretty much the same. We code each report so that in a few minutes rime our computers can tell us the number of accidents in each of many designated classifications: by injured's length of service. Ids age, occupation, supervise, part of bodv injured, type of injury, time of day, work location, etc. Past experience does indicate weaknesses and such information is invalu able in the overall planning of an accident prevention program. In this sense, we urc planning future ac tivities based on past experience. Would it not be more desirable to detect the cracks in our armor in advance? This is what we have been attempting. We have been direct ing a new effort toward uncovering weak nesses before they can produce accidental Petroleum Industry injuries. And I should like to tell you about this. In January i960 our accident prevention program was what we considered to be a well-rounded one for exploration and pro duction activities. Our organization included an area chief safety engineer and his as sistant located in Los Angeles, with safety engineers located in each division headquar ters. The program included on-the-job safety meetings, fire demonstrations, first aid train ing, posters, signs, protective clothing, safe work practices and procedures, etc. In spite of these efforts, the frequency rate had be gun to creep higher in 1957 and this steady rise had continued. After thorough studies and many discus sion* we concluded that we could expect a definite improvement in accident prevention if operating supervisors at all level* would give closer attention to those factors which influence safe work practices and procedures. This added effort was to be in addition u> our existing program. In other word* we considered it to be a supplement to--not a substitute for--other accident prevention ac tivities. With this general end in view we drew these specific objectives: 1. To continuously remind operating man agement that the primary responsibility for preventing accident* is their*. 2. To provide operating management witli a means of measuring the performaner of individual supervisors in most <>f the areas which affect safety. 3 To encourage operating managers to help supervisors to improve perform ance in areas where weaknesses are found. 4. To motivate supervisor* to do a more comprehensive job of `supervising for safety.' A fifth objective which i\c did not pub licize but which is nonetheless important: To convince employees that management is interested in preventing injuries, and not just in a good "record." Our next step was to design an approach which would accomplish these objectives. Here I shall describe as briefly as possibte the mechanics of the program which we de veloped, which we call our supervisor safety assessment program. (1 should like to em phasize that the philosophy of this program is the thought which I want to leave with you today. This philosophy is applicable m any company. While these mechanics are important they may not be adaptable to your operation*. I am describing them only be cause they may clarity the philosophy j 1. Present a safety trophy in each produetion division and tn our gas depart ment to the foreman or assistant plant superintendent considered to have done the best job based on the following; A. Job Instruction and Planning B. Foreman's Personal Rating Sheet C. Housekeeping D. Condition of Tools and Equip ment E. Effectiveness of Safety Meetings F. Crew Knowledge of Safety la addition, individual awards will be presented to the crew members of each winning foreman. 2. Award* shall be presented annually Competition period extend* from Jutv l to June JO. 3. Each foreman shall be rated quarter!) in two of the categories listed. The final quarter ratings will be made in those two categories which most need improvement according to earlier rating 4. Only foremen who have operating crews or gangs will be rated. 5. Ratings shall be completed by the divi sion safety engineer and the next two higher levels of supervision above the foreman level. In no case do first tine supervisors rate either themselves or their contemporaries. 6. Division winners will be selected on the basis ot the total number of points. 7. Awards will be presented at the annual safety dinner in each division. Here are some questions which 1 have taken at random from questionnaire* used to determine crew knowledge cf safety. We believe that Imparting this knowledge is part of a foreman's job and therefore it is not unreasonable on our part to ask for a meas urement. These are typical questions and you can see what we are trying to determine. I06t Xntioiurl Safety Congress {Fire Protection) 1 Of the following types of extinguishers, which would you not use on an eleetri,ni fire > Why? .V--Dry chemical S--Foam C--Carbon Dioxide (CO) D--Water 2 What i the l*e*t type of fire extinffuher to ue on an oil or cawline fire? Why? \-Water B--Carbon Dioxide (CO) C--Soda and acid D--Dry chemical (First Aid) .1, Why are puncture wounds dangerous? -1. Bums are classified according to sever ity, Please describe each of thee classifications. First degree Second degree Third degree (Gasoline Plants) 4, Where are the smoking areas in thi* gasolute plant? 6. What are the eniercency signals for fire ia this plant < Production) 7 Where are the "kill switches" on this well servicing machine? When a gas engine is down, what U the first thing to check before starting? ' If a compressor engine is down, what i the first thing to cheek before start ing? t Drilling) 10, When charging or rccitartring a blow out preventer acnxnulator or slash pump pulsation dampener, what gas should be used? Why? 11. When raising a mast is it best to con nect the weight indicator before or niter the mast is raised? Why? 12. A series 900 blowout preventer assem bly rated to operate up to the fol lowing working pressure 2000 psi 2000 psi 4000 psi 5000 psi This safely assessment program for super visors completed its firsi lull year last June 30. It ts too early to attribute any improve ment in our accident record to this, al though there has been improvement. We do believe that it is accomplishing its objectives. We are convinced that this in turn will reduce the frequency and severity of accidents and injuries. It has most certainly involved operating management from division managers to fore men, It has provided information about spe cific weaknesses which division managers can use as a basis for discussion with individual ioremen. District superintendents and dis trict foremen with an assist from our train ing section have been coaching foremen in those areas where they need strengthening. To sum up our philosophy of this pro gram for you once again: (1) We believe that work done properly and correctly is alo done safely; (2) We believe the foreman has more influence on the actions and performance oi his crew members than anyooe else; (3) We believe that improving the per formance of the foreman will result in im proved performance in his crew--and thus fewer accidents and fewer injuries. Based on our experience thus far--we think this program--or system of "gauging foreman effort" will be most rewarding in terms of fewer accidents and fewer injuries /Wrolriuif Industry THE PERSONAL FACTOR IN ACCIDENT PREVENTION By HOWARD C. KLOPP Dean, Fcnger Junior College 4 Bogan Junior College, Chicago I Introductory remarks Personal factors concerned pri marily--ihe psychology 1. Psychology--study nf the indi vidual 2. Sociology--individual in groups and situations II, Consideration of the personal factors A. Concern of National Safety Coun cil 1. Build the equipment with the human factors in mind a. Man-machine concept as a system; i.e., Franklin Taylor-- psychology of design of ma chines. "Man as organic data transmission and processing link, between machine and control* of a machine" b. With hazards taken out keeping in mind man's physical characteristics, 2, Use of safety devices when haz ards can't or not taken out of machines in manufacturing processes. a, Personal factors, attitude* toward such devices help or hinder productivity, forgetful ness or distraction, learning safe procedures 2 Increase safety through people a. Safety education and train ing b. "Why*' people have accidentc. Personalities involved B. Functional approach by psycholo gist I. X re-examination of the acci dent pceneaess concept Alexander Mints ft Milton A Blom "We have pointed oat that in nsasy '** the portion of Miidnit record* attributable to iifierenccs in all forms of ac cident liability is relatively small ;vs compared to the residual vari ance attributable to the opera tion of factors, which are not j 'dictable in terms of either the constant characteristics of people or the previous accident record.*. The expression `chance factors' or unpredictable should not be misunderstood. They are not unpredictable in terms of changing features of the life situation." 2, Purposeful behavior of man a. Need directed and goal ori ented b, Need* of people in industry --or anywhere (1) Belonging (2) Achievement and recog nition (3) Knowledge (4) Participation Attention 3. Job of psychologist, safety di rector, foreman a. Understand human beings b. Predict human behavior c. Control human behavior C Application to the industrial <itu* rion 1 Wllliard Kerr -- complementary theories of safety psychology a. Accident pronenes*--15 per cent (l) Environmental factors-- heat, ventilation, congestion, etc. b. Goals freedom alertness--3040 per cent (1) Freedom to set reason ably attainable goals ts ac companied typically by high qoality work performance-- more atm to hazards 27 i'ajt General Lhuirrnen--ij U, Black, Suit Oil La., Philadelphia, Pa,; Pntu CiAtOOiNC, Pan American Petroleum Corp., Houston, Tex.; I'akkcr C Folse, Mobil International, Xew York, N. Y.; C, D. Attaway, Chief Safety Engr., Thiokol Chemical Corp., Marshall. Tex.; D. M. Faiull, Butte Pipe Line Co.; D. A. Klzmme, Pan American Petroleum Corp.; W. I. Kent. (Retired); J. Howard Myers, The Atlantic Refining Co.; J. L. Risimczr, (Retired); H. T. Marker, Phillips Petroleum Co.; Walter Boon, Sun Oil Co., Marcus Hook, Pa.; C. A. Miller, (Retired); J. H. Brown, Tide Water Associated Oil Co.; H. W. Bogcess, Sinclair Oil and Gas Co.; A. W. Breela.s'D, Lone Star Gas Co.; R. B. Roar**, (Retired): Gerald O. Lockwood, Continental Casualty* Co.; George F Pru^-mnc, Consultant Past General Chairman X PLAN NOW-- TO ATTEND THE 1962 NATIONAL SAFETY CONGRESS Celebrating the 50th Anniversary of the NATIONAL SAFETY COUNCIL ,WHEN: October 29 through November 2 1962 WHERE: Conrad Hilton Hotel, Chicago The National Safety Congress brings together safety people from all over the country--10,000 of them! By attending the Congress you become part of the largest and most important safety meeting of the year. You meet safety men with the same safety problems and respon sibilities you yourself have. You exchange views and ideas on accident prevention, health, hygiene and fire prevention--on safety in industry, in traffic, at school, at home and on the farm. From a program of more than 400 meetings, discussions and demonstrations you select the activities that interest you most and that most closely relate to your safety work. This week-long educational program--planned and pre sented by the National Safety Council--can be your most inspiring, most thought-provoking safety experience of 1962. See the Latest in Safety Equipment At the Greatly Expanded Congress Exhibit Hall See nearly 300 exhibits! This alone--the largest of all safety equip ment exhibitions--will make your trip to the Safety Congress worth while. The industry's leading suppliers will display their newest and best safety products for your inspection. See . . . compare . . . ask questions. There is no finer opportunity to reach well-informed buying decisions for your company. CONTENTS PUBLIC UTILITIES SESSIONS Pardon Me! Is your Slip (Attitude) Showing?......... . . Harold S. Wise 5 Fire Fighting Near Live Electrical Apparatus . . G. W. N. Fifigero/d 13 Electrical Rubber Gloves in the Primary Area . . , . E. A. Schultz 18 Ground*to*Ground Use of Rubber Gloves ..................... Working from Linemen's Platforms .... L. C, Meytt 20 H, f, Hatfield 23 Acnal Basket Ups and Downs.................. ............ The Ohio Fuel Gas Company's Driver Improvement Course. . . ,ft. G. Claar 27 Maintaining Interest in Safety................ ........... Frank F. Mueller 29 Your Trip to "Success".............. ... . .J. Wesley Sammis 30 Stimulating Employee Use of Protective Devices .. .. Thumb* Down on Violators... ...................................... ...Richard K. Ayert 34 Putting Across Your Safety Message'--A Tuch of Glamor.... .Frank Burrows 37 Principles and Practices of Heart*Lung Resuscitation. . .Dr. Archer S, Gordon 41 Water Utilities Safety--A Panel Discussion.................. . 44 . . ....................................... 45 Other Volumes in 1961 National Safety Congress Transactions..............Back Cover 1961 National Safety Congress improving, is much as possible t. EM ' and "Management InlonpatsoiT . . . which PLOYEE SAFETY ATTITUDES. is published by The Elliott Service Com We arc certain that you realize the im- pany, 30 North Mae Questea Parkway, Ml {nrtance of and emphasis which should be Vernon, New York. flared upon this subject. Well have some suggestions, later on in this meeting, regarding what we can do List of Equipment and Materials Needed:-- about some <f our problems pertaining to the safety attitudes of human beings. 3.--One set of 23 , . . 35 min slides ,U mims slide projector a.--automatic . . . with remote com* trol from your position as "leader'' , . , trill eliminate ncrezrify for some one else to change slides. b.--the projector "slide tray" may not hold oil 38 slides. If two (2) trays are required, it is suggested that slides#! through #18 be placed in one tray; and, slides #19 through #38 be placed m the second tray. 3.--Projection Screen I --Chart Pads--(50 sheets in each pad) 3.--Chart Pad Holders a -- 'Scl-up"--saute as in Discussion Leadership Training 6--Handouts (show slide #t . . . "pardon met is your slip (attitude) shotringf") II. The title of our discussion is "Pardon me! Is your slip showing?" Our title is a take-off of an old saying . . . with which some of you may be familiar. The story is told about a man who was present at a very format party. He noticed that a lady's "slip" a* hanging below her dress. Since he was a man who was always interested In helping others . . . with their problems, he went up to her and said: (show Hide #2 ., . "pardon me madam! your slip is showing") "Pardon me. madam! Your slip is show ing." So we are going to begin by talking about a bject, with which you are all certainly fan.diar: Waste! a,--one set of S handouts far each participant --7 Leader's Manual .P --Illuminated Podium or Table Lectern "check the **Physical Setting page to il,-- 12,-- < opening The Session Introduction of Discussion Leader by a Member of Management. When no man agement representative is available or all members of the group are not acquainted with you, introduce yourself. Welcome members of the group and begin with:-- /. Introduction. AN of you certainly realize Out Mr, ,approves of our meeting with you for & discussion regarding attitudes of human beings and how such attitudes are related to a subject, in which all of us are Now, that's a quick switch, isn't it? We are not sure that all of us would have the same understanding of what an attitude is or what we mean by attitudes, but, certainly, we all know something about wastefulness. Don't be too concerned, now, how this alt applies in a discussion pertaining to safetyWell tie the two together later on in our meeting. ///, "Waste, incorporated." Let's think of waste as being a corpora tion ... a btg business organization, Mr, F. W. Stein, vice president, manufac turing, of the Standard Register Company, i* quoted as saying: "Unless we put waste, incorporated, high *>n the list of our competitors, we are fail ing to recognize an evil that can decay our business." Are you helping to keep a tough competi tor in business? and should be interested--Safety! Not all of this material is original with us, We are indebted to: The State of Ohio . , , "Trade and Industrial Service'' . . , Fortunately, wastefulness is not formally Incorporated. If it were, we might see ad vertisements like this . , , on the business opportunity pages ... of our newspapers. 6 Public Utilities industry (show slide #3 . . . waste, ine.--beats all competition--losses guaranteed > (pause . . . allow time . , . for reeding) Yes, Waste, Incorporated, beats all com petition and losses are guaranteed, (show slide #4 . . . door of Waste, Inc.) (pause . . . allow time . . . for reading) How does "Waste Incorporated'' get a toe-hold? What keeps this tough competior in business? Come with me. Through this company's door. Let's visit some of the departments supervised by the officers and listen-in on some of the conversations. We'll learn of some typical reactions and attitude* that enable "Waste, Incorporated," to survive within our companies. (show slide ffS . . . Waste, ine.--what's a minute here or theref) "What's a Minute Here or There?" It doesn't seem like much but time costs money, more money than ever before. Have you ever heard someone say some thing like that? Minutes here and there soon add up to hours and dollars everywhere. The multi plication of small wastes, maintenance wastes, wasted materials, supplies, power, puts, tools and waste of tune, soon means major bills--and "new business" for Waste, Incorporated. Let's move on into another department. (show slide #6 , , . Waste, ine.--Some waste is normal) "Some waste is normal." Have you ever heard something like that? This, too. can be a dangerous assumption. Many of us are resigned to accepting a minimum waste level, and after all this Is tike declaring a guaranteed minimum divi dend to "Waste, Incorporated." Over in the next department another per son is talking. Let's go over there and listen in, (show slide #7 . , , tTaste, ine.-- I don't waste much. They must be talking about somebody else.) Yes, the directors of "Waste, Incorpo rated" like to hear this kind of talk: "Oh, I don't waste much. They must be talking about somebody else." The directors know that if every one of our employees wait for the next man to do something about waste reduction. Waste, In- eorporated, will be m business for a long, long, time. Let's ask some ot the men , , . what they nre going to do about it? One of the men replies: (show slide #8 . . , let's reduce waste) "Let's reduce waste . , . Let's do some,u.inj about it." 'shout slide #9 . , . let's reduce uxiste -starting tomorrow) "Starting tomorrow." Why do we wait *til tomorrow? Special peak loads, pressures, breakdowns, bottle necks and many other things are excuses, not reasons. The only way to drive "Waste. Incorporated into bankruptcy is to tackle waste reduction today . , , tomorrow . . . every day I Pardon me, gentlemen! Was this man's slip showing? (show slide ~ 10 . , . Waste, Ine.-- prospers) "Waste, Incorporated prospers" where here is neglect, procrastination, indifference, carelessness, inability and irresponsibility. Remember? . Thews are the "officers" of our competitor's organization. Any member of management from the first line supervisor up to the president or. :,s a matter of fact, any employee who want* to put our competitor ("Waste. Incorpo rated") out of business must translate his own savings attitude into positive emptovee attitudes and actions on the job. Mr. Stein, of Standard Register Com pany, concluded his remarks with: "A* our company continues to grow. Waste. Incorporated, become a more impos ing adversary. To meet the growth chal lenge of tomorrow, we must practice waste reduction today!" (show slide #11 , Waste, fuc.-- closed--out of business) Yes, if we practice waste reduction to day, lomorrow and every day, Waste, In corporated, will soon be closed . . , out of business. Pardon me, gentlemen! ... Is your slip showing? IV,How to get opinions and feelings. We mentioned earlier that we would point out some things we could do. Are we in terested in solving our problems with people 7 1961 National Safety Compress whose attitude* help keep our "Waste, in* corporated" competitor or any of oar other competitors in business? If we are, let's begin by getting the facts' . . , And be sure we have the whole story. Let's find the real cause of hi* Ichavior. We can help *olve such problems bv learn ing more about the tndividia) so let's talk with him. Let's get his opinions and feelings. If. when talking to another person. }`oo want to pet his opinions and feelings about a problem, our suggestions are: (show slide 12 . . . how to get - no. 1--don't argue) 1. Don't argue! Many times, in talking with "problem" in dividuals, what the)* say will present an op portunity for >ou to "disagree." start an argument. 1$ anything satisfactorily settled by arguing f Our first tip. then, i* if you warn to get opinions and feelings of other people, don't argue! Keep in mind that you are trying to get his opinions and feelings, team more about him, so let him tell you. tshout slide 13 . koto to get . . - no. 2--encourage him to talk . . .) 2. Encourage him to talk about what U important to him. You may have to vary your approaches during your talk. The more you already know about the individual the better mi can var*1 vour approaches. If you can get him to talk about what is important to him < rather than what seems, at the moment, important to you), you will soon discover that he is Idling you some of his opinions and feelings, and >eu are teaming more about him. After all . . . That is wh> you are talking with him. (show slide if if . . . how to get . . . no. 3--don't interrupt) 3, Don't interrupt! Let him talk. Once you get him talking, you may want to in terrupt and make a "speech." Our third suggestion is: When he is telling you his 'pinions and feelings, don't interrupt. (show slide --IS . , . how to gel . . no, 4--don't jump to conclusions) 4, Don't jump to conclusions! When someone is talking to you, have vou ever (during the conversation) made a "quick deossLc ->rki second* or minutes later learned that 'ou "decided" without all the iacls? Hear kto out! Don't jump to cooclaasuns' (skate slide xjo , . . how to get . . . mo S -don't do oil Ike talking) 5 Dus t do all the talking. Keep a and that yew are trying to learn more about hist. We human beings have a tendency to want to tell others about our selves. la this case he win follow this tend ency'. don't do afi the talking. tshote slide 17 .. . how to get . , uo. d--listen) Our last ... bn certainly not the least important suggestion it: 6,Listen! la order of importance, pos>ibty, this "tip" should haw came first. Why? Because tx we don't liocn, we won t learn of his opin io** and feelings. We won't team more about him as he talks to ns. We, as discassioa leaders are always won dering if we are coavaurtearing with you. if >ca as participants. are listening and if yoa arc Hwi-Mlwp, what are >on bearing and learning.* Psychologists tell ns that, among other things pcealay to human beings, we have tendencies to hear only the things we want to hear, Yoa might iay that hearing is done with the ears while litmnc is door with the sund There is % big difference between "Let's tit-bock and bear what be has to say" and "Let's rit-op mod lisica!" So if yoa want to get opinions and feel ings, learn more about other people; we sug gest that you "sit-up." (show slide lt , , . slop . . . took . . . omd listen) STOP . . . LOOK . . . AND . . . LISTEN! (tunt of projector. (it is at this point in the meeting that you lead "group discussions" pertaining to problems in "Getting Opinions end Feelings" of others; this discussion should be planned and conducted along lines of training re ceived in "Discussion Leadership fuse "chart pads" for listing the title, "direct" objectives, and headings for the Fnbhc Utilities Industry , hurts on which you list participants' con tributions during the discussions. (after you have summonsed participants contributions at the conclusion of the dis cussions, briefly thank group for their con tributions and participation in the discus sions. (a 10 mtiiuff "break" is suggested at this time; during break . . . change slide tray if necessary, (after "break" . turn on the projector and continue, . . .) l\ Introduction. (show slide jHP . . . pardon met is your slip (attitude) showing?) Before we discuss some of the things t can do after we get opinions and feelings, we want to talk about another tough com petitor of ours. Thousands upon thousands of words have been spoken and written about safety with all its implications. With this group we don't believe it neces sary or essential to quote s^me V. I.P.' phi losophy of safety. ,I'I, "LLV, Safe Incorporated." So let's think of this tough competitor n also being incorporated--a big business! It is also fortunate that this competitor is not formally organized, (f it were, we would see advertisements like this . . in the newspapers. (show slide 20--UJ7, Safe, Inc.-- beats all competition--losses guaranteed> (pause . . . allow time . , . for reading) Yes. here again, we have a competitor that beats all competition and guarantees losses. Did you notice ilint tins adverti>enient ini iuded human beings ? How doe* the "Un-Safe" corporation get a toehold? What keeps this competitor in business? (show slide 21 , . . door of C.S, Safe, Inc.) (Pause . . . allow time , . . for reading) OK, Dime with me, again. Let's open this competitor's door and visit some of their departments. Remember these depart ment* are also supervised by the officers. Let's listen and we'll team of some typi cal reactions and attitudes in this corpora tion. ishuw slide 22 ... 11 <Y, Safe, Inc.-- hurry-up . . . we've only got a minute) "Hurry-up! We've only gut a minute." \\ hy ? Why did he only have a minute ? Is this a case of the old "Put-it-OR" attiitide showing? Did he pay attention to some instructions given "X" minutes before? Or is the old ''who cares?*' slip showing? lust why he in a hurry? We know that time docs cnt money. But there are many, se, many more things in this old world or our* more viluable t` human beings fdollarwUe or otherwise) than being in a hnrrv. Have >ou ever heard "better late than never," "haste makes waste." ''slow itowu . it's later than >ou think?" "Pardon me. gentlemen! Is this man's dip showing?" Let's move into another deportment and (show slide 22 . . . t/uV. Safe, Inc -- torn - risk is normal) "Some risk is normal." Yes, this, too, is a dangerous assumption. Have you ever heard someone say, "I know this is risky business but, after all, it's alt in a day's work"? Have you ever heard someone say "ft's just one of those things"? How about being around tomorrow to do the work? Yes, to do some other tiling* wc like to do. Again manv of us are resigned to accept ing the products of the "UN-Safe" corpo ration without giving much thought the ronsequenees. ' This, too, https build greater protil* ti.r "U, N. Safe, incorporated." Let's visit another department. (sltottr slide 21 . , , V. N, Safe, Inc.. --/ don't take chances. They must be talking about somebody else) "Ah, 1 don't take chances. They must be talking about somebody else." Thu is sweet music to the ear* of the directors of "U. N. Safe, Ineorporatcd." More business for their corporation. Remember? Losses are guaranteed by this competitor of curs. Losses m human t-<ing hours of work, materials, equipment ind many other things, including life, lib erty, and the pursuit of happiness. 1961 National Safely Congress Let's move on into another department And hear some more about this competitor of ours. (show sl^e #25 N. Safe, tne. --Jet's be safe) "Let's be safe." Yes Sireeeee! Let's do something about it iihmo slide #26 ... If, N. Safe, Inc. --let's be safe--`Starting tomorrow) Yes, you guessed right! -- starting to morrow! Pardon me, gentlemen! Is this man's slip showing, too ? Again, the why's: Why don't we start today? Why don't we start right now? Many ot the answers are not good reasons at all -- peak load*, other things to do, don't have time, stoppages, breakdowns, and many other things are excuses, not reasons. (show slide if27 . . . U. N. Safe, Inc. --U. iY. Safe, tnc. prospers) Yes, the U. N. Safe Corporation prospers too, where there is inattention, haste, chance taking, fatigue, excitability and ignorance. Remember! These are the officers in charge of production at "UX-Safe, Incor porated." All of us who want to put "UN-Safe. Incorporated" out of business must, in some way or other, translate our own safety feel ings--attitudes--to other people. We must do something to develop positive actions and "attitudes" (like our own) in other peopleGet them to: (show slide #28 . , . slop -- think -- safety) Stop and think ami act safety--now!-- Today -- tomorrow -- every day -- ami rverywherc. If we can, then a sign will go up on the "UN-Safe'* corporation's door, too. (show slide #29 N. Safe, Inc. --(closed)--out of business) Closed! . . - Out of business! Dr. Earle S. Hannaford. safety engineer of American Telephone and Telegraph Com pany, has said: "Eighty-five to ninety per cent of indus trial accidents are due to human failure, caused by emotional or mental problems." Dr. Hannaford advises to watch for these symptoms--errors in work, changes in every day behavior, changes in routine habits. In creases m near-accidcnts, poor safety atti tudes and safety program fatigue. . i'll. Factors that determine the kind of a job sit employee is doing Before we point out some additional things we an do about some of our prob lems pertaining to attitudes of human be ing*. we want to discuss some factors that determine the kind of a job an employee i doing. What are the important things lh.it make an employee valuable or worthless? For ciaritv, we can group them under three general headings -- knowledge, skill and attitude. Knowledge i- the knowing how; skill is the ability to do, ,md attitude is the want ing to do. Altitude is the way an employee feels about something, may be considered as a control valve---on output--on his actions. For example: A person may know how to, and be able to do, a thing ver> well, but just doesn't want to do it. When we encounter a safety attitude prob lem with an employee, let's check first that he has knowledge and the skill to do what is required. If he doesn't have the knowledge or skill to do the job. it is elcariv a problem of education and training. If he has these then it's our job to go to work on his attitude. A sufficiently strong attitude will result in action!--and we hope good actions I VIII. Now, let's take a look at some of the important considerations, in developing attitudes in tho*e people we supervise. (show slide #30 , . . important eon sideration no. 1) l. Attitude, to be developed, must be con sistent with employee's goals and the total situation. An employee's personal "goals" would be what he is working toward to fulfill hta de sires--his needs -- things an employee be lieves he must have for a successful living. (these were discussed m our Under standing Human Behavior course) The total situation refers to the em ployee's background, native endowment. 10 Public Utilities Industry financial status, health and others, including ihe job itself. (these Vff discussed m our Under standing Human Behavior courses `show slide #31 , . . important con sideration no. 2) 2. Employee must be led to recognize :a: he is .ictually involved in the problem. We may have to spend some time per- naily going over a situation with an emj-toyce to help him see that this problem i his problem. (shots slide #32 , . . important con sideration no. 3) 5. Employee must freely accept an atti tude. We rsm't force it on him from out side. Have you ever heard ot someone telling someone else: "You better change your attitude ... or else!" How would you feel ... if you were the one being told? (show slide #33 . . . important court'deration no. 4) 4. Facts alone won't change anyone's at titude The way one feel* about the facts is more important. So when presenting facts to your em ployees. the employees should appear to dis cover the facts for themselves; then they ire their facts, (show slide #34 , , . important con sideration no. 5) 3. Attitude to be developed will be -trengthened if any action proposed seems to cet the employee closer to his goal. (show slide =33 . . . important con sideration no, 6) 6. Employee will not accept a new atti tude If he feels he is being attacked. (show slide #36 . . . important con sideration no. T) 7. Changing a person's attitude takes lime. We can't do it over-night. Don't expect miracle* to happen. The smalt, but numerous positive impressions that we make oa the employee are the things that count. For some ume; experts in the field of human relations have emphasized the <m- portance of sensitiveness -- sensitiveness on the part of the supervisor to his employee You see, there's a lot more to being a good leader than just knowing in general what makes people tick, or how to shape atti tudes. The most sensitive supervisor is one who is sensitive to the real needs of his em ployees. It is only when we understand the whole person, hi* individual traits, his joys and his sorrows, his drives and his goals, that we can supply the kind of leadership iti.it pays olT in higher productivity and a -nfer, healthier, happier existence for every one concerned. (turn off projector. (it it ot this point . . . m the meeting that you lead "group discussion" Per taining to problems in "developing attitudes." this discussion should also be planned and conducted along lines of training received in "discussion leadership (use chart pods for the same purposes as indicated for your first "group discussions." (after you have summarised participant's contributions at the conclusion of the dis cussions, briefly thank members of the group for their contributions and participation in the discussion, (start projector . show slide #37 , . . pardon me; is your slip (attitude) showing? and continue with: -- \t the conclusion of our meeting today, we have a set of three handouts we want you to take with you. They will serve to remind you of the important points we have been discussing: ,1, How to get opinions and feelings 2, A check list which will help you gauge your own listening habits . , , and i. Important considerations in developing letter employee satetv attitudes. IX, We warn to close our meeting today by -- 1. Asking a question ... 2 Answering the question . . . and 3. Offering another suggestion. The question:--Pardon me, gentlemen l I* your slip showing? The answer--Your slip (attitude , . . regarding the importance of safety) is show ing. How much? . . . We don't know. 11 IVQt National Safety Congress Our suggestionDon't let anyone talk you into covering it up. (shout slide #21 . . . let `tr hang . . ' Let *er hang! The farther down, the better! Thank you, again. (distribute sets of handouts) (important instruction* ... to discus sion leoder: (it is expected that you will prepare complete nminutes'* (re port) of both group discussions . . . and forward one copy of each "group" discussion . . . through proper channels ... to rttr Safety Director, HANDOUT NO. 1 HUMAN RELATIONS HOW TO GET OPINIONS AND FEELINGS !. Don't argue 2. Encourage hint to talk about what is important... to him 2, Don't interrupt 4. Don't jump to conclusions 5. Don't do alt the talking yourself ft. Listen I Proas the trad* aa4 XadMtrtal Educa tion Sarvlea--auu of Otto--Course In Human iteieUen* TraJnlnf> HANDOUT NO. 2 Few virtues arc more prized and less practiced than good listening. This check list, though by no means complete, will help you gauge your own listening habits. Trv to answer each question objectively. LISTENER'S QUIZ When taking part in an interview or erroup conference, do you: Usual!; Sometimes Seldom !. Prepare yourself physically by sitting facing the speaker, and making sure that you can hear',. { ) ' Watch the speaker as well as listen to him?.... ( i () t> f1 t\ ,S, Decide from the speaker's appearance and de livery whether or not what he has to say is worth whtle? ............. ............. ....................................... ( ) 4. Listen primarily for ideas and underlying feel ings? ............................. ................................................... ( ) *) (> (> t> j, Determine your own bias, if any, and try lo allow for it...................... () 6. Keep your mind on what the speaker is saying? { 1 () () () <) 7. Interrupt immediately if you hear a statement vou frcl is wrong?................... .................. () t) () 8 Make sure before answering that you've taken >n the other person's point of view?................. (> 9. Trv io have the last word?................ ............... .. < ) *) () () 10. Make a conscious effort to evaluate the logic and credibility of what you hear?........................ i ) (> () From; ("Ttw Uu<(tmrat IUvKr.*' a puMIcatfea of tbs American Managsmsat Association, toe.) WHAT'S YOUR SCORE? Score jourself a< follows: Questions 1, ?, 4, 5, 6, 8. 10: Ten points for ``usually.** v for "sometimes." 0 tor "seldom." Ques tions 3, 7, 9: Zero for "usually," S points for "sometimes," 10 for "seldom." IF YOUR SCORE is below 70, you need training; 70-85, you listen well but could improve: 90 nr nhnve, you're an excellent listener, Public L Hhtu't Industry HANDOUT NO. 3 UNDERSTANDING HUMAN BEHAVIOR Important considerations in developing attitudes; 1 Attitude to be developed must be con sistent with employee's goals and the total situation. 2. Employee must be led to recognize that he is actively involved in the prob lem, A Employee mmt freely accept an attitude, 4. Facts alone won't change anyone's atti tude--the way one feels about the facts is more important. 5. Attitude to be developed will be strength ened if any action proposed seems to get the employee closer to his goals. 6. Employee will not accept a new attitude if he feels he is being attacked. 7. Changing a person's attitude takes time. Fre The Ohio Fuel tv* Caapcay'a Inialtr coum In iin4,nuMiii( Hu man Bolurtnr i FIRE FIGHTING NEAR LIVE ELECTRICAL APPARATUS By G. W. N. FITZGERALD Supervising Eng* Electrical Testing, Research Div. The Hydro-Electric Power Commission, Toronto, Ont., Canada Tests have been made to determine the limit of safe approach to live electrical equipment with lire hoe streams. Tests were made with various nozzles at pres<ures from ,30 to 100 psi. Results indicate that spray or fog stream nozzles may be used with safety up to the limit of safe working space. Solid stream tips up to "{inch can be use,, providing a reasonable distance is maintained from the electrical circuit Solid stream tips above H-inch may be hazardous if used on live electrical circuits. One hazard encountered m fightimr nrc* i. the possibility of accidental contact of the fire hose stream with live electrical circuits or live electrical apparatus. Since a solid column of water is a conductor of electricity, the column must be king enough to limit the current to a low value. If this value increases beyond safe limits it may :reate a hazard to the operator of the fire hose line. The resistance of the water column will decrease as the size of the column increases, and it is necessary, for the same measure of safety, to maintain a greater distance from electrical apparatus with larger hose streams. The electrical resistance of the a,iter trcnm will increase very materially if the water column breaks up into sepa rate droplets. Thus it should be safe to approach closer to live electrical apparatus with spray stream nozzles. In order to determine the limit of safe approach to live electrical circuits and ap paratus, under varying conditions of fire fighting, tests were made during which fire hose streams were played on a metal target that could be energized from a test transformer at a power frequency of 60 cycles per second. These tests were made with the co-operation of the Fire Services Division. Office of the Fire Marshal, On tario. The Fire Services Division supplied a pumper, equipment and personnel during the test*. Test voltages ringed from those encoun tered m domestic and industrial service to the highest transmission voltages encoun tered at power stations. Various types and sizes of nozzles were tested, at water pressures varying from 30 to 100 pounds per square Inch, at the nozzle. The specific resistance of water samples from various parts of the Province of Ontario was examined to determine the range of resistance to be found in water from various parts of the province. 13 2961 .\ahonol Safely Congress In order to determine what types of nozzles were to be tested, it was neces sary to consider the types of fires that might br encountered m or near electrical apparatus. First, class A fires where live electrical circuits might be adjacent to the outside mi buildings, or within the buildings. Second, class B and C fires in electrical I'impment. In these cases, equipment taihirv uuy result m a flammable lujutd hre and adjacent electrical circuits may still be encrcited I'ur the first case, solid streams may lie employed to pour a large quantity of water on the fire or to ohoin a long reach of the tire stream. A standard 2!>5-mch shut off was used with replaceable tips in sizes from A inch to 1! a inch. \1-a to consider plant installations where permanent hose lines are usually inches. u<mbtnation off-i'og-solid stream nozzles were u^ed. These hive a ft-ineh tip tor the `olid stream position. In die second case, spray or tog stream patterns are generally more effective in blanketing the fire without the danger of <preading the fire as might happen it solid Mrcams were used. The spray stream pat ient was used on the combination nozzles and tests were also made with a 254-meli adjustable nozzle and a IkS-tnch Powerou Nozzle. The tests were conducted to allow a maxi mum current of three milliamperes in the fire hose stream. This value is generally considered to be at the lower threshold of feeling for most normal people, in addition, tests previou-lv made to determine the safe approach of fire Hose stream* 10 live elec trical equipment have used the same maxi mum value of safe current. The nozzles were mounted on an adjust able platform on a rubber-tired truck or on the boom of a <ky-worker vehicle. Between the end of the hose and the nozzle, a pres* sure gauge adapter was inserted, so that pressures at the nozzle could be measured. An insulated conductor was rigidly at tached to tiic nozzle and connected through a milliammeter to the grounded side of the test transformer. Tile nozzle was positioned at a fixed dis tance from the target and, with various tips and water pressures, the voltage was raised until the current of three milliamperes was flowing down the hose stream, through the nozzle to ground. The tests were made using Toronto city water which has an electrical resistance of 1800 ohms per cubic inch at 8.5*C. Solid stream patterns maintain a fairly -olid water column up to the limit of a good ireanv Beyond this point the water column begins to break up into showers of spray. The limit of a good stream may be de creased by wind conditions, but all results were plotted considering the maximum resell of the stream in still air. With most nozzles a slight `'necking" ami "crossover" of the water stream occurs be tween 10 and 20 feet from the nozzle, de pending on the size of the tip and the pres sure. Thus, up to this point the water column decreases in size slightly, then in creases. Beyond the "crossover," for all solid stream patterns up to the limit of a good stream, the water column conducts cur rent which increases with pressure at the nozzle, and which also increases with the size of the tip used. For tests on low voltages a minimum ap proach oi five feet was used. The results of these tests indicate that for all tips below l A inch the current was less than the safe limit of three milliamperes. With a 1 Ji-incl* tip at 30 psi, the limit of three milliamperes was reached at a distance of five feet. Tests at voltages above 600 volts were made at distances from 5 to 30 feet. With the smaller tips the solid stream began to break op before the 30-foot distance with increasing resistance in the hoe slrentn and thus a lower current. Graphs showing the distances at which a current of three milliamperes was reached for various tip sizes and pressures are re produced in Figures 1 to 4. The pressure at the nozzle materially af fects the approach distance with most tips. With tips over H inch and pressures of 100 psi, approach to or contact with live elec trical apparatus may be hazardous. In most cases the stream from combina tion nozzles was not as good as with a straight tip of the same size. There ap peared to be some difference in good stream distances with different nozzles of the same 14 Public Utilities Industry IS 1961 National Safety Congress 16 f'ubhc I'lihtiei Industry type. Considering that a well designed com* bination nozzle wilt have the same effective* ness as a straight nozzle of the same size, safe distances for a H-uich straight tip should be used for all fi-inch nozzles. Because the water column of a >$-lnch tip begins to break up into showers of spray at a distance of about 20 feet from the nozzle at 100 psi, it is sate to use a *4-irtch tip on live electrical apparatus provided * reasonable distance ts maintained. In order to consider the effect of low resistance water cn the hose stream, calcu lations were made to consider the use of 600-hm water in place of Toronto city water at 1300 ohm* per inch cube. From a urvry of water resistances from variou* locations m Ontario, It i considered that the mtnimwn resistance of water used for lire fighting would be 600 ohms per cubic inch. The curve shown with "dash" lines in Figure 3 is plotted based on 600-ohm water, and Table I shows the minimum approach distances for various circuit voltages. TABLE t t of Safe Approach to Live Electrical Apparatus Inch Solid Stream Pattern > P3I--Water Resistance 600 Ohms per Cuble Inch Minimum Circuit Voltage Safe Distance In Feet A400 4,600 S'joS 7.300 12,500 $.000 14.400 14.000 35 000 IS,*00 34.600 37.409 44.000 BS;gg Because the spray or fog stream patterns project separate droplets of water, the re* sistance of the water stream is greatly in* 'Teased. Consequently quite close approach to the target was possible with complete safety. Spray nozzles are safe to use within three feet of 65,000 volts to ground (equivalent to a ll5,0(XVvclt circuit). However such close approach should not be considered for hand held hose tines. Con* sidering the limits of safe approach to live electrical circuits for trained electrical utility personnel, a table of safe approach for use with spray or fog streams is set out in Table II. TABLE It Limit ot Sale Approach to Lha Electrical Apparatus Spray or Fog Stream Nozzles Volta to Craund Circuit Voltage Minimum Safe Distance la Feet 2.400 4.800 7.300 $.000 14.400 14.000 S.0CO .600 130 000 4.140 6.330 13.600 13,100 34,600 37.400 44.000 115,000 230.000 4 4 4 4 4 4 i 14 With a minimum distance of five feet from nozzle to electrical contact no hazard should exist for all solid stream tips up to \ll inch at 100 psl In summary, with hich voltigc circuits t (a) Solid stream tips up to inch may be used with care, provided distances arc maintained as shown in Table 1. (b) Solid stream tips above }{ inch should '.ot be used near live electrical equipment. (c) Spray or fog stream* may be used up to the limit of safe working space on all voltages of electrical equipment; see Table 11. REFERENCES NaUocat Fire Protection Associativa Handbook of Fire Protection--Chaps. 10. 72. Fire Department Equipment. Manufacture. Se lection. Care and Testing of Nozzles School of Technical Training. Oklahoma Instltuta of Technology. Studies of Fire Department Fog Nozzles. NFFA. APPENDIX Specific Resistance of Ontario Waters Ohms per Inch Cube ................................ 1.100 ... ___ roil River .............. TUI ,__________ ____ **d Anastas Wells................ MO BAT OF QULNTE....................................LSSM.IIO BURLINGTON ........... 1.300 CARLETON PLACE--Hli'iarlppt River..L610 CHATHAM--Thajr.es Hirer .......................... *70 EaA--BAHRIE--Deep Well......................LEO GALT--Artesian Wella ............................. TOO GODERICH--Lake Huron ............................ Lift HAMILTON--Lake Ontario ........................ 1.300 KIRKLAND LAKE--Lake Water.............. 3.100 KITCHENER--Artesian Well ..................... 770 LEAMINGTON--Wall ..................................... 4SS LUCAN ................................................................ 300 MEAFORD--Georgian Say............................ 1.130 MOOSE LAKE--Well ..................................3.040 Firebar ..... .* 4.690 NIAGARA FALLS--Weil and River...........1.341 NORTH BAT--Trout Lake.-.................... ..7.300 OSHAWA--Lake Ontario ..............................1,349 OTTAWA--Ottawa River ..............................1,000 OWEN SOUND--Sydenham River____... >30 PERTH--Tay River ....................... PORT DOVER--Spring* ................. 3.909 1.610 PORj^ffcNICQLL--Oeortfan Say.............. 3.080 17 /9a/ i\nhunoi Safety Lonynri ELECTRICAL RUBBER GLOVES IN THE PRIMARY AREA By E. A. SHULTZ Vice President-Operations, Illinois Power Company Decatur, Illinois My assignment is to tell why we use elec trical rubber gloves in the primary area. Id carrying out this assignment I hope no one gets the impression that 1 am arguing with any of my distinguished colleagues on this (Vine). I am certainly not trying to sell you on the idea that the way Illinois Power rmnpany does things is the only richf and -tie way. There are many instances where a linecan should put on rubber glove* before he (cates the ground. Some work must be done from nlatforms. With the develop ments being made in insulated aerial baskets, and with their singular characteristics to prevent serious falls, t believe we all will find increased use of aerial baskets. How ever, most of u* will be doing a lot of work from po'es for several years. My philosophy *f getting line work done from poles safely includes the use of rubber gloves when within reach of energized primary conduc tors, that is 300 volts to ground and 4160 volt* phase to phase. So I will confine my discussion lo that area, what we believe in. what we do, and why. That Itnemen wear electrical rubber gloves when working on energized primary conduc tors is a part of their craftsmanship that is not too old. It is only during the past 40 years that electrical gloves have come into use as personal protective equipment. One of our executive*, now retired, has told me of working on energized 2300 voltwires regularly. His only insulation was the pule on which he stood. When electrical rubber gloves were introduced, linemen bought their own and used them as barriers between the conductor and their hands. So they have always been known as personal protective equipment. From all the summaries of questionnaire* that I can find, it appears that at least 80 per cent of all electric utilities believe about as we do. Because electrical rubber gloves are personal protective equipment, the u%c nf them, like other lineman tools is much mure a matter ut determination uut on the job than one to be determined by rigid operating rules. I want to quote for you what our safety manual says on the wearing of rubber gloves. It is not extensive. It Ins been changed very little during the pa*t 15 years. "Employees shall put on rubber gloves with leather protectors before entering any areas where there are live conductors carry ing 400 to 5000 volts. The rubber glove* shall be kept on until employee* have left such live areas. "Employees will be expected to wear rub ber gloves to do many jobs in which the voltage is below 400 volts, where there are such conditions as: damp weather; excessive perspiration; substandard or close construc tion; unusual strain or body position (a slip is more apt to concur) ; or wet equipment." The wearing of rubber sleeves i* optional to the foreman and his men. Now, a* safety rules, those are not ver> 'peafic. We make no attempt to define the primary area in any greater detail. Perhaps I should explain that our whole safety program is built around the line Or ganization and that includes delegating re sponsibility for safety out to the foreman on the job. We don't do much in the way oi large group safety meeting* but we do sire** tailboard conferences. There are two good reasons why our rule* on electrical rubber gloves are so written. 1. The rules are short and understand able. whether linemen work up on poles or on tite ground. Cuiding pole butts, manipu lating hydraulic booms, or tending wire reels while standing on the ground are just as hazardous as tying in conductors to insula tors. On all of them electrical rubber gloves may have to be worn. Z Whether men are doing electrical work in power stations, sub-stations, on towers or poles, the rules arc the same. All of our men doing this work belong to the same Public L'lilttics Industry craft union. the rules -hould be consistent. If we attempted to spell out more detail on tht wearing of rubber gloves, the various situations would be endless. I have already mentioned that l consider electrical rubber gloses to be personal pro tective equipment- By personal, 1 mean something pertaining to the individual line man just as are his climbers and body belt. Rubber gloves, are not necessarily furnished by the lineman now. Neither are other per* *onal items. Practices vary among com panies. Electrical rubber glose* are personal pro tective equipment because they* are a barrier between his hands and live primary conduc tors. They insulate him from the live wires. A lineman air tests his gloves because they are intended to protect him. He carries them with him, just as he does other per sonal tools. Gloves are inspected and tested periodically in the laboratory, but a lineman oil! rives them a going over just before he ue* them. I am drawing a distinction here between S ves and the other protective devices that ,,* crew tools or crew equipment. Some -e ;< usually maintain* them nr direct* e earatg for them. frpea: again. We expect a lineman to c ; Mqrsent when to use his rubber gloves ..? . r expect him to choose the proper 1 that re curries. He is a crafts- If be docs*: to us a* a journeyman, r *-. t&rowgh the long standing training ; -see-fttfr ef apprenticeship. The proper use ; rafctT a part of apprenticeship n-aasg `A* trv to emphasize the positive .yprooch pruzecaon. the exercise of good -ritesne. ai*l abuve a.'l the necessity for .jt Uaeraaa * ihutk fur himself. We know ir-ze *bn Sr g-jr* op a pole, each job will -*e ajee vx-uuas more or less from every other -aae 5* the thinking for him.i xs snsghry spurtass. He must think mx who* b :* dciog. what the hazards are aad why. at order to do his job properly and *airiy We have aoe refused to consider ground:vgTBwnd rairv There have been several wdl petered poper* by capable men that have endorsed the ground-to-ground rules. We have weighed the proposals In terms of our own operation- Wc conclude by ieavuig our practices as they arr Herr are some of the reasons why: 1. Each year more of our primary lints become "200 volts to ground. We have al ways used 10,000 volt rubber gloves and our limit of 5000 volts came into being when we had very little 720Q V, We serve a lot of small communities and rural tines, hut any time we work 7200-12,500 volt en ergized, we have always done it with hot sticks and without rubber gloves. Sow any one crew can finish a 4160 volt job and move directly to a 12.500 volt job. It would hardly be logical for us to tell men to wear rubber gloves ground-to-ground on the first job, then tell them they don't need gloves to climb on the second job. That leads me to the second reason. 2- I don't like to see men encumbered a< they climb and descend pole* below the pri mary zone. I believe the rubber gloves and leather protectors increase the hazards of Mips and falls. 1 realize that men can and do climb with gloves but it seems to me that so doing, as a general rule, introduces an unneccs*ary hazard. There is also greater likelihood of unknowingly puncturing rub ber gloves on nails, tacks or barbed wire m the lower part* of the pole. Ordinarily these item* are very few up in the primary zone. X The third reason tie* in with our em phasis on tailboard conferences. If safety cm be discussed with more meaning out on the job, it can be considered with stilt morv clarity up at the beginning of primary zone. When a lineman stops just below the pri mary zone m put on his rubber gloves, he ha* a chance to observe the whole pole top clo*e up and to plan his move* and work. The condition* observed from this point can be quite different than (hey are from the ground. The forced stop, when there is work to be done in the primary zone, can be one of the most important step* in safe work on the pole. It develops the habit to stop .md took things over. 4. I have quoted Irom our rules that wc expect men at times to wear rubber gloves when working on secondaries. I believe our practice* wherein men must exercise judg ment and the>* routinely stop part way up the pole; gain greater use of rubber glove* when working on secondaries than if we tried to spell it out in detail. !9 1961 Xalional Safely Congress Throughout this discussion. I mentioned rubber sleeves just once. 1 have not yet mentioned other protective equipment--rub* her blankets, tine hose, insulator hoods, and so on. Our rules pertaining to the use of such equipment arc in the same vein; there .ire a minimum of directives. I should mention too, that our continuing investigations and analvse* or accidents and near accidents do not indicate that we would improve afcty by more specific rules on the tt*e of gloves and other equipment. In summary. I want to repeat: 1. Our tine work requires craftsmen, not automatons. Our rules on the use of elec trical rubber gloves are in line with crafts manship training and encourage thinking. 2. Electrical rubber gloves are personal protective equipment. Our rules recognize that they are to be treated as such, just as ,trc other pieces of personal equipment. 3. When a man has a definite reason for a stop part way up a pole at a good ob servation spot, it becomes habit for him to observe and plan on-the-spot means to ac complish his job safely. GROUND-TO-GROUND USE OF RUBBER GLOVES By L. C. MEYER Electric System Specialist, Employer Mutuals of Wausau If every job went the way it was supposed to go. there would be no accidents. If men acted like machine* and could be counted on to always perform their work in the pre scribed manner, again the result, no acci dents. But men are not machines and some jobs do go wrong--sometimes the unexpected oc curs and another accident results. If we keep in mind that an accident is the clue to something going wrong, then we can pro ceed with the premise that hand contact elec tric shock accident* are of great concern in the cteetric utility industry. They are of great concern because of their high fre quency in comparison to other parts of the body involved. Putting it more bluntly, there exists a need for a better procedure of getting rubber protective equipment on the hands of the men before contact is made with energized iquipment. Current accident reports contin ually emphasize this need. The problem resolves itself into one word --"HOW." How can we get rubber gloves ,',n the hands in lime to prevent the acci dent? What method or procedure offers the fewer loop holes, die least chance oi human error, and the greatest consistency of com pliance? It is my sincere conviction that "rubber gloves from the ground up" or "gloves-- ground to ground,'* (the two terms are svnonymous). provide the best solution to the problem. Let me discuss the various procedures that are being followed, pointing out the ad vantages of each. First, there arc some few utilities that still follow the policy of permitting the men to decide for themselves when and where rubber protective equipment is needed. Per haps they have rules covering this but these arc so completely disregarded that the rule might as well not exist. The men them selves operate on the theory that "they can take care of themselves" and believe that they know, by training and experience, when they should wear their gloves. At first glance, this appears reasonable be.-aiiic it seems that an experienced lineman wmld know, if anyone did. the disastrous effect of contact with high voltage. All too frequently one of these systems lias a rude awakening and expresses surprise that it had to happen on their system. Why should they be surprised, all they l:ad to do was look and they would have seen it coming. The only unknown was "when.1* The baste reason for these accidents is probably due to the old adage "familiarity breeds contempt." With linemen working near and around energized equipment so often they lose sight of the potential danger Huhtic ( Iditi.-t fndiulrv m the nearbv equipment ;itd apparently re lax their vigilance and cure ** ihrv proem! vvth their routine work. I don't believe I could get much of an argument from any of you on the impracMcatity of this particular practice. The next procedure, and this one ha* a -{oodly number of advocates, is the policy re quiring that protective equipment be put on when the working position is reached but before starting die job. 1 have no particular quarrel with the procedure, if they would follow it? 1 am sure that many of the utili ties represented here that follow or have followed that practice tuve had serious hand contact electric slock accidents. This is explained by a basic principle in <afy engineering. If a man will expose himself to chnger often enough, sooner or later he will become injured. More specifi cally, if a lineman without proper protective equipment gets within reaching distance of energized circuits often enough, sooner or later he will make an accidental hand con tact. No, hr doesn't intend to, but, a climber gaff cutting out. a moment of forgetfulness, a riser wire to the transformer hidden be hind the pole and he becomes another acci dent statistic before he even get* belted off. Granted that the incident of occurrence is small in relation to the number of times (hat things go according to plan, I defy >ou to find a volunteer to be the next victim uf such an acadent. Can you pin the blame for such an acci dent on the foreman or supervisor ? 1 don't think so unless you are lokoing for an ex cuse for the accident and not the cause. If the procedure calls for protective equip ment before entering the working or reach ing area, then perhaps the foreman or super visor can be involved. But it seems to me that if you are going to follow that practice .'o are purring an almost impossible re sponsibility cn supervision. In effect, you're -islcing then to watch closely every time any mao climb* any energized pole; Lacking at this procedure another way, what yon are doing if you subscribe to this practice, is drawing a thin invisible line somewhere oa every pole. Below, and out of reach, a safe area; above, and within reach, a danger area where gloves are re quired before entering. Keep in mind that the location of this invisible line will shift with the circuit* .uni equipment on each pole, t'ould a transformer case be energized? Could a hock from a secondary cause a fall thai iouiil be as permanently disabling as a dou ble amputation? And tell me, what good was that invisible line to the fellow that (.limbed a new pok, watching his feet so as to miss the knots, and suddenly found that Ins hands had run out of pole? Even if a good job of training and edu cation has made everyone conscious of that invisible line, even tlwugh supervision is outstanding, isn't il.cre still the chance that -ome day--perhaps the foreman is checking tlte work order ju-t as the lineman is climb ing up, thinking vbom a fishing trip or last night's date. As lar as time and place are concerned, this sun can gel into trouble, .uni I do mean trouble, before he gets hi* mind back on the j.b and before anyone can want or stop him We know this can happen because a few vesrs ago I received three accident reports where the work was three or more feet from the nearest phase wire, yet a primary contact was made. The question comes up in those case*--what were these men think ing about? It makes a good question, but very difficult to get a good answer. t am sure that all of us would admit to having experienced such mental lapses, occasions where our eyes were open but our mmds sure weren't, but fortunately we came to in time to avoid injury. Quite often we hear of, or experience such mental lapses in connection with driving. We all do pretty well when driving in heavy traffic but how good are we when we get out on the open road? Out to get back to the practice of re quiring rubber gloves before entering the danger area. 1 wcutd have no particular quarrel with this if a foolproof method of ubtaimng 100 per cent compliance could be established. I am sure that efforts are being made to improve this procedure but the acci dent reports indicate there is still a tang way to go. So, let's consider the "ground to ground'' practice. In the hundreds of group safety meetings that I have discussed this subject. I have heard every excuse against that prac tice that was ever dreamed of. Clumsy? Not as much as trying to eat with metal claws instead of hands. Hot? Nowhere near as hot as 12,000 volt*, or even 2.300. Slows 1961 S'alional Safety Congress production ? Developing dcMcnty while wearing rubber clove* i< largely a matter of practice. I'unl'tr, eontder the time element, the length of time that the rubber gloves would be worn under the "ground to ground" rule. Why don't you do a little checking and trv to find the per cent of time that your average lineman actually spends on energized l*l on an average day. I am sure you will be surprised at the tow percentage figure you come up with. Possibility of puncture while climbing and not having protection when you get to the working area? Possible but not too prob* able if the glove protectors are m good thape. In 30 odd years in the utility indus try I have only heard of two cases of bums through a faulty glove, and both of these were minor. Besides, daily air tests and regular dielectric tests will detect puncture in most cases before injury can develop. Besides, with the high distribution voltages in use today, gloves are to be worn, accord ing to the Xational Electric Safety Code, ior protection against an accidental contact, not for direct hand manipulation of the energized equipment. Wearing rubber gloves "ground to ground" has every logical reason for being the solu tion to the hand contact electric shock acci dent. It is the most sure way of getting rubber gloves on the lineman's hands before he gets within reaching distance of energized equipment. Beside*, it is far better to wear rubber gloves, and not need them, than 10 need them and not have them. The reason l favor this practice over the "below the invisible line" method is pri marily because of the time element. Assum ing the man forgets and starts up a pole without his gloves on--ten seconds will have elapsed before he reaches the danger area, the area where he actually needs them. Dur ing that time interval there is a greater opportunity for the man himself to recog nize the omission he has made. There is also more opportunity for supervision or some other crew member to see the omission and to stop him. There is also the chance, on vertical single phase construction, of the phase becoming dislodged by vibration of a pole being climbed, due possibly to a cracked insulator that was not visible from the ground. With rubber gloves already on, the man at least has a fair chance to catch it or ward it away from his body. Without rubber gloves, you provide the answer. A normal human characteristic is that of resisting change. That calls for discarding old established habits and developing new ones, and we are all guilty of it. It may appear like a radical change to go to "gloves ground to ground." It probably was for the many utility systems that have already done so. We have no way of knowing how many lives have been saved or how many bums have been prevented by this practice. Pe riodically l receive an incident report--that is a report of how rubber gloves prevented an accident. They are not as dramatic or tragic as many of the accident reports but much more preferred from my point of view. In my present position over the past 15 years I have made an intensive study of electric shock accident causes and costs. Bare hand contact is still the most common type, yet the frequency of all shock accidents is less than half of what it was 15 years ago, according to my figures. Yes, progress is being made, but there is still a lot of room for improvement. My crystal bait is no clearer or better than yours, but I can see the day coming when any electric utility that has not adopted the "ground to ground" rule will be in the small minority. Probably many more live* will be lost before that day comes, many more hands and legs will have been am putated. Yet each one oi these accidents will add emphasis to the need for a more positive procedure of obtaining consistent use of rubber protective equipment. And that is where rubber gloves "ground to ground" comes in. 22 Public Utilities Industry WORKING FROM LINEMEN'S PLATFORM By H. E. HATFIELD General Supervisor of Safety Georgia Power Co., Atlanta, Ga. The full protection of our linemen is a problem that has been with us for some time, and it is my aim to pass along a few ideas that I fully believe; if adopted, will greatly reduce the frequency and se verity of linemen accidents. By the way of review, ami to emphasize the problem, I would like to quote from an address that was presented to the Elec tric Utilities session of the Xational Safety Congress on October 21, 1954 by Fred Harnrnan, who at that time was the safety manager, New England Power Service Com pany, Boston, Mass. "The fact that, year after year, electric utility linemen suffer the greitest number of fatalities in the industry, about 60 per cent of the total, or about 90 of the average of 150 fatalities per year, based upon recent Edison Electric Institute figures--makes it appropriate that we talk about protection for linemen." Seven years have passed, many lives were lost in that period and 1 wonder if we are doing all we can to educate and train our employees to eliminate these tragic accidents ? Progress lias been made to be sure; how ever m I960 the Edison Electric Institute reported 105 fatalities in our industry; of these 105 cases 49 occurred on poles and when these 49 cases arc analyzed they paint to a significant fact "Path to Ground." The same is true when we analyze nonfatal electric shock and bunt records. Several factors are always present when these accidents occur, these factors were best expressed by Tom Hughston of the Texas Power and Light Company in a recent talk when be referred to an analy sis of electric shock and bum cases as follows. 1. All occurred on simple jobs 2. No one was looking 3. Little or no planning 4. Failure to follow the rules This analysis indicates to me that we as supervisors and the wurkers themselves have a responsibility that must be a co ordinated effort P we are to improve our safety performance and that criticism with out being constructive is not the answer. Line work is inherently hazardous, the wires and devices which linemen work on regularly carry voltages which can kill, but, like other hazardous work, it can be made safe if the protective devices which have been developed are used By failure to set full use of protective equipment, isolating linemen from the "Path to Ground" winch he does not do for him self, presents a challenge which I believe can be solved. The solution to this problem goes hand in hand with the required voltage increase m our primary distribution lines. This higher voltage in the 15 kv range can be maintained affording the lineman a greater factor of safety than he has had m the past while working on the lower voltages. It can be worked with rubber gloves, class 2 (lakv), or class 3 f20kv) from an insulating platform, insulated sk>-worker or insulated ladders; this method will re move the problem of "Path to Ground," place the worker in a position to work with less physical strain and it will be necessary to make two simultaneous mis takes before he could be injured by electric current. The method in detail is as follows: 1. Work the specified voltages with class 2 (I5kv) or class 3 (20kv) rubber gloves with 18* cuffs and glove protectors. 2. Workmen insulate themselves from a ground contact by the use of approved in sulated safety boards, insulated ladders or insulated baskets supported on insulated booms of sky lift equipment. j. Workmen must maintain clearance or provide insulation from metallic paths to ground and from other phase conductors. 4. Work on lines of the 15 kv range must be done only during proper weather conditions. Work of this type must not be done during periods of rain, mist, or heavyfog conditions. 23 IV61 Aottonal Safety 5. AH work must be done with complete isolation and insulation from paths to ground. This includes the covering of conductors with rubber protects e equipment. The electric utility industry is making progress in the reduction of frequency. The 1061 figures show our rate to be 5.82, slightly lowrr than the all industry average of 6.(M, however our severity rate is one that should give us much concern with our rate being 1.222 or 210 days lost per mil lion man-hours worked, as compared to the all industry average of 720 or 121 day> lost per million man-hours worked. I know we can do better. It is my belief that if this method is followed in detail as has been outlined here today, we will put the lineman in n -atcr position, afford more physical com fort, remove the possibility of "Path to f round," and greatly reduce or eliminate the "shock and bum" problem. AERIAL BASKET UPS AND DOWNS By BASIL J. LORENZ Manager of Safety, Northern Indiana Public Service Company Hammond, Ind. "Cut down *it iiuni-h'iurt needed to per form aerial work." ".Vo rubber protective equipment needed." "Put your employee in a *afe insulated work position." "Work energized conductors hare handed." "Save tJv-ucand* of dollars a year." These arr lut a tew examples of the prommUma) rratm^l v.hich has greeted our e-.< during the past few years as a result of the raliter -widen realization regarding the work potential of the aerial basket in the utility industry. Add to this the many, persuasive verbal dissertations on the merit of this type of equipment, and a general picture of a money-mving, fool-proof, acci dent-free method of working energized over head tines and equipment is developed. Our operating people, and rightfully so. are really "up" on this when they realize the potential lmefit< which can he derived from use of she aerial bakrt. I mfh m make dear at this point, that I am not opposed to the use of the aerial ha*ket Oirite the contrary, 1 feel that it is an Invaluable aid in safely and efficiently performing many and varied job assign ments. A survey of 7J companies revealed that from primary use in tree trimming operations, the aerial basket is now* exten sively used in distribution line work, trans mission line work, substation work, and on street light installation and maintenance. Much has been said about such advantages, but like any other tool used in our work, there are certain inherent hazards connected with its operation and use. We cannot be hilled into a position "here thee are over looked. The very selling features of the equipment contain suggestions that are con trary to principle? of safe practices that we have been advocating for years, The em phasis is placed on what the employee does not have to do and therein lies the challenge t the safety man, A positive, down to earth approach i needed Established safety rules, procedures or practices may have to be revised, but they should be established on the basis of what to do not on what you don't have to do. There are a number of controversial area* relating to the necessary *afe practice* in the operation of aerial baskets. Variation* in construction of booms and basket* make generalization difficult, however, I will at tempt to cover a few which in my opinion .ire of primary importance in realizing the full safety potential in the use of this equip ment. One of the principal areas of "time-sav ing" is in the use of protective equipment such as line-hose, hoods, blankets, etc. The aerial basket places the worker in such a position that much of the equipment that normally would be covered when working from the pole is now beyond his work area and consequently would not need to be cov ered This reversal of what previously would have been normal practice tends to have the 24 I'ltHw l itlitii j Industry effect Ol a general relaxation as far a- the use of protective equipment is concerned. The worker is apt to apply the same rea soning to the exposures within his work area and neglect to use the necessary pro tective equipment. If he, himself, or any thing that he i> handling becomes involved in a direct contact, rhase to phase nr phase to ground or neutral, the same tragic result* will occur even as it did when he worked from the pole and neglected to use pro tective equipment. Experience gained front the limited survey mentioned previously, plus individual re port*. ha* already pointed out fatalities and lost time cases due to contact aloft when working from aerial basket*. The solution if course. U the training of your people to realize that the aerial basket is not an in sulated cure-all. plus the establishment of positive safe practices in the use of pro tective equipment in conjunction with the use of the aerial basket. The concept of an insulated boom and basket can lead to a relaxed attitude by ground personnel m relation to the posdbility of receiving an electric shock. The average reaction !< to touch freely the truck body regardless of the proximity of the boom or basket to energized conductors *>r equipment. Experience here again ha. al ready produced fata! and other types of injuries due to not following the usual practice of stating clear from any equip ment which might possibly contact energized conductors. One supervisor received a fatal shock as he stood leaning against the truck bed when the Supports of the basket contacted an energized conductor on a 12.5 KV circuit. \ metal reinforced air hose installed in the field by an unauthorized employee provided the path to ground. fn another case an employee was remov ing tools from a bin on the truck when con tact was node by the lower non-insulated portion of the boom. He was fortunate in that the result* were not a* severe as the previous case. These are outstanding examples of what ran happen in the everyday operation of this equipment. Add to this the fact that most of the equipment in use today does not receive an adequate periodic dielectric check and you have the ingredients of a potential accident. I'he establishment .t a "stay dear" rule, in my opinion, is the be?t preventative mea*ure regardless of the type of equipment you may have and regardless ot the testing pro cedure you may follow. The innovations, repairs or even cortamstutivn which m\ occur in the field can easily by-pos* all in sulation and render it useless. Keeping the 5>eopIe on the ground from touching the equipment unles* proper precautions are taken is a postive procedure in effectively preventing this type of accident. "Belting in" to the basket while working aloft is a practice adopted by many com panies. A number of objections to this prac tice can readily come to mind. At fir*t thought it may `eem almost ridiculous in tie a man down when he i working in an enclosure that ri*e *i waist hiph. Ad'f to this the thought that anv means of at tachment will be m the way, hinder move ment and will probably prove difficult to sell or enforce and *hc reunion will be to shy away from such a practice Here again our hnvtcd experience has in dicated that serious accidents have occurred which could have been prevented by the practice of "belting in," In one situation, the leveling cable tvrokv causing the basket to tip over throwing two employees some 20 feet to the ground <">ne employee wa* killed and the other severely injured. Ianother case the brackets holding the hy draulic piston broke ,|:ie :o mi,*adiu*tm*r.r, causing the basket to tip throwing the em plovee to the ground In still another ea*e, two employee* were using a length of pipe anchored at the has ket as * boom in veering a 35-Ib. tool This operation eau-cd she basket to tip throwing both men t*- the ground. In ye? another situation, plank.-, were placed across the rim of the basket and used as a working platform. .An employee fell when he stepped on the plank bevond the edge the bosket rim. These are actual cae* which point directly to the advantage of cstabHdunu "belt-in" rules. I am sure that all at us can readily vis ualize a situation where the positioning of the basket puts the object to be worked on jus^ beyond the reach of the employee. The basket cannot be moved any further due to obstructions. What i* the next step? The employee, more than likely, will attempt to climb up on the rim of the basket and from 25 I9A1 A'ohonai Safely Cotitj'f" this precarious position attempt to perform the job. It takes no stretch of the imagina tion to further visualize, the step, the fail and the injury. In my own particular company, we have gone to a nylon lanyard and with the lu ring located in the back of the belt. Our reasoning in adopting this particular combi nation was predicated on the following *. 1. We wished to limit the free fall and by locating the attaching ring or bar at the rear of the basket and having the length of the lanyard only long enough to allow free movement within the confines of the basket, we feel that a foot nr so of free fall is all that would be experienced *hul1 the basket tip over. 2. This arrangement does not give the employee enough movement to allow him fo 'land on the rim of the basket. 3. The lanyard and belt have a shock toad rating that is at least four times that of our standard lineman's body belt and safety strap. 4. We have an existing practice that the snaps of a safety strap cannot be en gaged in the same D-ring of the body belt when belted in. It was felt that the natural tendency would be to use one D-ring only if the standard safety was used to belt in. The use of the lanyard eliminates the possi bility of a daily noncompliance with an ex isting practice and ub*equcm undermining of its observation m other phases of work. 5- There is also a possible benefit in the event of 3 fall. With the D-ring located at the back, the initial impact strain is taken by the stomach muscles rather than the hack muscles and the possibility of a severe injurs* may be tes*encd. The potential here U questionable, however, it may be a factor. Our experience with this practice has been favorable. There has been no indication that the arrangement lias hindered the move ments of even two employees in the basket at the same lime. The confines ot the bas ket are rather limited and the lanyard and belt docs not interfere with movements needed to effectively work from the basket. The question of whether to allow any movement of the truck while the basket is extended with one or more employees in the basket has plagued many companies. Prac tically a!| of the original models and a large majority of the present ones require the use of outriggers *riw miwvdmg the bas ket. Recently, models have been developed which do not require the use of outriggers. It is certainly a tremendous incentive in the pursuit of saving time to consider allowtng at least a minimal movement under certain conditions. The lack of any accident ex perience, at least to my knowledge, due to movement of the truck with boom extended is probably related to the tact that very few companies at present permit movement of the truck under these conditions. In general. I believe that this approach is good, safe operating procedure. We have only to look back on our experience with aerial ladders. I am *ure that many of u here today can recall instances where, in spite of electrical and mechanical safely warning devices, ladders have been sheared off by tree limbs, telephone cable*, and manj, other types of overhead construction. With the ladders, only material damage was in volved. With the aerial basket, you have not only the material damage, but also the potential of serio* injury" to an employee. There is no question in my mind that the accident experience would follow that of the aerial ladder should free or limited movemerit of the truck he permitted with the basket extended. One of the major considerations arising in connection with the use of the aerial bas ket is concerned with the maximum voltage ivh/ch can be sa/eJy worked with rubber gloves. I shall not endeavor to voice an opinion on what this limit should be, but merely re-emphasize that whatever the voltage decided upon, a careful and thorough study should be made and again a positive <et of safe practices should be established. Time does not permit the exploration of other areas of consideration in the use of aerial baskets. Future developments of this equipment will present future problems. The safety man will be confronted with old and new piece* of equipment, each having op erating characteristics of its own. The chal lenge will be to allow for the new without relaxing the necessary precautionary meas ures for the old. In conclusion, one might say that the aerial basket white being a boom to the industry in the assistance of efficient opera tion, offers a distinct challenge to the safety 26 Public Utilities Industry people, the %crv selling points dial make 'Hake- 't> .ippcarance m hi* company he the equipment so desirable in operations-- mobility, ease of reaching elevated location!, Miould be prepared to make a positive ap proach in the safe practices to be applied insulation value, reduction of necessary pro in the operation of the basket. He should tective equipment, reduction of necessary be ready to prescribe what has to be fol * personnel to do a job--have a tendency to lowed in the operation and not fall into the ; undermine or nummue the >(ie practice* which we have t-een developing tor year*. (rap of IcttmK the hiea of what safe prac tices the empkwee <le* not have to follow This shift in practice and in the employee'* predominate. altitude which follow - can have a detrimen The aerial basket can be one of the be-t tal effect on the entire saiety program. accident prevention tools available if vow ! The safety man should recognize this po- come "up" with a positive approach and f tenttal reaction, and when the aerial basket don't let "down" m your safe practices. THE OHIO FUEL GAS COMPANY'S DRIVER IMPROVEMENT COURSE Br S. G. CLAAS Safety Dir., The Ohio Fuel Gas Co., Columbus, Ohio - The training we have chosen and are giving to our employees centers around what t-urn where .*11 ot the particiiMnls agree with all of the answers. is perhaps the best known and most talked The purpose of the film is to stimulate about driver training in the country today discussion rather titan to ~iy if John Doe --the Harold L. Smith System of Defenive has all of the correct answers he is an Driving. expert driver and if Joe Smith misses seven Our program consists of a tour-hour ses sion limited to a maximum of ten drivers that he is a poor driver The test sheets are riot graded but disposed of following per session. Since its inception we have the discussion. trained approximately l.fiQO driver*. We be We have no formal "break" In ihc session gin with a ItS-milfimefer sound movie en but immediately following the film the titled "What's your Driver Eye-Qr". This drivers are given an examination of vision film describes and shows fifteen common with the Bausch and Lomb Ortho-Rater traffic situations--situations in nbich we find and a hearing test with Amboj-Oto-Chek. ourselves nearly every time we take a ve A\hen the tests are evaluated, a confiden hicle out on the road. tial report of the results is given to each The film is narrated and after the nar employee in a sealed envelope. ration, the scene stop* for a brtef period A summary of all tests, noting deficiencies, during which time the participants check is then furnished to the department hend for either `A,* `B,' or *C a* the correct answer a follow-up by the supervisor who urges on a prepared lest shee*. The period of the necessary correction for employees who time allotted for the decision of the driver are below minimum standards. is, m most cases, more than the reaction This period, with only one employee betime required if he were facing this situa mg tested at a time, offers the instructor tion while actually operating a vehicle on the opportunity to guide and continue to the road. stimulate discussion of our own local ve 1 After the film is finished, a brief dis* hicle -accident problems. What might ap < russion follows dunng which time the par pear at first glance to be a Period of idle ticipants give their reasons if they do not ness becomes a valuable addition to the ; agree with the stated correct answers in effectiveness of the program. Following t the film. We find that there is never a the testing period, the program continues 1961 A Qttjnal Solely Congress with an illustrated lecture based on the Smith System. (We obtained a film strip and Leader's Manual on this system, and from this we wrote the manual tor our own use. The film strip was processed into JS-nullimeicr slides which makes them much more adaptable and permits us to include additional slides pertaining to our driving problems and staustics). rear constantly. the driver is aware of Lite total traffic pattern and does not allow him self to be lulled into a trap which might cause him to have an accident If his eyes move constantly to the scene ahead, to the left and right and to the rear view mirror, lie will avoid a fixed stare which would nar row his vision and cause him to overlook important developments in the traffic pattern. We proceed on the basis that our drivers know litre to drive. Otherwise, they would l>e unable to obtain a state driver licence. The hots part oi driving consists of manipu lating the vehicle, applying the brakes, turn* mg left, turning right, stopping and the many manual skills necessary to control the vehicle- We also are convinced that our drivers know what to do. The what part of driv ing consists of a basic knowledge t>i traffic rules, observation of the speed limit, grant ing the right-of-way, consideration for other drivers and, of course, what can be ex 4. Make Sure They See You. --If a driver desire* to pass a slower moving ve hicle it is to his advantage to give a friendly "beep" of the horn to let the driver ahead know what his intentions are In a situa tion where a pedestrian or a youngster on a bicycle or perhaps an animal might sud denly dart into the driver's path, the same courtesy should be observed. In any case, in an uncertain situation the expert driver will take his foot off the accelerator and either apply the brakes or allow his foot to hover over the brakes to touch it if necessary. pected from other drivers or how other The driver who intends to make a turn drivers should operate their vehicles. or * stop will signal his intention well ahead Since these first two steps arc elementary, we mention than only in passing. The third step, and this is the heart of the Smith System, indicate* when to make the neces sary moves in traffic to blend with the traffic pattern and avoid cooHicts with other vehicles, pedestrians and fixed objects. The when part of driving indicates if a driver is expert or mediocre. The five "Seeing Habits for Expert Driv ing" are as follows: ot the maneuver to allow the other driver rhe necessary tune to adjust his speed or direction to conform with the traffic pattern. Leave Yourself an "Out."--The driver who observes the other step* consciously may still find himself the victim oi another per sons poor judgment. However, this need not cause an accident if he has allowed him self a "space cushion" oi at least one car length for each ten miles of speed between his vehicle and the one ahead. 1. Aim High in Steering.--This allows the driver to set Jus eye on a target in the center of his lane far enough ahead that he will be able t. keep liU vehicle in the proper lane without conscious effort. It also relieves him of the probability of over-steering and fighting the sterrmg wheel. 2. Getting the Big Picture.--By scanning the total traffic picture ahead and to the vides and to iltc back. the driver n aware of how his vehicle relates itself to the move ment of other vehicles and pedestrians and give* him the opportunity to regulate his speed to conform with the traffic pattern and thus avoid conflict. Conflicts cause acvident*. 3. Keep Vour Eyes Moving.--By scan ning the scene ahead, to both sides and the The expert driver who practices this step will unconsciously allow himself a swerving path if the driver ahead makes a sudden change in the operation of his vehicle. He drives in such a way that he can compensate for the change in traffic ahead and he an slow down, sound the horn and pass if safe to do so or go oft the road and stop if nec essary. In other words, he avoids being boxed-in in a situation which might result in an accident. We conclude our program by summariz ing the five seeing steps in visual form and issue a challenge to the drivers to eonsdousty practice the five seeing habits. The state ment is made that the true expert drivers avoid accidents by practicing these habits and we are sure onr drivers can do like wise. M Public HUtitcs Industry j We issue two hand-outs at the conclusion vtttployce* i*r use in their personal cats I t the session. First, a booklet "The Eye* o whatever vehicle they are driving, the ! Have It" which summarizes the Smith Sys expert driving habits are called to their tem and includes some timely information attention constantly. and advice pertinent to safe driving. The While this is only one of the devices second is a pressure-sensitive label printed necessary for a successful fleet driving pro red on a white background listing the five gram, we note wuh satisfaction that in seeing habits which the drivers are requested the areas completed in our company there to post in a prominent place in their vehicles. it an encouraging decline in vehicle accident We alo make these label* available to the frequency. MAINTAINING INTEREST IN SAFETY By PRANK P. MUELLER Dir. of Safety, The Peoples Gas, Light and Coke Co.. Chicago The importance of employee interest ui safety cannot be too strongly stressed, and the accident prevention efforts of any company surely cannot ucceed without it. Way* in which this interest can be -timulated ,md preserved are perhaps at numerous a* they are varied. The approach fo the prob lem will not be the same in every >*. and what may prove highly effective in one company may be entirely without results in another. Let's consider some of the dif ferent approaches to the problem oi main taining employee interest in safely. J, Management'j Part in the Safety Pro gram. The statemett that top management must be behind a company's safety pro gram if it is to succeed has been worn threadbare. Let's assume for the moment that this is not a problem here. The fact remain* that it is equally if not more im portant that alt levels of management and -upervision be ~4t on safety if the rank and file it t. be at alt concerned- The average worker lias much closer contact with his supervisor or with his foreman than he ha* with the chairman of the board >>r with the president of the company. It goes without saying that the interest shown in saiety by the first line supervisor will be pretty closely followed by the workers. If the immediate boss is disinterested in safety or indifferent to safe job performance, so, loo, will be his men. 2. Non-Management's Part in the Safety Program. It is oftentimes a mistaken idea that the accident prevention activities of an organization should be testriced to die safety section or safety depanr ent of the organization. Nothing could be further from ihe truth. The safety program, if it is to vucceed. must involve as many employees as possible. This involvement must mean something more than an indifferent partici pation on the part of the employees. It must mean the personal interest and enthusi astic support of everyone. This might be accomplished by appointing employee* to serve on departmental saiety committees, or on inspection committees, or even as saiety deputies within the various depart ments. These committee* will usually pro vide a real service in the interest of safety if given proper recognition. Their finding* and recommendations should be made to someone in authority who can take action vVhcn and where necessary to correct haz ards or unsafe conditions. J. Safety Meetings. Safety meetings pro vide an excellent way in .which to present topics of interest to all employees. Meet ings should be held regularly and frequently and should be conducted by someone in the line organization--preterably the first line supervisor. Subject material for discussion might best be provided by the safety sec tion, and the meetings should be diversi fied enough to stimulate audience interest. Every effort should be made to keep the employees informed of what is happening accident-wise throughout the company. Dis cussion of accidents and injuries should be encouraged for the purpose of reducing the /<*>/ National Safety Congress possibility oi their recurrence Visual aids, such as films, slides, flip charts, flannelboard ' presentations, are all helpful and should be used in stimulating interest m the safety meetings. 4. Ineenthes and .-firards. There are many incentives that might be used to help main tain interest in safety. Recognition of a job well done if an effective way of motivat ing people, and this if true in safety as it if in other fields. This may mean the is suance of safety awards to individuals or to departments, such as certificates or plaques. It may mean little more than the personal commendation of the individual or department by an executive of the company. It might mean publicity either in the local house organ or even in some of the local newspapers. People like to be patted on the back for a job well done, and a compli ment earned and sincerely given will do much to stimulate interest in the safety pro gram. 5, The Suggestive System in the Safety Program. Employees should be encouraged to use their suggestion system as a means of calling attention to existing hazards or to the need for changes in job procedures or working conditions. Suggestions often call attention to situations overlooked by management that might constitute real haz ards and require correction. 6. The Investigation of Accidents. The more serious accidents should be personally reviewed and investigated by members of management. The purpose of *urh investi- x>ii..n> should, of course, be made dear to the employees involved in the incident* These reviews are not intended to be fault finding but rather fact finding. They are held primarily for the purpose of learning something from the mistiap and, most im portantly, to try to arrive at some con clusion as to how similar incidents can, in (he future, be avoided. Such interest mani fested by management cannot but help favor ably impress the non-management employee and make him want to do everything pos sible to avoid future involvement in an ac cident, 7. Safety Promotional Materials. There is a great variety of safety promotional materials that can be used effectively in stimulating interest in safety. These include leaflets, booklets, colored posters, question naires, and articles of all kinds having to do with safety. Information is available from the Xational Safety Council, the American Cat Association, and local safety organizations specifically directed toward the establishment of a good safety program in any company, and the maintenance of em ployee interest in that program. Surely there is a variety oi approaches to the problem of stimulating and preserv ing interest in safety. It's a job that re quires real effort, imagination, and dogged perseverance. Unfortunately, it is a prob lem that will not solve itself. The result* can be really rewarding--a better safety record, which means fewer employees get ting hurt. Maintaining interest in safety is important. YOUR TRIP TO "SUCCESS" By J. WESLEY SAMMIS Safety Representative Philadelphia Electric Co, Philadelphia. Pa. Are you on dead center ? You are if you have not been wonder ing about your safety program! Been around a tong time? Maybe >ou*ve maintained the status quo too long! Alt, you're new at it and puzzled! Puz- .10 sled because you've inherited a patch-work quilt? In either case, you are. on dead center il you don't think it's time to reappraise your program. Maybe you think you are tops as a tales* Pubhe Utilities Industry You can -oil ytmrsell - - You can sell your program . . . You can sell your supervisor You don't need management backing . . . < ontactmg the Electric T. & D,, Engineer ing and Gas Departments, all details were worked out. These details involved obtaining agreement on several important points. The company being largely electric and with Weil, perhaps a good hard look at your 53,061 miles of overhead transmission lines accident program will tell a story. posed a selling problem. The incident oc i Let's take a ride. Join me in the Safety- mobile. Fasten your seat belt, and we'lt be off on tlie road to success. The town whose population is limited only to those who conduct rurrrnrful safety programs. curred on a gas facility. The cost was com puted to be about $75,000. ,Vot only was agreement obtained cn these points, but. additionally, all future instal lations for feeding this type substation would To get there we must be alert for the :4uide posts which will help reduce the detours of poor programming, the cross be underground. The plan, solution, and allied information was submitted to top management. Little time was wasted in ap proval since all the facts, agreements, und roads of indecisiveness and a wrong tum information was individually available. failure road Our car muses over program rood hnf progress U impeded by indecision exeaivlion. Good back filling and packing with the solid materials oi management directives will soon have us on the way again. Tlie crew foreman shout us that the leak na< plugged by using just the facts. This plug is manufactured using the raw materials of accident costs, operating and productive efficiency, human benefits, and frequency rates. Refreshed, it is time t'i tnmi mi We 4ear in, slip into traffic. Shortly, a flashing yellow light ahead in dicates a slow down for the sometime speeding traffic on line tupennsion hesi tancy, on the road to safety meeting. Brake quickly! Here comes a stop light runner! The speeding btur. j'ust slow enough t* recognize, indicates that '77/ Jo all the talking" and "IRky should l attend anyuvy" are in the vehicle. This is to be ex pected. These two are a pair when it cocnc* The hole filled, we are able, tiuw. to the matter of going to safety meelm<' make a right tum into top management One will not listen to any suggestion, the highway. As we move along, the side streets oilier doesn't believe in its importance. The I of confusion and poor planning whiz by, next car eomes to a slop; we would ex at legal speed of course New* construction pect this, "f ktuuj the value" recognizes on top management highway suggests that the importance oi observing all the sign>, an alternate route will make our journey signals and road conditions important to less hazardous. Thus, we will continue n arriving at a good safety meeting. cooperation road. A refreshment stand in the offing, sug gests a recommended driving break. Par taking of the elixir of freshness, coopera tion road gives pause to review a problem. Entering next to engineering freeway, wc .have three good lanes upon which to travel; planning, coordination and field survey, This freeway ultimately passes through the towns of good construction, fewer mechanical has- A near miss--an accident without an in ards and mutual understanding. jury--but a solution had to he found Co Leaving the freeway, again we enter operation was tlie key to this successful management highway, but the gas tank IS .solution. At one of our gas plants, a r.-.o- low. We cannot reach success without more ! bile cruse, performing a job done for 20 fuel Employee reaction service station is I years without Incident, contacted and tore just the placet Each flowing gallon of tail ! down the overhead lines feeding the plant board conference, following safework rules, I substation. The lines carried 6AKV and. al- suggesting new safety items, and training J though no one was hurt, presented a problem. indoctrination help give the highest octane (Local Supervision contacted us and asked for recommendations for a solution. Our for good go power. Management highway looms large and ] solution was to bring the tines in under- broad as the side road of regular safety I ground. Next came the coordination job. inspection, virtual aids, accident analysis arc 31 IVol Aalicnc! Safety t t-ngrr- passed. fcadt contributes to the flow of traffic, but without disruption- Our seemingly uncomplicated journey nears an end as we approach the town of Success, population unlimited. Towering be fore us is the peak of Upper 3fanagen>*nt. At times it seems to overshadow our destination- The ribbon of concrete stretches before, winding from the base to the sum mit like a earelesslv scattered string, giv ing eau'e tor concern a* to how easy might be the trip. The stolid traveler, however, can attest to a smooth ride up the slopes. Smooth through careful planning and coordination. The highway will continue onward. The ever improving roads are made possible t.y alert, prepared saiety men. The alert pian. Planning prevents stagnation and leth argy. Whether you continue your journey with hip management support, and without con sequence, can only be determined by how you plan your trip. STIMULATING EMPLOYEE USE OF PROTECTIVE DEVICES Br WARREN E. FUHRMAN Safety Dir., Milwaukee Gag Light Co, Milwaukee. Wis, It amazed me to icam tliat some gas com panies ha\e problems getting employees to use safety protective equipment. 1 was sur prised to team that many had to luitric in centive*. or discipline, to encourage the ux or tln-K articles. In Milwaukee ue don't have thi* problem. Our people wouldn't think of using the air Jammer without protective glasses, wouldn't think of cutting a pipe with out a bonding wire, would never work on live gas without a gas mask, or the fire extin guisher near the ditch. Cm talking, of course, about Milwaukee, L'topu. .Vow. let's talk about Milwaukee, Wisconsin. May I assure >0*1 at this point that we have ju*t as many obstinate, unpredictable people In mrr labor force as you do and it has been a l<mg struggle to win them over t tzfety awareness. Each vear e have a safety shoe pro motion. The local dealer uses a truck dis play room to bring his product to our on. I'lojees. The great advantage is that we can in this manner, take the shoo to the employees at his work site wherever it may be in our city. Expert fitting is a vita! part of this pro gram--if the shoe fits--they'll wear it The inside is as attractive as it can be under the circumstances. This vehicle holds I!00 pair of shoes in sites from 6 to J5 In all widths iiuMwvr,'hi ti.v viJi that a style or Size ts not available, it is delivered the next day by special messenger to the employee; During this drive, the company con tribute* iho dollar* and 50 cents toward mch pair of hne, and the dealer dis count- another dollar. We also allow the employee to have the cost deducted from his check in tun payments. The reduced price is held open for two weeks after the truck visit to enable enmployees oo vaca tion to participate. At any other time of the year, only one dollar is given by the com pany, nothing by the dealer, and the em ployee niut riif the retail str-re <*n fitown time. Our safety glass program incorporate' both piano glasses and prcscripricn glasses We provide various type* of rxi-pmtrirtkxi glasses depending on the job. Tot sure these are familiar to you gernkmaa If aor, they are all on dripliy at the variou* booths in the basement of this hotel Oer prescription safety gta** pc<*gi-*ir may be different from years though, so I wi9 explain it to you. We charge the em ployee $0,00 for single viaaea ad $11.00 for bt-focals. This includes the cmakwtktt, the fitting and the glasses thcmschres. AH of oof people prtxrigtiee safety glasses go to am optlusnoiogjw for rbe rasszsricB. We have deddrd am ae 32 public Utilities Industry NLL>. because we feel that he is better This blower keeps enough air supplied to qualified to find other problems and oiler make breathing eas> and to eliminate fog advice or treatment as needed. ging. During the summer it keeps the face When the glasses are -esdy, the em cool. ployee is fined by a dispensing firm. Our In winter, we reverse the process and keep purpose here is to eliminate complaints and his face warm by placing the case under at the same time, give our people the best of the truck heater in the cab. The blower can ,(Mention. AU prescription glasses arc fur- h< equipped to fit in a cigarette lighter or i!i*hed in this two-tone frame again to en two clips can be used as we do so that it tourage their ue off the job also. Any dam- van be connected lo all equipment even the Age incurred on the job is repaired here at .nr compressors. no cost to the employee. The fire extinguisher las become second We are one of the few companies in the nature with our construction and repair <'ountry that demand the use of a hose mask crews. It it almost automatic the way they nhile working on Jive gas. Our concern ia take it off the vehicle and place it near the this regard is because of the fire hazard. If trench. We use the dry chemical extin a fire should occur in the trench. we want guisher and l attribute its complete accept our employee to lave his eyes, nose and ance to it* demonstrated performance. At mouth protected. Perhaps some of you have `esersl demonstrations we have had the ex , read of hospital accidents where the an- tinguisher representative work with our em [ esthetic has burned in the patients lungs kilt- ployees on very large fires. j ing tile patient. We emphasize these cases In addiuon, many of our foremen and em (ouiUng out tliat combustible mixture ployees have attended a three-dav school at can be present in the employee's lungs at any the fire extinguisher's home plant in north ; time gas is present in the ditch- ern Wisconsin. I can personalty vouch for We have ever tone to the extent of uc- this school as being outstanding. After three i gatiating ad* on gas masks into the days, you have inhaled enough baking soda labor contract with our union, it states, to keep you sober for the next month. | \ i j ' "Foremen in the distribution, construction and repair deportments shall not direct employees to work on live gas on mains or service piping without the employee wearing a gas mask." If you will note, it is written in a negative manner. If the ioreman shall not direct litem to work without the ma^k, then they must work with it We also proride what is commercially known as the "Sankey Foot Guard" to all our air compressor operators. This item was made mandatory after a chUel broke and the hammer dropped on an employee's foot However, we could only make it mandatory during the summer. When winter arrived, we suddenly found that most oi our com Let me assure you at this point tliat a pressor operators had big feet and the larg paragraph in the labor contract is not the est Sankey guard made would not fit over uxnplete answer to getting the employees to tHcir overs, vs. So we had to lack up on .<.ear tile mask. Wc also had to analyze our rule. If anyone here has an answer, their objections to the equipment and fee it we could eliminate those alto. Let me give you some of their objections and see how familiar they sound to you, "It's too old in the winter, it's too hot in the sum mer, it fogs up, it's too bulk)'. You can't breathe m the damn thing," Fortunately, one of our superintendents came up with a solution that stopped most of the objections. The answer was a small squirrel cage 12-volt blower installed in the 1 would appreciate hearing iL One of the items that vve-havc not stressed to any great degree has been safety belts in our vehicles. However, you may have read that Wisconsin just passed a law requiring that all 1962 vehicles must be delivered with two seat belts installed on the front seaL Obviously, if we are going to get these with each new vehicle we purchase, wc are also going to promote their use. center of the mask case. The motor Is one fn addition to alt of the items and methods designed to clear the bilge of motor boats of that I have shown you we use, we also use gasoline fumes so it is perfectly safe for the ordinary approaches to promote the use ifttural gas. nf safety equipment--methods such as bulle- 33 1961 National Safety Congress (in board*, poster*, slogans, contests, the Wise Owl Club, Golden Shoe Club and so forth. I was asked in this short address to tell you what we do at our company, not what hv would like u 'In tu promote the u> o; protective equipment. Maybe next year they will invite me back to tell you what we would like to do That would take much longer, THUMBS DOWN ON VIOLATORS By RICHARD K. AYERS Managing Dir.. Metropolitan Safety Council. Denver. Colo. Utilities people have been among the finest leadership we have ever had. and the particu lar service to safety they have rendered over the year*, and are nmv eneneed in, ran not he questioned. I was invited to explore some of the principles upon which safety programming can be effectively formulated and perhaps eive an example or two of workable proarams that can be the ha*i for your own efforts. In the midst of this wonderous age in which we live, we are still each concerned with some real down-to-earth problem*. The same problems that have been with ns ever since man came down from the trees and out of the caves--to develop patterns for more successfully living with each other-- safely! I am dubious of my ability to tell you much that is new or remarkable. Perhaps my function can best be to review, if you please, some of the fundamentals, maybe find a new perspective. That could be a worthwhile objective and one T might wish t<> contribute to, Vuti may know that I am by profession a public relations consultant and. as such, usually attempt placing everything in a public relations perspective. Perhaps then, my experience as a safety council manager can come into play to tie the thing into one ball of wax. Let's take a took at the major objectives of industry from a public relations point of view. Any successful enterprise must be concerned (perhaps even more today than ever before) with projecting itself as being good to own and invest in, as being good to work for, as being good to deal with and buy from and n gi*od m have in the e'r*munity Programs geared Jo project these pur pose* form the shareholder relations pro4rnm. employee relations programs, cus tomer relations programs, and community relation* programs. Taken together they com pose the public relations programs for that concern, hi broadest terms they might be <aid to dictate the operations and manage ment policies and interpretations that may be placed on them. The broad and overlapping spread of the communications industry today, maybe even more than in any other industry, brings every segment of this relationships endeavor into every' other segment Certainly the employees of Bell Telephone are owners and shareholders as well as customers and ac tive members of the community*. Owners are found in each segment. Everyone prac tically is a customer and you reach the entire community with every interest you hate. We can almost safely say that any pro gram tliat affect* the community and it* jicopte can affect the communications in dustry--for either good or bad. depending upon which direction it points. If it is to reflect, good for you it must, in my opinion, be away from the old paternal istic image, perhaps even the materialistic image often held, and be a truly human istic projection. I don't think 1 need dwell on this point with you people. But, let's just say that any program to be properly useful must project your leaders and your industry a truly interested in people. It must project a human concern for owners, employees, cus tomers and tiie community. .14 i'ublic L tilttics industry So much just now for your motives and requirements for a program. Let's consider the safety council move ment Here, too, vve find motives and objectives parallel to those of the industrial community .ts they relate to helping improve our com munities. Here, too, xvc find the major unpoet area the local scene, for accidents happen to vou and to me and to other where we live, where we work, where wc play, and where we raise our families. Actually, our objectives are interrelated, -hey can a!mot be said to be mutual. Communications and other utilities have 'ng recognized safety as an appropriate f<wjl for use in every phase of public rela tions programming and to every segment uf thdr publics. It may well be the one -trongest tool! They have accepted the mu tuality of objectives with the safety move ment and cooperated to the fullest extent. Mv earlier remarks indicated some of their efforts and many more could be cited. Their use of community programs and backing for effective programs at all level* and in all utacks on accident*. Since it is necessary for you to be aware of how the safety movement operates if you are to use it effectively, let's review a bit Likely you already know- more about it than can be stated in this short summary. Let's put it simply, tliat any good safety council approaches its programming on a four step basis: (1) Determine the facts about accidents with all the implication*. (2) Inventory the resources that are al ready working against the problem* and discover and develop new resources that may be needed. (3) Establish effective programming to bring to bear the resources against the problems on a priority basis. (4) Continually evaluate and reevaluate programs in the light of ever changing con ditions. You are so familiar with this process it ts useless to go into it more deeply. But. now and then, it may pay to review the entire procedure as established by the Na tional Safety Council and made available for local use of councils. Jt may be well to point out. here and now, that this process is workable. But, it can be only as effective in your own community as your community leader* will help make it. That, it seems to me, is where you people have always been most generous and willing. You must give substance and leadership, work with the program and use it to the fullest advantage for both yourwlirt and the community. Likely any suece>* will depend on just hew far you and .,ther industry go lo make the safety move* mem vital not only in accomplishing your i) objectives through it. but helping it accomplish its own objectives; again, mu tuality of purpose and effort! I said we would take a little look at a specific program that misht serve as an example. The one 1 wish to discuss and demonstrate. I believe embodies the best principles of safety programming. It recog nizes a major problem, establishes resources and methods for attacking the problem, and serves as a general emphasis tort of promotion. It should be pointed out, though, that this program must fit into a pattern of well rounded efforts geared to create a climate for safety in every field. This is not just the one or the only program. It is one of a group that fill the needs of a specific place at a specific lime. (It might find use for you m your area also since the attack is based on a rather general problem.) We intend to look at a problem and an approach to a logical solution through a massive program--a program we chose to call "Thumbs Down on Vk-lators." First, it was- apparent from the death rate that vve were killing far more peo ple in Denver and the state of Colorado luring the first six months of this year than ever before. That was Use real prob lem. Hut--a close look indicated that at the current rate we would reach a new all time high of terrible proportions be fore the end oi the year unless the trend was reversed or at least slowed down. Facts were placed on paper. What was happening? What is the cost? What can be done about it ? ft* was obvious that the accident rate was the direct result of violations of our laws--both man made and those of common sense. It was also obvious that if violations /6/ \,uinna! Safely Congress could be Slopped * lot of lives could be saved. We must make traffic crime unpopu lar. And the traffic safety committee went to work. The approach to a program was devel oped after long study. Materials were made available in substantial quantities. They in cluded window cards, posters, bumper stick ers, mail inserts, handout dyers, discussion 'heels, radio, TV, and newspaper material, house organ material, slides, proof sheets, plates and mats, Everything was lied to I hat one (heme "Thumb* Down o Vio lator* '* The committee appealed to every segment of the community. Letters and followup were directed to employers, association lead ers, religious leaders, civic leaders, sendee dubs, women's dubs, youth groups, farm groups, labor groups, government agencies, media and everyone die we could possibly reach. Every group was contacted and asked to assist and they were also asked to help improve on the program to help make traffic crime unpopular. Th't has been regu larly followed up, too. A steady flow of material was presented to the press and radio-TV was given ma terial to help keep the pressure on. This i* Mill being kept up. You may logically ask at this point, "What has happened? Did people flock into this program? Did you get a lot of support irom everyone you asked to assist?" [ should like to mention here that a tremendous job was done and is being done by our committee and pay a deserved tribute 1.1 chairman Phil Milstein (president of *he Banker's Warehouse Co.), Mrs. Henry VrListvr (the vice-chairman, and a real working community leader) and the entire lunmittec. They not only have a good program but they are keeping the pressure n and getting results. Within one week after the appeal was made, a resuml shows that the forward looking people in each segment appealed to were on the bail and working on the program. Cooperation was and has been good from those who always cooperate in such efforts, fair from those who do a bit now and then and not so good front those who rarely cooperate. The hean- warming indicator however is the new groups and hnns which got into the ac* with this program and now--after seme three months--the program is gaining mo mentum and growing week by week. L* cite just a few cample?. Clubs gave us help. The Pilot Clubs pro duced their own stickers and featured the program at their national convention in Denver. The Colorado .laycees are just now entering the total program in a big wav. Federation of Women's Clubs is propO'ing this as a major effort this winter throughout the state. Others are using the program in mailing*, meeting* and other ways. Employers, of course, are the backbone for they go aJI out to help reach their em ployees. They take the bull by the horns wd add new twists of thetr own to make it effective. There is one contractor who created gTmvcs on each of his paving comfactors, with white crosses labeled "Joe the Dragger," "Tom ihe Speeder," etc-, flow ers and the works, all bocked with the "Thumbs Down on Violators." You can imagine the interest these piece* of equip ment create around the arm. Many have used the total program to advantage just as did the Mountain State* Telephone & Telegraph Co. Bob Mills had his own bumper stickers printed and dis tributed. they placed them on company ve hicles. They attempted to reach employee* and the community as a whole through all their resources and that hits a lot of people! Some of the labor unions went to work on this. A bakery drivers union U a good example. They bought bumper stickers from us at cost with their own label, secured permission to place them on the trucks of every major bakery in the are*, and got the message out. Many cities officially ioined live effort hoping 10 help make traffic enforcement eaier. In Denver, Mayor Batterton coop erated with tlie erection of the first of 60 death scoreboards being kept up to date with each added death. One city manager (Aurora) placed slickers on all city ve hicles. The police chief in Englewood had posters, flyers and stickers distributed and the city mailed 13 thousand cards to home owners earn ing the theme and the message. AU over the area city officials cooperated in getting signs up and the u.rd spread, Mt Public Utilities Industry Media have given the program rather jood support and it is expected that as more results are obtained more wilt be done. Radio-TV is giving good support and the newspapers carry a lot of ir'tcnal. The Dotvcf Post commented editorially and urged all to take the message to heart. Advertisers have assisted in the program t<so with me of the material. General Out door placed 2i bulletins tn strategic spot* and helped us keep the message alive And we could go on and on. Just one more sample. The religious lead ers of nunv groups have helped in a great measure to call the moral implications of the program to the attention of their pa rishioners. Many have used sermons and mailings to good advantage as you might know they would. N'ow you probably want to know- about the results tn a more material way. Has it saved lives? None are more aware than we of the danger in accepting figures at this early date. I do believe, however, it can be safely said that it's working! We do know tltat accidents are reduced now and that a lot of attention has been paid to traffic crime. Maybe we are just lucky. Maybe it would have happened any way. Who can ever know ? The facts show tJiat at the end of July we had killed not the 4$ predicted for Den ser, but just 42. At the end of August vve hadn't killed the 49 anticipated, but 4.*. \nd at the end of September we hadn't killed 71 but just 49. And in each of these months traffic injuries and fatalities have been reduced from many previous years! fn fact wc are at this lime just six more than a year ago, while when we started this effort we were 12 behind. Fatalities in the state have shown similar trends and at the end of September tlie Tap was closing. It wn iu*t three more dian a year ago. Sure, that's far too many. But--we haven't Mopped our "Thumbs Ikmn on Violators" program and, what's more. 1 doubt it has realty reached us peak. Wc may actually uve a lot of lives in the tong term and we intend to keep going until it loses it* effectiveness or until someone ran come up with a better program' I want to dose by that I do be lieve this is the sort ni program that can be developed to meet a real need in a com munity. One that you can be proud to be associated with and one you can put vour teeth into and do something about. I be lieve it gives you an opportunity to take your rightful place as well as project your >wn objectives. Safety and industry- can find mutual con cerns, institute and proccute action on a priority basts, and cooperate to do a worth while job just as we always have, and likely always will. And, because of this mutual concern and action--because of what you do---our own omrnunitics, our states, our nation and the world, will be safer and better places in which to five, to work, to play, and to raise our families. And, mcidently, those who have participated will have profited. PUTTING ACROSS YOUR SAFETY MESSAGE -- A TOUCH OF GLAMOUR By FRANK BURROWS Field Service Dir., Cltlxena' Traffic Safety Board, Chicago I hope to impart to you a variety of ideas to advertise good safety tips. This collection of ideas first began to accumulate when I was asked to lecture at North western University Traffic Institute. Since a large part of my work coasists of lec turing before all kinds of groups, old and young, large and small, a need to do some thing other than just talk safety arose. I discovered that a large part of the audi ence very often did not receive the mes sage. I began to incorporate little atten tion getters to hold interest. The audience seemed to receive the safety message more 1V61 Adfj'omi/ Safety Congress strongly, and in a sense I became a bet* ter communicator for safety. To understand how an idea, or "gim mick," should be used, one must keep in mind three definitions which when used through all your safety planning will en able you to attain the maximum results. The three definitions are; as I pass by, besides that isn't my anyway. But you do not have the right of way by law. It says I mtut yield it to you, and if I don't yield it to you we know you do not have it. and if by law I'm supposed to yield it actually I do not have it So >ou see. neither one of us has the right of way. 1. Safely--Doing the "job" the right way. Inb is anything a person undertakes to do -standing, sitting in a chair, crossing the <treet, driving a car, running a machine, t>echng potatoes, etc. What about a traffic light? You have the green light, and I have the red light. Do you have the right of way over me? No you do not. The law simply -tales that for the red tight I must stop and yield 2. Safety Education--The art of making the right of way to those of you traveling a man want to do what he ought to do. through on the green, but for the green 3. Safety Program--To create an appe tite in people who are not hungry. Keep these definitions in mind. Observe the next ten minutes of my lecture, I am going to demonstrate how I sell safety. . . . (Here a short traffic safety lecture was given in which several visual aids, gim micks, magic and humorous stones were used as an example of what adding a touch light the law* does not state that you hare the right of way. It simply says that you are allowed to go through that intersec tion if you can do so safely. And if 1 run through the red light, you don't do so safely. Of course, f would get the SIO traffic ticket for running a red light and causing .in accident, but what good is a ten dollar of glamour to a safety message means.) . , . But I do feel I have "thumbthing" important to point out to you. Supposing you're driving your car and you approach an intersection .Now, I'm in the other car approaching the same intersection. This is an unmarked intersection. There are no signs, no signals for either one of us. We are both traveling at the same rate of speed, and we both will arrive at the cor ner at about the same time. ticket going to do you or me if both of us are in the hospital. You see, even with the green light you do not have the right of way by law. And I know a ease in court where the man who ran a red light caused the accident and received a ticket, won the case because they proved in court the person traveling through on the green light could have prevented the accident. Supposing you're traveling on the main street, the through street, a state route, The only difference is this--you happoi to be in the car on my right, and 1 hap pen to be in the car on your left. Now, by law, who has the nght of way, the car on the right, or the ear on the left? (The car on the right.) Well, now, per haps we arc not reading the same law book because in my law book it does not boulevard, or whatever you want to call it. I'm appreaching from one of these little *ide streets, and 1 have a stop sign . . . by the way. in case some of you have forgotten what this actually says, it says. Step Toe On Pedal, not Spin Tires On Pave ment. If it looks to you like I am not going to stop, what do you do ? say that the car on the right has the right Well, like nine out of ten of the motor of way. My law book simply states tins-- ists, you remind me, don't you? Beep . . . "the motorist on the left," and that's this beep . , . bt..* . . . you blow that hom to fellow here, `'must yield the right of way tu remind me, look out fella you're supposed the motorist on the right." It does not say to stop for that sign. I'm going first. What that you have it It says he must yield it to happens if I don't stop for that sign? Even you. then, you do not have the right of way. Now, I may be a little bit stubborn, I The law only states that I'm supposed to may step on the gas, blink my headlights, stop at the sign and yield it to you. It blow my horn, speed up a little bit. You docs not say that you have it. will slam on your brakes, to avoid an ac- What I'm trying to point out to you is < idem, and you may say something to me this--out there on our streets and high 3t Public t Utitie* Industry ways, I don't care where you're driving or what you're driving, you never have the right of way by taw. Never. The law only explains who is supposed to >ie!d it It will not say that you have it. Another example oi communicating a safety lesson is . . . Now, I've never ridden with any ot >uii ,md I don't know what kind of drivers you are, perhaps joure very good. But sup posing you're driving sour car on a dry Ureet, you have four good brakes and four good tires. You're traveling at the slow rate of 30 miles per hour, and that isn't s cry fast Suddenly, up ahead someone backs out or walks out in front of you and >ou have to hit the brake*. Now, in how many teet could you stop your car traveling at 30 miles an hour on a drv street with f.ur good brakes and four good tires? ... 66? ... 30? .. . 130? . . . 45 ? . . . Well, the answer is feet. Eightyeight feet! Eighty-eight feet it would take you to stop your car traveling at 30 miles t>er hour. Let's analyze this. I iiave a ribbon here one-half inch representing a toot, one-half inch to a foot. The top ot my case here will represent the highway. You're traveling at 30 miles an hour, that's 44 feet per sec ond. You come along this highway and ngh; here at the corner of my case >ou see danger and that (snap) quick >ou put >vur foot on (he brake, but you can see by tr.v yellow' ribbon here that you will travel 33 feet, the approximate length of two cast parked bumper to bumper, before you can get your foot on the brake. Then, after you put your foot on the brake it will take another 55 feet to come to a halt, making the total stopping distance from the time you see danger, slap your foot on the brake and stop your car about St feet. Now* if you're real good, you might stop your car in about 79 or 80 feet, but if you happen to be tuning in the radio, lighting a cigarette, or talking to someone next to you, it might take you 100-some feet. But the average person will take feet to stop his car at 30 miles per hour. Now, I'm going to double the speed from 30 to 60 miles per hour, twice as fast, to show you what it's like should >ou be travel ing on one of our turnpikes, expressways or out on the open road where you can travel W) idIc> an hour, bt feel per second. You are traveling 60 miles per hour, as you come along the highway here and right here at the corner you see dx.iger and that (snap) quick >ou put your foot on the brake. But if you double the speed from 30 to 60, you will double your reaction distance from two cor lengths to four car lengths. Instead of 33 feet you will now* go about 66 feet, the approximate length of four <;irs parked bumper to bumper, before you put your foot on the brake, and ladies and gentlemen 1 don't care if you have power brakes, I don't care if you throw out an anchor, it will take you another 300 feet to stop your car. Three hundred feet, that's the length of a footbi.J field from goal line lo goal tineThree nundred feet, making the total stop ping distance in the neighborhood of 366 feet to stop a car that's traveling at 60 miles per hour. You see, when >u double the tpeed you don't double the stopping dis tance, you multiply it. This U one of the reasons why we have multiple accidents on our super highways. I don't know what people tell >ou. but I know what they tell me They say, "Bur rows, it I do what you say and follow at a safe distance everybody cuts in front of rac" "So, a person is allowed to change from one lane to another if He can do so vte!y." I reply. Then they say, "But they keep pushing me back." "Wait a minute," I say, "if you're on a city street, how fast are you going? About 30 miles per hour? Out on a super highway, how fast are you going? About 65 miles an hour? Then kindly explain to me liow they push you back when you're traveling straight ahead at 30. 40, 50. or 60 miles an hour ?" I can't figure this out, can you ? But* I usually turn to them and! say, "Hey, when are you going to fill out that blank?" And they say, "What blank?" And I say, "The <>ne between your ears." .And that is the way I attempt tc present the safety message to the people here in our area. You know, sometimes those ot us who have a safety message to sell overlook the obvious. Sometimes we create our own il lusions, Our own most trying problems are often the result of self-deception. And too many people selling an intangible safety 1961 National Safety Congress message are prone to atsumc that the door? ire locked against them when the difficulty it actually a mental block. Remember Harry Houdint ? He was an ingenious entertainer. Behind Houdini's skill as an illusionist was a profoundly scientific mind and a keen grasp oi the application of modern me chanics to intricate physical problems. He matched wits with locksmiths and prison wardens, and never failed to escape within the time limit. But he almost failed on one occasion by overlooking the obvious. The warden who nearly outwitted Houdint used a simple artifice. He placed Houdint in an "escape-prooi" cell and dosed the door. Houdim tried all his ingenuity on the lock but could gel no action from the mechanism. A few minutes before the dead line, in desperation, he tried the knob of the ponderous door. Presto! It hadn't been locked <n the first place. Ladies and gentlemen, I want >uu to use gimmicks, humor, or anything else you can think of to add that touch of glamour to your safety message. Let's stop overlooking the obvious. Let's use proven advertising principles. Let's encourage people to at least look at or want to hear what \vc have to offer. Let me encourage you to u< some of these ideas. You will not only be doing a good deed, selling safety*, but you mil en joy it more, and you will be creating an appetite m people who are not hungry by making them want to do what they ought to do--that is, to do every job the right way. Look at some of the idea,* I have here. You could build a whole routine around these gimmick types of glasses. "Goo-goo" glasses--funny to look at. aren't they. Gog gle glasses--make me look sick, don't they. Open and shut glasses, and wliat about this pair here that makes me look as if l`m pop-eyed. When I wearing these I could tell you that 1 want to see what's actually causing accidents. See what you're doing, ladies and gentlemen, you're laughing at what I'm doing and how 1 look while I liave these glasses on. But think, while you're laughing you're listening to my message. This is what you have to do with your safety program. People will enjoy it more, and they will receive more from it. How about thee articles here, I have > little police badge, a little boy's police cap. his gun, his whistle and las handcuffs. Any '- ne of these items can be tied into a safety message. You can tell the audience while twirling the handcuffs that with their co operation you can "handcuff" a certain cause <ii accidents. With the gun you could pre tend that you are out "gunning'* for crime nd that is the thing that causes accidents in ,v specific field. Blowing your whistle > an be tied in with blowing the whistle to top accidents, and so forth. You could build a whole safety message around dollar bills :hat come in many shapes and forms--Urge comic dollar bills, little dollar bills, rubber foliar bills. With a little bit of imagination iou could tie in the cause of accidents or '{retching your money, stretchinr money through the prevention of accidents. See what I mean? Let's add a touch of glamour --demonstrate. Earlier I was able to plant a piece of com in every*0*1* pocket or purse. I have developed a' little SAFETY SIX PACK in order to help you plant a safety message in everyone's mind. This SIX PACK con tains stx items which have retention value and are very inexpensive. The six items are: 1. A piece of string--`Vtrinu .`dong utt.1. our message of safety." Z A kernel of com--a pocket or change purse reminder of the need ior coopera tion of tne individual to the safety program 3. A safety pin--to be pinned on one's clothing as a reminder to keep one's guard up against accidents and be safe at all times 4. A band-aid--to be placed on the back >i the hand or dashboard of a car as a reminder that traffic laws or good safety rules practiced will hardly ever result in an injury serious enough to need more than a band-aid for repair. 3. A rubber band--"you must stretch your efforts for safety." 6. A lollipop--"don't let accidents make a 'sucker' out of you." Work hard to lick' the problem of accidents. Let me give you an idea of lw to think about glarooruing your safety message. See. I have here what's called a "Hypo-Phony." This looks tike a regular doctor's syringe, and, as you can see, it locks as if I am drawing blood right out of the air. I saw this article in a drug store It costs a buck 40 Pnhlie f Itltiiri Industry und a half. 1 felt I could u-e it m a satety message, so I purchased it. Shortly thereafter, f received a telephone call asking me what the title of my leeture to be presented before the Woman's Auxil iary to the American Medical Association would be. 1 looked at this toy on my desk and told the caller that the title would be You Can Get Blood Out of a Tunup. Ladies and gentlemen. I made the turnip resemble their impossible task of selling safety. 1 then proceeded to tell them how io use good programming to sell safety, and 1 concluded my speech by saying that if you use the right tools, the right safety programs, etc, you can do the impossible. Of course, the right tool for extracting blood is a doctor's syringe. See, I inject my svnnge into this bloodless turnip and extract blood. This is the only time in my life, ladies and gentle men, that I ever received a standing ova tion tor a leeture, and it co*t me a buck and a half. The ideas expressed here are audience tested. If used as suggested, or as you see tit, they will make your safety lecture a tittle unusual This alone will create an intcret m the audience. Some of thee ideas, by nature, wilt bring a chuckle or smile io the faces of those who observe them. The laughter tells you that they arc listen ing. Please do not be mistaken about the laughter. It is not directed at you but at the ''gimmick'* which emphasises your point 1 personally challenge you to use some "i these ideas and see how you will improve the communications between you and your audience with a touch of glamour. THE PRINCIPLES AND PRACTICE OF HEART-LUNG RESUSCITATION BT ARCHER S. GORDON. M.D., Ph.D. Head, Cardiovascular Surgery Section, Lovelace Clinic and Foundation Albuquerque, N. M. What....'; Heart-lung resuscitation is an emergency first aid procedure that combine* artificial respiration and artificial circulation. The best rescue technic for artificial res piration is mouth-to-mouth resuscitation (MUR). The best rescue technic for arti ficial circulation is external cardiac resuscita tion (ECR). These technics are moit ef fective when used together. When.... ? Heart-lung resuscitation should be started at once in any* ease where there is absent respiration, heart beat or pulse. Time is crucial--seconds count. Adequate ventilation and circulation must be restored within minutes if resuscitation is to be ef fective. Don't waste time seeking help or equipment. Begin at once. Who....} You--or anyone can learn and perform effective heart-lung resuscitation after minimal training. Remember, almost 705 of successful rescues are accomplished by persons at the scene--family, neighbors, friends or passers-by. Don't delay. You can save a life N'OW. ffVierr,..,? Resuscitation should be per formed anywhere a victim is found. Don't waste valuable time moving him--finding special equipment--seeking additional help-- getting him out of the water, etc. It is nec essary to move him only if gases or fumes are present. How,... ? Learn, practice arid follow the ntnple principles and instructions below. PRINCIPLES 1. Clear Air Passages. Effective resuscita tion can only be accomplished with unob-tructed air passages. Sometimes this maneu ver alone is sufficient to allow the victim to resume spontaneous breathing. Ttic air I mssages can usually be cleared of anatomic obstruction by tilting the head into maxi mum extension. Obstruction by foreign bodies* requires removal by the rescuer's fingers or inversion of the victim. Z Inflate Lungs. Rhythmic inflation of the lungs through the victim's nose or mouth may restore spontaneous breathing if there 41 1961 National Safety Congress is any effective heart beat. Artificial respire* tion must be started immediately in order to oxygenate blood which is circulated either by spontaneous heart action or external car diac resuscitation. 3 Compress Heart, Then bejin rhythmic External Cardiac Resuscitation and con* tinue it--and Mouth-to-Mnuth Resuscitation --until a palpable pulse and spontaneous breathing have resumed. Be sure the victim is on a firm uppnrt, such at the ground, floor, table or lied board For adults use both hands to press on the breast*bone; in a child you can use one hand to compress the breast*bone white the other hand is slipped under the bach to provide firm sup port. Head Tilt Method. Mouth-to-Mouth Resuscitation--Closed Chest Method, External Cardiac Resuscitation l. Clear Air Passages. Lift Keck In an unconscious person, relaxation of the jaw usually results in blockage of the air passages by allowing the tongue to drop backward into the pharynx. When the neck is htted. the head drops backward Into ex tension. This alone will sometimes dear the air passages and allow a victim to re sume spontaneous breathing. Extend Head Fhe head should then be tilted into maxi mum extension. One hand pushes the jaw upward from below, the other hand pushes the crown of the head under from above. When the chin is pointing almost straight upward, the jaw and tongue are drawn for ward and the air passages are cleared. 2. Inflate Lungs. Open your mouth widely. Place it over the mouth OR nose of an adult or large child (the mouth AXD nose of a small child), make a tight seal and blow into the air passages until you see the chest rise and feel the lung* expand. Adults require a deep breath from the rccuer; infants and small children only need small puffs of air. Your cheek rests on the victim's mouth and proems air leakage during mouth to twse breathing. The victim's mouth may be kept open for mouth-to-mouth breathmg by drawing down his lower lip, while air leakage from his not* is prevented by your cheek--or you may pinch off the nos trils with the other hand. Now remove your mouth and take your next broth as you hear and feel him exhale. Rcinflate the lungs 10 to 12 times per minute for an adult, at least 20 times per mimitc for a child. 3Comfrees Heart. Be sure the victim Is resting cn a firm surface. Place the heel of one hand in the center of the chest over the lower portion nt the breastbone and place the other hand on top of it. Rock forward and use the weight of your body to exert pressure vertically downward. This moves the breast bone an inch or two and compresses the heart between it and the spinal column. The pericardial sac which surrounds the heart is non-elastic so this compression propels blood out of the heart into the lungs and the body. When the pressure is released the chest rc-cxpands and the heart refills with blood. The cycle is repeated <50 to 80 times per minute for adults, 80 to 100 times per minute for children. Cycle Heart-lung resuscitation is accomplished best by two rescuers who alternate in per forming mouth-to-mouth resuscitation and external cardiac resuscitation. A series of five cardiac compressions followed by in flation of the lungs at a rate of about 60 to 80 heart beats and 12 or more breaths per minute provides excellent blood pressure, blood flow and blood oxygen saturation Faster rates should be used for childrou Two rescuers can also do mouth-to-mouth and externa! cardiac resuscitation simultane ously instead of alternately. However, in cases where there is liquid or semiliquid material in the lungs, air passages or stomach (Le^ drowning, pulmonary edema, vomiting, etc) simultaneous application re sults in stomach and pulmonary contents being discharged into the face of the rescuer performing direct Mouth-to-Mouth Resusci tation. When chest compression and lung inflation are alternated this is avoided. Bet ter pulmonary ventilation is also provided without any significant sacrifice in the ef fectiveness of circulation. fn an emergency, a single individual can alternately inflate the lungs and compress the chest. In this case it may be desirable to follow each lung inflation atith a series 42 Public Utilities Industry i : eight cardiac compressions, instead of exerting pressure on the abdomen with the five. underneath hand. Alternate Method Silvester Heart`Lung Resuscitation When a completely manual technic is de sired, the Silvester method can be combined with Exter. al Cardiac Resuscitation to pro vide Silvester Heart-Lung Resuscitation. The victim is placed on a firm surface with a towel, block, or some other slight elevation under his shoulders so that his head will drop bade into maximum extension. The rescuer kneels at the victim's head, grasps both of hi* wrists, places them on top of each other in the center of the chest over the lower breast-bone and rocks forward using the weight of his body to deliver a -erie of cardiac compressions. He then rocks backward raising the victim's arms above his head to produce lung inflation. The complete cycle is then repeated 12 to I.* times per minute. Adjunctive equipment is not required `or effective MMR; is second aid rather than first aid: if used, should have the following characteristics: Small, compact, light weight--no valves or moving parts--easily cleaned or sterilized-- nt alt iaces and configurations--only ex tend one inch into mouth--firm bite-block Itetween teeth--flexible, tightlv-fitting face piece--can be n**d with "Head Tilt" method ff MMR. Drainage An adult with airway obstruction may be rolled up onto his side and his -hmilder placed across your knee and thigh for drain age. Firm blows over the spine between the shoulder blades may dislodge a foreign body in the air passages. Pressure exerted with your hand between his navel and ribs will promote the drainage of stomach contents with reduced danger of aspiration into the lungs. These maneuvers should be performed quickly followed by resumption of heartlung resuscitation. Training Aids Very liule training is required if these principles are understood and applied You can begin by practicing the principles on each other, A dean handkerchief or doth fA) may be used between "rescuer1' and "victim" for practice or in actual emergen cies. It does not interfere with Mouth-toMouth Resuscitation. However, if not avail able in an emergency, don't worry about infections from direct contact when a life if at stake. You can also practice placing the hands over the breast-bone and exerting moderate pressure. A single operator, or two opera tors. can practice the 5;1 rhythm of ECR: MMR. It helps to count out loud to syn chronize your efforts. If you ->re unable to inflate the lungs Various maniKins and models are availwith tnou.. to-mouth resuscitation, check for Able for practice. Some of these closely foreign body obstruction by quickly sweep simulate the feeling of actual lung expansion ing your fingers through the mouth and and chest compression. They allow you to ! throat If this maneuver does not remove Extend the head and inRate the lungs (B) 1 the obstruction, a child should be picked or combine mouth-to-mouth and external ! up quickly, inverted over the rescuer's arm cardiac resuscitation for complete heartj and given firm blows over the spine be- lung resuscitation practice (C). Breathe Life ; tween the shoulder blades until the obstruc- Trainers can also be used (D). These I tion is dislodged. When the stomach is dis jackets are worn by the 'Victim" and simu tended following submersion or feeding, a late the action of the lungs during mouthchild may be similarly inverted tor drainage. to-mouth resuscitation. 1961 Motional .Sarety Congress WATER UTILITY SAFETY In speaking of safety on the reservoirs and lands belonging to a water utility, Mr. H. D. Harman, vice president and general manager of the Gary-Hoban Water Corp.. Gary, Ind.. said that the ground rules of a water safety program must deal with these areas: the utihtv and it* employee*, the customers, the equipment, the quality of the water, and the elevated storage facilities upplementing the reservoirs. He defined a re*ervoir as anv impounded supply of water. Mr. Harman gave an example of the dangers of having a reservoir near a com munity, pointing out the pressure exerted by citizens to gain permission to fish in the reervoir, usually followed by extensions to allow row boats, then motor boats, and from there through water-skiing to a full-fledged resort and pollution of the water. Mr. Harman mentioned that the 10-12 elevated tanks in Gary, located at pumping stations, were a constant safety problem. He said that the greatest dangers were from intrusions by teenager*, and that harbed wire, locked gate*, and solid, high foundations were barely enough to prevent them. Mr. J- C. Vaughn, chief filtration engineer. South District Filtration Plant, Bureau of Water, Chicago, discussed safety at the water treatment plant, and said that the functions of a safety program there should be to eliminate existing hazards, provide protective equipment, and ensure safe-W'ork practices through a safety education pro gram. He said that his plant owned $30,000 worth oi safety equipment. Mr. Vaughn, in an excellent series of -lides. showed the range of safety* devices in use at his plant: bulletin boards and sug gestion boxes, monthly safety bulletins, chain guards at steep stairways, plastic protectors on pump* and gnnders, striped guards oa couplings, voltage signs to warn of electrical wires, safety clothing for work with chemi cals, washing facilities for add bums, and gas masks, solvay kits, and other equipment for work with poisonous gases. Speaking of safety in the storage and distribution oi water, Mr. Merrill H, Ander son, safety advisor. City of Duluth, Minn., mentioned that Lake Superior was the reservoir for Duluth, and that the pumping station at Lakewood turned over 15.5 million gallons of water per day. He pointed out the attendant problem ol obtaining a satisfactory pressure of flow* from the distributed water. Another problem arose from the use of cast iron mains, which developed leaks after years nf use, probably due to electrolytic deteriora tion. and necessitated large-scale replacement and even the laying of entire new systems of mains. Mr. Anderson said that most accidents re sulted from misadventures during routine operations, and that unusual or particularly hazardous operations were so carefully at tended to that accidents were few and minor. Mr. Oliver Summers, plant engineer, Indianapolis' Water Co, Indianapolis, Ind., discussed the problems of administering a safety program at a water utility. He said that water utilities were somewhat behind in the safety endeavor, but that an encourag ing start had beet made through the adop tion of a safety manual and increased contact with smaller utility plant*. Mr. Sommers stressed the need of having top managentait take an active fart in the safety program, by attending safety meetings and by meeting with supervisors. He said that tail-gate sessions were a must in any safety program, and that such session* should be held with the engineering and meter reading department*, hut not neces sarily with the office staff. He stressed the role of die supervisor as the main line of safety defense, and the necessity of keeping record*. In a note on automotive safety, Mr. Sum mers outlined a two-point program for the maintenance of a safety fleet: inspection of vehicles (most important!, and the detailed investigation of accidents. He said seat belts were an excellent idea. In the question-and-answer session that followed, the means of disciplining safetyrule infractions were diseased, and two dif ferent soltruoos were proposed: penalties of *- or lo* of pay. and compulsory attendance at safety training sessions. OFFICERS OF THE PUBLIC UTILITIES SECTION NATIONAL SAFETY COUNCIL 1961-62 General Chairman--V. L. Womeldortt, Safety Advisor, Illinois Power Ca, Decatur, 111. First Vice Chairman--Errou. Dcxrar. Safety Engr- Potomac Electric Power Co., Washington. D. C. Second Vice Chairman--Windsor, Safety Dir., Bureau of Safety, Chicago, 111. Secretary--T. F. Wickord, Safety Supvr- Commonwealth Edison Co,, Maywood, III Fragrant Committee--Carl J. Lohman (Chairman). Safety' Dir., General Telephone & Electronics Service Corp., New York, N. Y.; F. W. Watson (Fier Chairman--Com<.mmeati.ms), Dir. of Safety, General Telephone Co. of Florida, Tampa, Fla.; W. W. Wiu.trows, Plant Supvr.. Safety, The Chesapeake 4 Potomac Telephone Co., Wash ington. D. C; I. O. Parker, Safety Sapvr., American Telephone & Telegraph Co., New York, N. Y : R, R. Phillipm (Vice Chairman--Electric), Safety Engr., Duquesne Light Co., Pittsburgh, Pa.; C. A. Fischrvck, Safety Supvr., Southern Cali fornia Edison Co,, Los Angeles. Calif.; M. B. Travis (Vice Chairman--Cos). Dir. of Safety. Northern Natural Gas Co- Omaha. Nebr.; W. R_ La Dl*z (Vice Chairman ---water), Supt. 4 Chief Engr. Bureau of Water Supply, Akron. Ohio; H. D. Harmon, \ ice Prc.v 4 Asst. Gen. Mgr., Gary-Hobart Water Corp,, Gary. Ind. Technical Publications Committee--E. M. Chase (Chairman), Safety Dir, Central Ver mont Public Service Co.. Rutland. Vt.; N. W. Temple (Vice Chairman--Commumcalions). Plant Safety Supvr.. The Pacific Telephone 4 Telegraph Co., Seattle, Wash.; C. E. Hvmmox (Vice Chairman--Electric), Safety Dir., Columbus 4 Southern Ohio Electric C*- Columbu.*, Ohio; John W, Gronbecx, Safety Mgr, New England Elec tric System, Bo<t',n, Mass.; K. V, Havertield, Safety Dir., Indiana St Michigan Elec tric Co- Fory Wavne. Ind.; M. H, Maxwell. Suiety Supvr- The L. E. Myers Co., Clawson. Mich.; R. W. Tomlinson (Vice Chairman--Gas). Safety Dir., Philadelphia Oa* Work-, Philadelphia, Pa,; C. H. Gum (Vice Chairman--tl'atcr), Satety SupvrDepartment of Electric & Water Utilities, Jacksonville, Fla. Training Committee--H. C. PoTTHAST (Chairman), Supvr.. Wisconsin Rum! Electric Job Training 4 Safety, Menominee, Wis.; W. L. Ct.inoN (Vice Chairman), Safety & Fire Engr- Accident Prevention Div., The Hydro-Electric Power Commission of Ontario, Toronto, Ont. Canada; J. Wesley Sammis, Safety Engr- Philadelphia Elec tric Co.. Philadelphia. Pa.; R. N\ Pafich, Safety Mgr., American Gas Association, New York, N. Y. j H. C. McCkesxey, Sr. Satety Rep., The Detroit Edison Co- De troit, Mich.; V. A. Ariuyard, Exec. Mgr- Chester Municipal Authority, Chester, Pa.; W. I. Bryan, Safety Engr- Michigan-Wisconsin Pipe Line Co.. Detroit, Mich. Audio-Fisual Aids Committee--Warren D. CotXlNS (Chairman), Excc. Safety Dir., Orange 4 Rockland Utilities, Inc*. Boston, Mass,; Samuel McKay. Jr. (Vice Chair man), Safety Dir- The Bell Telephone Co. of Penn,, Philadelphia, Pa.; James Scaly. (Safely Consultant) Ebasco Services, Inc., New York, N. Y.: W. W. Dunn, (Safety Director), City Utilities of Springfield. Springfield, Ma: A. E. Pieroway, (Safety Director), New Brunswick Electric Power Commission, Fredericton, N. B. Canada Contests & Awards Committee--`Robert M. Clark (Chairman), Safety Dir- Atlantic City Electric Co., Atlantic City, N, J.; K. G. Crecar (Vice Chairman), Safety Dir- Metro politan Edison Co- Reading, Pa<; M. H. Ingraham, Safety Dir- Central Main Power Co., Augusta, Maine 45 Membership Committee--8, j, Lokexz (Chairman), Mgr. of Safety, Northern Indian* Public Service Co., Hammond, Ind.; E. B. Hurst (Viet Chairman), Safety Dir.. Virginia Electric & Power Ccl, Richmond, Va.; S. T. Rocsov, Safety Supv., Carolina Telephone i Telegraph Co-, Tarboro, N. C. SrwsUiter Committee--Chams^i 3chw*iceaat (Chairman), Exec. AssL. Hoosier Engineering Co., Columbu*, Ohio; D. E. Buckley (Vice Chairman), Safety Dir., East Ohio Ga* Co., Cleveland. Ohio; Waiuk D, Wilt, Safety Engr.. City of Detroit. Detroit, Mich,; Gioxcr C. Sorr, As*t to Gen. Mgr., Department of Water & Power, Los Angeles. Calif. Off-The-Job Committee--fi. G- Claa* (Chairman), Safety Dir., The Ohio Fuel Gas Co, Columbus, Ohio; R. F, Mills (Vice Chairman), Gen. Plant Safety Supv., Mountain States Telephone & Telegraph Co. Denver, Colo.; J. . Arm.. Safety Engr., Commonwealth Edison Co., Chicago, III.; A. B. Shkhce. Safety Engr.. Rural Electrification Administration, U. S. Department of Agriculture, Washington, D. C; R. E. McElPOWjiEY, la., Safety Dir., United Fuel Gas Co.. Charleston. W. Va. Publicity Committee--\V. f. Easton (Chairman), Dir. of Accident Prevention, The Cincinnati Ga* 4 Electric Co.. Cincinnati. Ohio; M. M. MlHai.sc (Vtce Chairman), Safety- Supv., Consumer* Public Power District. Columbus, Nebr.; L. C. Mm*. Elec tric System Specialist Employers Mutuals of Wausau, Wausau. Wi ; O, W. Baocicivay. Safety Dir, Board of Water Commissioner*. Denser, Colo. Special Representatives--American Cat Association--Pill* Bawy, Dir. of Safety, Rochester Gas & Electric Corp, Rochester. N. Y. Edison Electric Institute--S- H, Younc, Supv. of Safety, The Hartford Electric Light Co., Wethersfield, Conn. American IVater {forks Association--R. J. Faot, Exec. See)', New York, N. Y. Counselors (Past General Chairmen)--*1916-17, T. B. Douglas; *1919-20. Wills Mac- ,Lacklax ; 1925*26, B. B. McCulloch; *1926-27, Clones Off 1927-28, C. J. Rutland; 1928-29, H. F. Wo*; *1930-31, E. S. Beaumont; 1931-32, C. A. Doeller; 1932-33. C B- BOLTXr: 1934-35, E. J. Kaeh; 1935-36, R. M. Godwin; 1936-37. J. J. BaRada; 1937-38, W. P. Elstux; 1938-39, R. S. Mrrcam; *1939-40, H. A- Ptolemy; 1940-41, Charles S. Bowden; *1941-42. P. L. G. Hassk.`*l; 1942-43, D. C Dcncax; *1943-4-1. E. S. Miner: *1944-46, J. T. O'Brien; 1946-47, J. O. Leslie; 1947-48, ,L B. Po*CHt: 1948-49, E. L. Fttegerald; 1949-50, John MacLuaax; 1950-SI, E. S. Hakxatoid; 1951-52, W. H. Adams; 1952-53, W. T. Rocsrs; 1953-34, P. M. Gixtzel; 1954-55, W. S. Kitchen; 1955-56. H. T. Jayne; 1956-57. F. C Harrjmax; 1957-58, J. E. Arm; 1958-59, E. M. Chase; 1959-60, R. S. Lowe; 1960-61, R. E. McEldowxxy, Jr. Deceased , t PLAN NOW- TO ATTEND THE 1962 NATIONAL SAFETY CONGRESS Celebrating the 50th Anniversary of the NATIONAL SAFETY COUNCIL WHEN: October 29 tbrooqb November 2, 1942 WHERE: Conrad Hilton Hotel, Chicago The National Safety Congress brings together safety people from all over the country--10,000 of them! By attending the Congress you become part of the largest and most important safety meeting of the year. You meet safety men with the same safety problems and respon sibilities you yourself have. You exchange views and ideas on accident prevention, health, hygiene and fire prevention--on safety in industry, in traffic, at school, at home and on the farm. From a program of more than 400 meetings, discussions and demonstrations you select the activities that interest you most and that most closely relate to your safety work. This week-long educational program--planned and pre sented by the National Safety Council--can be your most inspiring, most thought-provoking safety experience of 1962. See the Latest In Safety Equipment At the Greatly Expanded Congress Exhibit Hall See nearly 300 exhibits! This alone--the largest of all safety equip ment exhibitions--will make your trip to the Safety Congress worth while. The industry's leading suppliers will display their newest and best safety products for your inspection. See . . . compare . . . ask questions. There is no finer opportunity to reach well-informed buying decisions for your company. 46 CONTENTS PULP AND PAPER SESSIONS A New Challenge for Safety............... H. M, Gray 4 Increased On-the-Job Fire Training M. M. "Smoiey" Batter 6 Influencing Behavior for Safety ,, ,, G/enn F. Gtiffin \2 Radioactive Isotope Systems in the Paper Industry Safety Is Built Into the Kamyr Continuous Digester Edward /. Ambtrg, Jr. 16 O. A. Laakso 22 What Docs Top Management Expect from an Industrial Safety Program?. ... Safety in Pulpwood Logging G. A. Oechsle 27 Chartet T, Wright 30 The Future of Two-Way Radio in Logging Safety Donald R. Jones 35 PRINTING AND PUBLISHING SESSIONS The Craftsmen's Interest in Safety.................... . Michael Imperial 38 Safety Looks to Management .......... O. R. Sperry 39 Without Knowing it You May Be Killing yourself Alfred A, Janet 41 Safety Motivation . ............................................................... Lari Burkhart 45 Engineering Analysis of Accidents.......... Lloyd L. Lott SI Officers of the Pulp and Paper Section 1961*62................. Officers of the Printing and Publishing Section 1961 >62. ... 57 .......... 59 Other Volumes in 1961 National Safety Congress Transactions. . . Back Cover PULP & PAPER SESSIONS A NEW CHALLENGE FOR SAFETY By H. M. GRAY Vice President, Sealright-Oswego Palls Corp., Fulton, N. Y, A group of individual? who-* working life is devoted to the protection of human life and limb performs a service the im portance of which it is difficult or impossible to surpass. We of the Sealright-Oswego Falls CTorforation are proud of our record in this important activity. Therefore, we want to support it in any reasonable way in which we find it possible to assist. There i another reason, and that is mv own personal deep interest in industrial safety, as well as safety in all other activities of human en deavor. Perhaps I was fortunate. The first day I worked in industry was during my student <tay< in 1919. That day I was a member of a crew of men whose duty it was to unload manually rather large pieces of limestone from a freight car. These stones were so heavy that the only way I could get them iut of tiie car was to first get them on top of the side of the gondola and then just push them off, which apparently was the practice of the entire group. Before getting one rock out of the car, I was successful in injuring one finger. There wasn't any one concerned as to whether or not ( injured fingers, lands or any other thing. It was assumed that rarh workman would protect himself. Before the first morning's work was over, one of the more reckless of the group was successful in dropping one of the large rocks on his finger, which at that moment was on the edge of the top of the gondola and he amputated the finger at the second joint. The only comment made by the foreman of the group was, "(Jet back to work fellows, there are kits of fingers in tlte world." That comment made a tasting impression on me. From tl*e twginning of the building of the American industrial empire, (he importance ot vifety wa* not fully recognized. Manage ment paid a day's wages for a day's work. There wa- usually an abundance of person nel available and if not, it was not difficult 4 to recruit from the crowded areas or Europe. These things were not the result of a cruel, heartless and indifferent attitude; they were the result of not recognizing the expense r>t replacing the trained workmen who would become injured or ill, or the good production practice which resulted from insisting upon xafe working rules and all that goes with it. That condition was the product of the time With the advent of the compensation laws and state and government control*, and with the development of enlightened management, safety came into its own as an absolute, inliisswtuuble- part of the modem day indus trial activity. During the Second World War production pressures were very great. Accident rates rose in some plants to alarming levels in a short period of a few* vear* where industrial stfety activity was allowed to slip back or was simply ignored. In fact our own plants became so bust, .ml management became so occupied with tiie sheer pressure uf producing things, that to our great horror and sadness, we discos*, ered we had a frequency rate in the 30's, and then that was that. It was decided that never again would that be allowed to occur. If you work at something intelligently, you can influence it for good or bad. In the case of safety, the influence desired was for the good and the objective was a frequency of zero. Zero frequency was not achieved, but a frequency below two was achieved and an average of about two has been maintained for many years. Any problem which has a solution can he brought to a favorable decision if sufficient cptantity and quality of the proper thought is brought to bear upon the situation. Thus it is with safety. The objective of excellence in this area was zero frequency, which is not often achieved and may not be achieved. Never theless, the end result was most graifying. Pulp and Paper Sessions .dong with all of tlte concomitant favorable results accruing to the workmen, and the personnel in general. It was inferred earlier in these comments that management was not as sincerely and deeply interested in safety in the past a* it is at the present. Just a word of explanation about that I do not want to leave the impression, which I believe would be completely errone ous, that management was unconcerned with human suffering. On the contrary, it has been my experience that American industrial management, at least during my working life, lias been deeply concerned about these prob lem*; and the lack of an earlier and more aggressive safety program for plants may he laid at the door of the group foremen, or department heads, or mill managers who "eem to have a tendency to read into man agement's policy things which are not there and were never intended to be tolerated. Enlightened management has always reci yniied that no amount of remorse, however sincere, has ever restored life or limb, or healed an injur}' r alleviated pain. \n>thing worth doing is worth doing in a <afe manner. One of the most depressing things that management can hear i< to leant of an accident and then be told "Weil, we were in a hurry." Purtlv sometimes it is necessary to work faster than at other time* Hut at no time dev* management expect the worker to go at a rate which jeopardizes life and limb. With the competition for labor in the boom period* following World War II. the greatest progress has been made in safety practices in American industries. \ good, intelligent, American w> rktrtan will simply refuse to sell his service* t* a business where the working condition* are *o hazardous that he does not know whether or not he will return home to his family at the end of his working day free of injury. What are the present cltallengcs which in dustry must face in its safety program for the future? 1. It seems apparent that there will be uritwiug competition for the *ervice of the '-killed worker. Tlte remit will be that the dulled worker will demand a safe place in which to work and safe wotkaqg rates and practices. 2. Labor is going to cost more each tear This probably will eventually lead to serious conditions such as the pricing of a product out of profitable competition with other equally good or satisfactory products. Since labor will constantly increase in cost, the cost of having labor unable to work because of injury will also increase. 3. For some reason or another which I do not understand, it seems to he increasingly unpopular to want \merican industry to make a profit. Vet. it is only through the American profit svstern tliat we liavc worked ourselves up to the highest standard of liv ing in the histop* of the world Let me give you a bit of advte*. Never work for a company which doe* not make a profit. Do not plan to continue working for a company which doe* not make a profit No employee of a companv can for long be more successful than the company for which he works. Now tt i* certainly easy to under- *tand that good safe working practices rig idly followed and enforced go a tong way toward assisting a company in maktng a profit. Therefore, if not for humane reasons-- and they, of course, are the more important --then for selfish reasons, you in your chosen work tn this great pulp and paper industry, which has served u< so well, and of which we can be so proud, must plan to constantly work toward u lower number of man hours lost because of accidents. 4. Vou mut to justify your existence in a world which Ls constantly demanding more and more of all of os, develop an attitude of excellence toward this very important work, that there can be an assurance of continuing quality of product with safety. 5. You cannot a* safety directors assume tiie responsibility of management is this im portant field, but your first duty is constantly to inform management of their responsibili ties in seeing that the proper program is *et up and enforced. This wiU require per*ocnl attention by the highest members of management, ami it deserves the best at tention. You cannot axnnne the foreman's respondhilitjr-for enforcing *afe practice* io his group, but you can constantly educate him, to a point where he feel* that it is a per sonal affront if workmen under It'S super vision get hurt. 5 1961 National Safrty Congrcu 6. Take an uncomprised stand. A practice i safe or it isn't safe. If it isn't safe, it vliould not be allowed to continue. 7. Have constantly before you as your objective in your working-day life a fre quency rating of zero. It will not often be achieved, but that should not keep you from irjmu W1i.it you wilt achieve as you per severe is the great goal of making the pulp and paper industry the safest industry in hiisincss. I* the pulp and paper industry to he satis fied with a frequency rating of 6.93 and a position of 20th place when it is so easy to KCt the frequency below two (while we are shooting at zero), and then go from there tn lower rates, approaching perfection? .Ynt only develop and maintain an attitude f excellence toward this important work but al*o indoctrinate management, the foremen, the rank and file of workmen, so that they display a vigorous attitude of righteous in dignation when any injury occurs, however trivial. You have a good industry in which to demonstrate your ability. You have a rather uniform rate of operation and employment, with a low turnover. You arc just as well trained and just as capable as the safety directors in other industries. AH of these things being true, can you think of any reason, other than perhap* a lack of continuing vigor and perseverance, which keeps your industry at such a high level? You can do in life almost anything within reason that you think you can accom plish. In this your full tune work you must recognize but three basic things. 1. Safety is everybody's business. 2. The objective in safety i a frequency <t zero. 3. Perhaps this is the most important of all. You must recognize that you are re sponsible for the program which results in the education of all employees to the fact that safety is everybody's business; and that zero frequency is achieved and maintained at many places, but that it is never the re sult of a hapiiazard or undirected program. It is never an accident when such a record is achieved. It is the result of hard work and the everlasting drive of the crusader. <>i the man dedicated to his mission and willing tn put forth the enetgy and courage tr. achieve the objective, and to refuse to ac cept defeat. This T know you can do I hope tliat you may dedicate vuurseli anew to go bock to your place of work after learning more, and carry fonh your work to suecms. You have already done much. Indeed, you have done even great things. Therefore, with that experience in bark of you. you arc capable of greater achievements INCREASED ON-THE-JOB FIRE TRAINING (A must in the Pulp and Paper Industry) By M. M. "SMOKEY" BATZER On-the-job Industrial Fire Prevention and Damage Control Trainer, Philadelphia, Pa. In probably few other industries i the dreaded cry---Fire 1--feared as much as in the pulp and paper industry. In the woodlands, a carelessly dropped match or cigarette butt may start a blaze that in a scant few days cm wipe out tens of thousands of acres of prime timber and with it perhaps a mill's chances of expan sion, if not survival In the mill itself, a collection of rags or oily waste may be the springboard for a tire that will burn the plant to the ground, tiling with it millions of dollars in invested capital, years of hard work and the ;abs of hundreds of workers. The pulp and jr.j-cr industry has recog nized this grave danger and thus its fire record, so far, lias been a good one. But this is no reason for your industry to rest oa its laurels. Vigilance and on the job training are `'musts'* if those "small" fires which do occur fr*m time to time I ulp and 1`aftr Stuions ire to be kept from becoming major liwsters, l*d like to tell you a true story to empha size this point It happened to me in a Canadian pulp and paper mill. While we were doing some in-plant fire protection training, I went up to an em ployee standing on the unconiiortable back* -ttie ot a large paper machine, rolling dung at usual hoped-for breakneck speed. "Suppose," I said, "you discovered a fire here on the Hoor, a fire that was big enough so that you couldn't positively stamp it out with >uur foot. What would you do>" Know wliat the reply was? "Well, 1 guess l`d get the hell out of here. I'm not paid tor fighting fires." Tlwi was ihe unturtunate attitude of this employee. .Sure he might have saved his uwo bacon by getting out oi there; but by running, instead of turning in the alarm ,uid bringing portable fire fighting equip ment into play, he would lutve given the fire a big head start and helping hand. That fire--undetected for even a few more minutes--could liave endangered the lives A many other employees and burned the ml! to the ground. 'vow you may very' vxell jay: "Ah, hniokey, that happened in a practice run, but it wouldn't happen if a real fire were involved." Want to bet? It happens every day, everywhere and m every industry. Here's a case almost as bad. It's listed m a Fire Commissioner's Report under the neading: Typical Fires, 1937. ` April 25, Seminary and Classical Col lege, los. $1,176,120. While welders were m<alling a new metal stairway fire broke uut in an unsprinklered shallow roof space the otherwise completely sprinklcred (>,500 sq. it. 5-story brick, wood-joisted building. Wchting sparks were the probable "Tiie welding crew attacked the fire with several fire extinguishers and the alarm wa not transmitted until someone outdoors aw smoke pouruig from the building. The fire spread through the unsprinklered parts oi the roof space and although sprinklers operated in certain pans of the roof space and in the fifth story to protect these areas, they had m* cllect in the unsprinklered ireas-. "Hose streams also were unable to reach the fire raging beneath the roof. Eventually the roof collapsed breaking sprinkler piping in the fifth story and later the bell tower fell tn and caused most of the building to collapse." Don't misunderstand me. Let's give ther-e welders full credit for doing their duty as they saw it But the critical point is they attacked the fire with hand extinguisher* and the alarm wasn't transmitted until someone outdoors saw the smoke It's a matter of liistory and record now that bv the time smoke was sighted, it was too late. If the alarm had been turned immediately, there's a chance tl>e building might have been saved. Think that's an i>olated case? Same Report, same year, and 1 quote "May 29, restaurant et al.: loss $314,530 Four buildings, housing stores and apart ments. Originating within a nonfire stopped partition in the first floor restaurant, fire was first discovered when heat ignited paper* on the floor adjacent to the parti tion. Employees attacked the fire with buckets of water but the fire persisted and when it started to spread along the wooden and combustible fircboard interior finish, they fled and notified the fire department- "Flames were coming from the roof ot tiie 215 foot by 70 toot three-story wooden building when firemen arrived. Fire spread to two wooden buildings on one side anti one on the other.before sufficient fire ap paratus Could be assembled to make an effective attack." Get that? Fire spread to two buildings on one side and one oo die other before fcUftiaem fire apparatus could be assmblcd. It may be a hard, blunt way to put it. but it boils down to fiddling while Rome burn- 1 cannot stress too strongly tliat it within die first thirty seconds of die life oj a fire tliat the most effective headway can be made, against it--even by people ot limited know-how. Even in industries as fire conscious a* yours, few people realize the full extent oi the terrible toll that fire, exact from the nation every year. 7 1961 National Safety Congress In I960, fire claimed the lives of 11,350 men, women and children. That's one life c-very 47 minutes, 31 times a day. In addi tion to lhat number killed, countless thousands of others were seriously injured, many of them to spend months in hospital, many of them unable to work again. in terms of property loss, Ujt year's toll was $13 billion. That's a good deal more than it cost to build the entire St. Lawrence Seaway, the hydro electric power phases of that great project excepted. Frightening, isn't it? Fire is a vicious, wanton thief and killer that respects no It is one of the most serious problems that confronts the continued prosperity of the North American economy today. It is a problem that is growing more serious annually. It is one that we are all guilty of doing too little about. What makes the terrific annual loss of life and property due to fire even more tragic is the fact that virtually all of it could have been prevented through proper care and proper training. That's why 1 want to show you what a formidable and frightful enemy fire is. Fire losses are difficult to assess with any accuracy, and they are even harder to pre diet. Nevertheless, as iar as 1961 fire toll is e.vT*mevl I'll stick my neck way out and ay this: if fatalities conform to the national ten-year average, more than 11.000 people will be killed by fire in the I'ntted State* this year. If the pattern of property loss experience established in the .ust decade is true, then fire losses in 1961 w ill top the tete $1J billion mark by a wide margvL This will happen--and remember it could happen to >uo--tmlcss all of us, starting tight >w>w. get out and do something about it Fire Iiih figures are apt to be misleading. Virtually every tmirce you look at will give you a different dollar figure for losses ,ustaincd in any given year. Claims paid out by fire insurance companies are often taken as a useful yardstick, though bear in mind this presents far from the whole picture. Some companies are self insurers; some insure n,,|y part ut the risk. Frequently, the actual amount of the physical loss ex ceed* by far the amount oi insurance carried. The sad fact is that according to figures compiled by liie National Fire Pro tection Association, the dollar value of fire losses has been increasing more rapidly than the number of fires. As I said a moment ago, figures arc apt to be misleading and they seldom tell the whole story. Fire does not respect statistical averages, which are computed from hindsite information. If you have a fire in your mill, don't be lulled into the security of thinking that the loss is going to be con fined to your just, proportional share of the industry average. St/r can you forget about the intangible tosses that result from major fires--losses that can't be or aren't measured m direct dollar* and cents terms; one* that probably can't be covered by insurance are ones which, none the less, arc very* 'real' and which have a direct bearing on the well being of the enterprise. There are many oi them. Surveys in the U. S. have disclosed these sobering fact* about severe business and industrial fires: 4J per cent of the concerns hit by bad fires were unable to resume operations. 17 per cent of time firms able to furnish financial statements before a fire were unable to do so afterward*. 14 per cau suffered a severe reduction (from JO per cent to 66 per cent) of their credit rating. 26 per cat, unaffected as to credit rating, nevertheless suffered a severe loss in customer relations. Just think about that for a moment. If you expose yourself to fire risk and los*. priceless records; plans, documents, and the tike which took years to produce and as semble and which are the very life bl*l of your business may go up in smoke in a very few minutes. I'm thinking, for example of production and test tab reports. You can't insure the true value of these reports, and you can't buy back the information contained in them for any amount of money. Believe me, if money could reproduce these records, your nearest competitor would have bought him self a set yean ago. 8 Pulp and Pofer Setsions Then too consider what inppens to your business if a disastrous fire puts vnu out of operation for an extended period. Have you thought about the good will of cus tomer* who depend on \ou for materials? It they can't get their requirements from you, they'll have to turn to alternative sources ot supply--m alt probability jour competitor* \nd once ti competitor gets a foothold In your market, it may take you years to get him out again. In fact, you may never be able to regain all of your former markets. fn such a highly competitive uidustry as pulp and paper, 1 think you will all agree it is poor business indeed to let fire give jour competitor the upper hand in ynur own markets. There's another important consideration too--your labor force team. Quite apart from moral and social considerations, if >%*u have to shut down for fire repairs, vou'll probably liave to lay off a consider able portion of your work force. As you know, we all have to eat. Once laid off, your workers will probably try to find alternative employment. Will jott be able to get them back again once you reopen? It's almost a certainty that pan of the work force will be lost to you for good. When you re-open, therefore, you'll Save to take on new men and will have the added expense and production set-back it having to train them from scratch. Bear in mind too that fire insurance vumpanic* arm t set up 3* charitable institu tions. And I'll tell you right now that the last time i made this suggestion, a manager Mine up to me and said: "Smokey. who are .'>u trying to impress? You should see the ;>rer.uums we have to pay each year." Well, that's exactly the point. The uuur- nnce principle is very simple. Premiums are collected from the many to cover the losses of the iew. If industry has a bad loss record this year, everyone's premiums go up to compensate for it next year. Thus fire costs everybody money*. It's a vicious circle, and you ran't beat it any other way than by cutting down the fire tosses. And there's much more to the insurance angle than just that If your plant has a bad fire record, believe me, you are going to feel it in the sire of the insurance premium yen pay. As I said a moment ago, insurance com panies aren't charitable institutions They, like you. are in business to make money. They come in. gauge the risk, and set premiums accordingly. I'd like to turn for a moment to the moral and social implications ot the fire problem. You, as members of the pulp and paper industry are the employers--the "jobgivers" to a large number of Americans. As a result, the burden, as well as the responsibility, pi,iced on your shoulders is a very heavy one In many smaller communities across the nation one pulp and paper mill is the sole industry--virtually the sole source of em ployment--and for all intents and purposes, the only reason for the community's economic existence. On the management of such companies rc-H the responsibility for the well being ot the entire community. If the mill bums down, shareholders are not the only ones to suffer. The death warrant for an entire community may have been signed. The sad fact is that technology and market* do not stand still in today's fast changing world, if a manutactunng opera tion i* burned down, economic conditions may dictate that it remain closed forever. If it i* to be rebuilt, u may have to be rebuilt elsewhere. One need only look at the trend towards establishment of pulp and paper plants in the southern states to find proof of the validity of this argument. There i> also the human clement to be considered. In North America, business and industry' help look after the employee's we|. fare in many different ways. Employers contribute to unemployment insurance; many pay part ot health, sickness, litc insurance, and pension plans. They* may even offer a stock purchase plan so that employees can participate to some extent m the profits ut the business. Surely the very' Uf of the employee is no less important than the fringe benefits he received! I think everyone in this room would do everything in his power to avoid having to call on the wife of an employee--the mother of five children--to tell her that /9<5/ Xoltortn/ S>if> ly C -lie Ills become a widow. Vet each year in the United Stages, there are dozens of businessmen on whom this sorrowful duty falls. The rcai tragedy is that in almost every instance death could have been avoided by proper training, proper precautions, taken .it the proper time. This will suffice. I think. t>. vham how urent and how far-rcachinj; the rci.rvffnie and -octal implications of tire loss are. Let me just add this: some authorities iiRRest that the indirect losses due to fire arc more than five times greater than the iciual damage to anv property. To live best nf tny knowledge; no one has yet been able in contradict litis statement. T e real problem in industrial lire pre vention today is not one of equipment; it is one of training ami attitude. Contrary to widespread opinion, there has been nothing radically new in methods of extinguishing tires fur many years. Our hasie tools have, tor the most pan. been in use for the past tifty years, or so. The real deciding faclurs in whether there will be ft hre loss or not are these: Have fire hazard* been recognized and effectively eliminated? Do plant personnel know---instinctively-- uiut to do if fire breaks out. flow to do tt, and when to do it? Has the plant availed itself of all pos~ stble fire fighting and fire protections serv ices and facilities that are available to it? Few people realize the speed with which usually small fires get big and uncontrol lable. For example, it is often pointed out that an average fire at the end of two minutes is three times as large as at the e*ihI of one minute. At tlte end of four minutes it can be twenty-five times as large as it wn at the end of tw*o minutes. And .it the m<l of ten minutes it may be one hundred times as large or larger than it was at the end of four minutes. These estimates are conservative. Where combustible vapours of petroleum and simi lar products are involved, the acceleration rate is much more rapid. It follows, therefore, that more can be done with (ess know-how and less equip ment in the first thirty seconds than the best trained and equipped fire department can ouch accomplish when it arrives on the scene ten or more minutes later. That i* why management must accept the challenge of getting the man on the job-level to re alize he must deal with a small blaze in telligently and immediately, whether or n'-l this is part of tiis particular job. If manage ment doesn't succeed in this mission--it i* miffing the boat When dealing with fire protection prob lems, we often hear the term fireproof Unfortunately, fireproof is one of the most abused adjectives in the English language. There are virtually few substances on earth that won't burn under certain condi tions. If there were, scientists wouldn't have had to spend so much time and effort trying to devise methods to effect re-entry of space rockets into the earth's atmosphere. Probably otic of the materials that comes to mind most easily as one that sup posedly won't bum is water. That's because water is`widely used to extinguish fire* However, we need only recall that during World War II many incendiary or fire bombs were dropped by both sides. To fight the resulting fire with water was soon found to be sutddaL The reason: An incendiary bomb, being made out of a material called thermite, bums at about 8,400 degrees Fahr enheit. When water is exposed to a tem perature of 8,400 degrees Fahrenheit, it decomposes into its component element.*, oxygen and hydrogen. The former supports combustion, and the latter actually readily bums, given the right conditions. Thus I leave the result of fighting ther mite fires with water to your imagination. Uke water, supposedly fireproof building* have a nasty habit of burning when they are not supposed to. I'd like to quote again from a Fire Commissioner's Report: deal ing with the destruction of a hardware Company Building at a loss of $700,000.00. "Destruction of a noneombustiblc (sled framing, aluminum siding and roof) with noneombustiblc contents (hardware, plumb ing supplies) probably seemed to be a re mote possibility to the owners and may have accounted for their decision not to sprinkler the building. As it turned out, the combustibte attic floor, stored papers in the attic, office furniture and combustible crate* and cartons of stock provided adequate fuel to cause total destruction of the building. 10 j aad toper Wumu 'The tire originated when *prks from ,t welding torch he-.ng ued on the roof tell on papers stored in the aroc. The fire burned an estimated JO rmsotes before em ployee* in the fir*t -inry discovered it. Pub lic tire fighting a. mrdeeiiw doe to poor water supplies, the nearot hydrant being ?,O00 fe:t away." fti the post tew year* the starch of setctice has created two or three tbwmid new. vutiiburtiblc product* that didn't eves exist .i decade ago. Ail are potential fire haz ard#, particularly if yuu dui't know them, their properties and behaviour. To sum up. recognition of fire hazards and in-pbm fire prevents atal fire fight ing training art the keys to lower indus trial fire losses. \t your respective companies or plants, if you do nothing else, 1 urge you to do this: Make a careful, thorough inspection to -ee if you can spot any fire hazards. Eliminate any that you fawi Find out whether you have suthdau fire lighting equipment and. above all whether what you have actually works. Kind out whether your employees on all levels have sufficient training and know-how to deal effectively and immediately with ,my fires tliat may occur. Satisfy yourself that both your employees .ifld your fellows in management are fire prevention "oriented." If you haven't established a mutual-aid fire fighting agreement with neighbouring industries, work one out. This is particularly important in small communities with only limited municipal fire fighting resources. Don't look on plant visits by fire inspec tors as the coming of the seven-year plague. On the contrary, make a point of inviting jour k<al fire fighting authorities into the plant before ds-aUer -tnlur*. ti they know the layout and \i<ir twraotiar problem.*, they will be much m- it effective n dent, mg with anv blare 'hat nav coir I cannot impress >n yi ti. vt/uody that you can't take tuu pnceauticn* ami that you can't give ><x*c rmptymi Uu much training. Oceangoing vrwds, by law, are required to bold a weekly ire and bast drill. Vet ships still bum' This is in spite of the tact that tU> arc Sotting in a sea of water and have much more fire giving equipment built right into them than the average mlustrial plant Recently, Ambrose U. Kelly, goseral coun sel of the A"uctatel Factory Mutual Fire Insurance Co., jammed up the fire los* problem very neatly. He said. . . experi ence loss prevention indicates that the attitude of management is just as important as good construction and physical protection against loss. A reinforced concrete building fully protected by automatic sprinklers by Ilaving a management indifferent to loss, an attitude which is reflected in the atti tudes of the employees, is not a good risk. "Fire starts because of carelessness of employees or because of faulty maintenance, and when it comes there is no plant or ganization trained and ready to ex(mguth it promptly and with a nuniratsa loss. "Automatic sprinklers have proved their worth, but a single shut valve can dc-irov the effectiveness of the entire system. "for fffectk't lot* prevention, tv mutt have both proper physical conditions ond o proper management attitude. Given butii . . . hi**.-* can be substantially reduced." And tliat is expert opinion, it comes front ;m insurer who judge* you a* a fire risk in the dollars and Cents you must pay. A an industrial fire fighting and fire pre vention trainer, 1 can only add one word: ".fmc*." <'W/ Sattonoi Safely Congress INFLUENCING BEHAVIOR FOR SAFETY By GLENN F. GRIFFIN Training and Safety Consultant. Park Kidge, 111. 1 believe we are not paying as much -mention to influencing behavior s wc tight to. Behavior is the most important iactor m safety or in accidents. When ! say tiiat behavior is die most important factor 1 am not thinking of the outmoded concept Hut 85 per cent of all accidents result from tttt.*4te acts and only 15 per cent from utwiie conditions. If we could take a few hours and examine a thousand or so acci dent reports 1 could comincc you that un-Uc conditions probably occur just about is often as unsafe acU. When I say that behavior is the most iroiMrtant factor in accidents or in safety. 1 have in mind that unsafe conditions are die result of somebody's behavior and that any given unsate condition is really au unsafe act just one step removed. When you look at it that way it is not a case of 85 per vent due to unsafe acta and 15 per cent due to unsafe conditions but rather 100 per cent due to tmsa/e acts although not necessarily unsafe acts of ilie injured persons. But whether you follow me in all this reasoning or not, i think I could get an iiifumaiive vote to die proposition that most accidents result from the way people act. The thing that worries me it that many of my friends in the safety business tell me that accidents result from unsafe acts of people and in tiw next breath tell me that after all you can't do much about the way people act. Now when people say that I know they are just discouraged by some instance of unsafe conduct that seems quite inexplicable because, of course, we can do much to in fluence die way people act. Human behavior and how to control it is udi a bread subject that 1 have selected tust diree factors influencing behavior that seem to me to be very dose to the actual point of contact in accident occurrence. They arcs Knowledge and skill Attitudes Temporary states, physical, mental and emotional I can't say which of these is the important factor; in tact, whai we tm*iigate an arcident it it often ditiicuS: tell which of the three is predominant Untr leads to another. A very simple examplr it tiiat of a man who is assigned to a job that he docs not understand. (A tack ot knowledge and skill). Because of this lie becomes worried and frustrated. (A tem porary state). The continual worry and frustration eventually leads to a feeling tluit he doesn't like this job and that the nhJc -afety program is a lot of bunk (An ::?.iv attitude). If you really want to make a CvxnpitCaied rase of it you can lay that having armed at such an attitude he then shuts hi- e..: to further instruction and as a result gettn bad with the boas and as a remit <; tiii* his attitude gets worse and worn it..-', can go on endlessly and sometimes it dues Uut we have to start somewhere and u seems to me the logical place to start i with the matter of knowledge and skill. Certainly we can't expect that a man will work safely unless he has the required knowledge and skill and certainly uc cun say that the boss is responsible for seeing that he docs have that knowledge and skill. [ will have to illustrate the importance of this factor by a negative example. A man was told to empty a tank ot solvent Having given the order the foreman walked away and the next he heard the man had suffered an injury trying to Up the tank over to empty it The fact ot the man's ignorance then came out when it was disclosed that there was a drain cock on the bottom of the tank. The obvious remedy for lack of knowl edge and skill is insunction. Instruction about safety, yes, but mostly jut plain simple thorough job Instruction. People need to learn how to do the job as it is done in the place where, they arc working and this includes knowing the names ui things, knowing the principles- behind Ute actions, knowing the why as well as the how. It also includes not only knowing but Pulp and Paper Sessions includes practice under observation until a supervisor knows that the man is going to Jo it right. If litis kind of an instruction program is going to work it means that the people responsible for instruction know that the .unuunt and kind of instruction varies with different people, that with some people it has to lie repeated more often than with others but that with alt people it is a iiever-ca>ling process. Job instruction has to be done ott the job by the responsible man on the job who is the foreman, and here we Mtety men get our first and biggest alibi, which I am afraid wc have used until it has worn pretty thin. That alibi--"the foreman is responsible." Does this mean tiiat w< ran leave instruc tion up to the foreman and that we can blame him tor acodess tiiat result from ignorance ? Certainly nut If our job a* safety men amounts tu any thing at all. it is up to us to see that the foreman acquires the necessary knowledge and skill to transmit the necessary knowl edge and skill tu the people under his super vision. And so 1 am giving away what is, per haps, the most important pint oi my talk which is that while all the things we are talking about are part of the foreman's job, they are our job. t<*\ and perhaps first. A foreman ha* *. many tluags to do! He is being crowded t^r production, for cost control, for quality cuntr-a. Jt.c work sim plification and methods unpewvemenc and the management people who are pushing many of thoc other activities are not always alert tu the impeutt j-i of in fluencing die brhavair empkiyrev And vet if wc allow the job .i mducmng be havior to be neglected, the whuic operation deteriorates, CuntroUrog the behavior of people is still the bm*c Important function of the foreman: in fact, the very reason for his existences So it is up to us to see that foremen get training in job instruction. I wce't insult vour intelligence by tolling you bow it is done because I think you already know. Call it .MT or call it the Alien Uethod or call t by any new-fangled name that has been invented, foremen need it and most of them will not acquire it by absorption. We have to teach tiiat over and above the knowledge and skill needed to do a job. it requires a very special skill to tenth the job and wc have got to teach people the old JIT maxuu that if the student hasn't learned the teacher hasn't taught. This job of learning and improving in structional methods lias to be continuous. If the instruction dies out good practices become neglected, as many uf us can attest trum observation. But how to keep teaching the same tiling ver and over-* That is what so many training men and safety men ask me. Don't people get tired of the same thing and just stop listening f No, people don't get tired ui it if we use our imagination and skill in presenting it. Here are just two ideas for keeping in.truenon alive and keeping it new and interesting. 1. Start a program of getting foremen to work on safe work methods and job breakdowns fur the jobs in that de partments. I'ossibly tie this up with accident investigations. Hold some meetings, discuss with them the best methods and have them tell their ex periences in teaching. 2. Let foremen learn by (caching others how to instruct. Practical training men know that job instruction is more often done by other people than by the foremen. And yet when job instruc tion is taught it is usually taught only to the fcremcn. If this job instruction by other workmen is to be done right, the people who do it have to be taught and the foreman is the one who should do it. This i the best possible instruc tion tor the ioreman who, even as you and I, leant* be>t when he trie* to teach others. That's about enough tu say about job instruction and I haven t said anything new but if 1 have started you thinking again about something that you long ago thought was good but that finally fell into disuse it wilt serve a useful purpose. Now let's took at attitudes, the way peuple fed about dungs. I think when management people talk about attitudes for safety they really think about attitudes for 13 Ivtil \utiuHul Su/t-ly L vHyri'x* accidents. A tew years ago President Dear* ix-irn of the National Safety Council made .1 speedt called, "Seven Deadly Beliefs." In tins speech he pointed out that all of us run into danger because we believe such things as these--that accidents are an act of God, that taking chances ts necessary in order to get the job done, that safety is for weaklings, (hat coo much safety takes all the fun out of life, that people will think we are afraid it we practice too much safety. Now that kind of preaching is all right and we need some of it but if we are going to influence people for safety we have to concentrate also on some safe attitudes rather than on unsafe attitudes. I have asked many in groups of safety men to tell me some safe attitudes and 1 find that it is pretty liard to think them up quickly. This indicates to me that we do concentrate more on the unsafe attitudes than we do on the safe ones. Let me give you a few safe attitudes that I think all of us need lu know and teach. An aoodent can happen to me at any time when 1 take a chance. Acodcnu can always be prevented. it is a mark of good sense and skill to work safely. We can always take time to work safely. The men i work with will think well of me it 1 practice safety. Many other safety attitudes could be added to this list and I would like to sug gest to yuu tluu if you hold safely meetings >ou make this the subject of a meeting. !.et each man tell you wiiat be thinks is (he most important safe attitude and then discuss them. in order to build safe attitudes among empUi>ccs it is necessary for management |>copie to know what they themselves be lieve about safety. We should have these safe attitudes straight in our own mind if we are going to impart them to somebody d<e. We iias*e to make a conscious effort get people to accept these very attitudes. Now 1k*w do wc get people to accept attitudes ? Consider for a moment how at titudes develop. Altitudes grvw in an environment that i* favorable to them. They grow as a result rtampic. They grow if the safety in fraction is consistent. They grow if the instruction is hacked >p by firm super vision. They grow if people have a chance to talk about how accidents can be pre vented. They grow if the men themselves have a pan in the whole safety effort and if tltcir part is rcrogmxcd. Creating the environment, setting the example, giving the instruction and dis cussing safely with the men is a job lor the foreman to do but again who teaches the foreman? We arc the specialists. It we don't do it it won't get done. That is a pretty brief discussion of the development of safety attitudes but possibly just mentioning some of these things will cause you to think about them and if you think about litem I'm sure you will know the answers. Finally let me come to that very trouble some factor in accident occurrence, tempo rary states, physical, mental and emotional. This is the toughest of alL In accidents I have observed, in unsafe and harmful conduct that pops op every day, in my own personal life, the bad temper, the forgetful ness, the abstraction due to worry about real and imaginary' troubles, the anger at unfair treatment, the lassitude due to fatigue and boredom and ill health, ihex are the states that 1 know the least about curing, but we can't pass than up just because they are difficult to handle. We liave to do something about them. I used to tell foremen that the remedy for these temporary states is to be alert and to know when men arc troubled and pgive them help and advice. I was altvay* pretty satisfied with this solution until I ran into a bunch of foremen who were not properly docile and respectful. In effect what tltey said to me was, "O yeah? Huw do we know when a man's got trouble* Maybe he doesn't want us to know, if we do know, what can we do about it? Can we say, "Don't worry now. It isn't as bad .v* you think." How can w*e say that? Maybe it's worse. And anyway, the man has to work. Pulling him olf the job would only- add to his troubles." So t asked these foremen what they thought we should do about these men with troubles. And we talked about it for three or four sessions. Here are the best thoughtthat we could come up with. H Pulp artd Paper Sessions First, counselling and helping are OK if 1. Knowledge and skill. ;-*u get a chance and if it seems ailed for. Z, Attitudes. Beyond that, remember that many ot *"s 3. Temporary states. troubles and frustrations are job crated. Let's try to keep from causing troubles. Let's always be available when men have gripes or a worry, not 10 soothe them, but to try to do something about the thing that is bothering them, i-efore it gets to the point of a neurosis. I am aware that some of you are saying, "Well OK. but that's pretty elementary stuff. He hasn't told us anything new." But listen to this. I have been talking to people about their safety programs and I find that many of them are giving almost no time to activities consciously and specifically aimed You (mow we talk a lot about men who at improving behavior. Why? bring troubles to work. Let's think about the fellows who take work troubles home with them. Psychiatrist* tell ut that much domestic trouble and illness and many offilic-job injune* result from worry about <ob troubles. We tell the foreman to say good morning when men come to work. Do we think enough about being around fo say good night when they leave so that when they go home they won't have that gnawing feeling that maybe the boss is mad at them, or that he lias forgotten some com plaint or request made during the day. So much for prevailing die troubles, but there is more. We know that everybody has troubles of many sons and we can't cure them alL But we can teach people well enough and supervise them well ovougfa and develop good enough work habits so that even when a man ts disturbed hr wue't 4ct hurt. Tltat it no; too difficult and wc can apply it to ourseKct as well as to the men who work in ihe shop*. And we can create -ate working condi tions so that ofrguard* will protect the fellow who forgets. Actually, many of the mot familiar safety devices and guards are not needed at all whew wc are felly alert but are there :< promt tm win we forget Again. I mv that a very large amber ji the seriou* accidents ruati from tempo rary states, physiol, ml and tmcoretl. and that you and 1 aad cor friewd* awd families are subject tu these states jaat the same as the man oa the job. Together, we and all the other imiaceeM people -huuid give cunidcratiua as to bow w* can prevent these -sates from resulting m job injuries. Here is what they tell me: "Oh, we had some job instruction training once Quite a long time ago." I can't refrain, in that connection, from ronindmg you of the old gentleman in the club who was talking with a member whom he had just met. The member offered him a drink and the old gentleman replied. "No. I tried it once, didn't tike it." "Then, how about a smoke?'* "No, tried that once, didn't like it." "Like to play carda?" "No, tried it when I was young, didn't like it." About this time a young man walked in and the old gentleman introduced him as his son. Whereupon the member who had been attempting to cultivate his acquaintance mid. "Your only child, I am sure.'* Let me assure you that training and job instruction tried cnee, a long time ago, is not eioogh. If it is nn done continuously it dies, and you and 1 have seen it die. Vnuthcr thing that safety men tell me is rhat they tried a program of having their foremen talk regularly to their men about safety. But the foremen got tired of it couldn't think of anything new to say and .to it jut petcml out. That is an excellent program. Some companies with good safety records y that it is the most important part of their whole safety progrhm. having a fore man talk to two or three men every day about safety. But it won't work unless it is kept alive and promoted by seta* manage ment person, and that ought to be the safety tout or the training man. The companies where it works best have occasional meet ings with their foremen in which the fore men all exchange experiences and tell about the" things that they have beat talking about These are jut a few of the thing* that with their men. But it wilt die just like job we can do about the three factors we have instruction training will die if you don't been discussing; keep pushing it. 13 I'X'it Xaiuma! Safety Congress The iiottom rcft.icr in the operator's sta tion preenii the profile of the basis weight as the gauge scan* across the sheet. On the return scan the target weight is `hown a* a straight tine. The scale on the recorder shows the position of the slice screws. This enables the machine tender to reference the weight variation to the appropriate slice screws and make the necessary adjustments. Because six to ten profiles per reef are ob tained. more uniform profiles result. The top recorder, on the Operator's Sta tion, presents the averaged basis weight of each scan across the sheet This is presented as a straight line on the scale that reads in absolute basis weight. The actual weight seen by the gauge is then compared to the target weight If this weight varies from target more than is desired, a signal is fed to the automatic control, contained in a second electronic console. The control opens or closes the stock valve or stuff gate to make the appropriate correction to basis weight Presently, there are more than 150 AccuRay Basis Weight Systems on Fourdrinier and cylinder paper making machines. More recently, systems have also been installed on off-machine coaters. More than 177 systems are installed on coaters and gummers. Also, more than 140 systems have been installed on extruders and extruder laminators. Dif ferent types of source detector units arc designed to do specific measurement jobs. U-Frames are used in a number of appli cations, available for sheet widths up to 160 m. Source detector units are designed for the metals industry*. One used on high speed steel tandem mills weighs in excess of 2100 pounds, to give you an idea of the ruggedness of design. There also are "O'* type brackets. Another application of the absorption prin ciple of radiation is used in the measure ment of fluid, slurry, and in some cases, <olid$ streams. The signal can be fed to a recorder or recorder controller for manual or automatic control of the process. These composition analyzer systems are being applied today in pulp and paper milts for black liquor, lime and slurry, while liquor, calcium hydroxide slurry, eiay slurry and day-starch slurry measurements. They are also being used to control evaporation, absorption, extraction, drying, mixing, classi fication, liltmtion. size reduction, materialhandling, and filling operations in industry 11. Blocking of Radiation In this case we find level measuring de vices in which the mass of liquid or solid material blocks the radiation between the source and detector. This principle can be used for detecting lev-els in vessels with solid walls, such as steel and concrete, without having any contact with the material within the vessel. By extending the detector, this principle can be used to measure continu ously the level of material in a tank or bin. These level measuring devices are of in terest in pulp mills for level measurement in a number of areas. Digester level spe cifically has received considerable interest. Since this type of measurement system was introduced some three years ago, over 40fl devices have been installed. There are some other interesting appli cations of 'this device^ Since it can "tec' through solid walls, it can be looked at a* a sort of gamma radiation photo cell. It can be made to disregard foam, froth, dust, and other gaseous materials. It wiil average out turbulence and occasional interrupting nutter such as agitators and paddles and will be unaffected by them. There is an installation on a clinker cooler in a cement plant The source looks through the walls of the cooler and measures the height of the bed of hot cement clinker. This level is controlled to permit the matt efficient operation of the cooler. Another installation uses two level switches on a standpipe feeding powdered coal to a boiler in a power station. The radiation passes through the stream of powdered coal. If the coal bridges the pipe, the radiation is cut off and the switches initiate a shakimt action to remove the coal build-up. The blocking principle can be used to de tect the height of fill in cans on a canning line and the signal is used to control the filling machine. Underfilled or overfilled cans can also be automatically refected from a conveyor line using a similar system. Of course, the one outstanding advantage Of these systems Is that level, density, weight, or thickness can be accurately measured without contacting or without affecting the measured material. 18 J j j , 1 | ) j j Pulp otd Pilfer Sessions IVhat it involved in the iue of raiioittttopesf We have discussed why and where ndioisotopes should and can be used. Let us turn for a moment to see what radiation really is. Over simplifying, there are two types of radiation. The first of these is Corpuscular radiation. This type of radiation exhibits the properties of panicles such as size, weight and velocity. The flow or movement of electrons is an example of corpuscular radia tion. The second type of radiation is exhibited m wave form. Heat, light, and radio waves arc examples. Wave radiation covers the spectrum from alternating current, radio and ultra high frequencies, infra-red, white and ultra-violet light, x-ray and gamma ray. and finally, through the cosmic ray region which possesses the highest frequency and energy level and shortest wave length of all energies in the spectrum. There are approximately 50 radioactive elements found in nature. Radioactive morns that the element is unstable and the atom* are disintegrating or emitting a charged particle from the nucleus. Eventually all radioactive elements reach a stable form. When a half life is mentioned for a radio isotope this means the time required for one half of its energy to be emitted. The half life will vary for every radioisotope from seconds to thousands of years. Radiation can he found all about us in nature. For example, there is enough Po tassium 40 found in the average human body to emit 150,000 beta particles per min ute with energies up to lJ MEV. Carbon 14 is continuously being formed in the at mosphere by the action of cosmic rays on nitrogen in the air. Radioactive isotopes are generally re ferred lo today as being artificially created mce they are produced from a chemical dement not normally radioactive. Bom bardment in a reactor rearranges the neu trons and protons in the nucleus of atoms of these elements. There are various types of radiation being used in industry. These are: (I) Alpha radiation: This is radiation of helium atom nucleus (helium atom with out two electrons). Alpha particles have a large mass and a slow speed. A few inches >f air wilt stop alpha particles. (2) Beta radiation; This radiation con* lists of high speed particles, electrons, with little maw. Approximately .030" et steel is required to stop these particles. (3) Gamma radiation; This is filch en ergy wave type radiation, and 0.65 inch of steel or 4 inches of water is required to cut this radiation in half- A fourth type is X-radiation and Bremstrahlung, both of which exhibit the same properties as gamma radiation, fa) X-radiation is generated fiv high voltage acceleration of electrons, gen erated by heating an electron emitter. These electrons are directed to strike a target, generally tungsten, and the X-ray is gen erated. t'b) A similar technique using a beta radiation emitter (electron) and striking a target will produce higher energy radiation called BrcmMrahtung. Except for energy levels and method of generation, these two types are identical. Let us define terms used in radiation. Curie: This refers to the quality or amount of radioacth'c material present. A curie is defined as the quantity of radioactive ma teria! in which 3 7 X 10" atoms disintegrate in each second of time. This term is anal ogous to power tn electricity. MEK: Million electron volts. Refers to the energy* level of the isotope. This i$ anal ogous to voltage in electricity. Roentgen: A roentgen is an energy meas urement difficult to express, however, this can be done practically bv defining energy in terms of the specific effect produced in a specific apparatus. The most convenient method Is to cotlect and measure the number of ions, caused bv radiation, produced in a given quantity of air. The roentgen is a unit of dose of total energy exchanged. The intensity of a radiation beam is expressed in terms of dose per unit time and the com mon terms is roentgen? per hour, or more commonly, milliroentcens per hour, abbrevi ated mr/hr. The reading of an ionization survey meter can be in mr/hr and can be used to determine the radiation intensity level around an isotope system. Date: Is the quantity of radiation ab sorbed, per unit of mass, by the body or any portion of the body. Total dose will specify an amount over some period of time. Several units of a dose arc in current use, however, the most common is the rem, h, E. C, Regulation I0CFR20 gives infor- 19 !Q6l Xational Safety Canaress man. m n. r..mparr tin- measurement 10 other units it nece**ary. A rem is defined as a measure of dose of any ionizing radia tion to body tissue m term* of us estimated biological effect relative to a dose of one roentgen of X-rays. Let's now cemsider the actual construction f the source itself and >t< housing in a enircc*detenr unit ued m an industrial measurement system. The size of this hermrtirallv sealed unit i about as big around as a nickle and about i to inches high. The source is then placed in the source holder assembly with a shutter assembly. The shutter is power activated and sprint; rinsed so that in the event of a power fail ure the shutter will automatically close, ft i mounted r*n a "U" frame, and the access panel contains a lock to prevent unauthor ised entry. An alarm window protecting the source is a printed circuit. Should any one attempt to set into the source from this side the circuit is broken. Once the circuit ls broken an alarm horn sounds and the shutter auto matically closes. The bom will continue to ntmd until the window is replaced or power i< rrmmcd from the gauge In the density gauge, the source capsule is sealed m meehanite, The meehanite is welded onto the process pipe, allowing a small air space. This type of gauge has no shutter since if become* an integral part of the pipe. In a small radium source unit used for level once again we find the source sealed into the unit. Because of tow radiation lev els. no shutter is required on such a unit. In a larger source unit used in level de vice* a center "cannon ball" rotates, focus ing the radiation imo the solid meehanite, reducing radiation to low levels. The unit can he locked in this position, thereby per mitting handling or entry into the area of the measuring beam. The largest of the source units will take up to 1 curie of Cohalt 60. The weight of this source assembly is approximately 850 pounds. ll'hat must be dune to get uotopes into the plant * Uses of radioactive isotopes fall tinder the jurisdiction of the Atomic Energy Commission. This agency has very actively promoted the use of isotopes and has been extremely helpful to potential users. In or- rter that the safe use of isotopes is assured, certain restrictions and precautions govern the use of isetopes. Regulations pertaining to radiation device* are contained in A.E.C. Regulation* 10CFK2O "Standard* for Protection Against Radia tion" and 1QCFR-J0 "Licensing of By-prod uct Material." This type of equipTM0,1 can lie obtained tinder either specific or general licot*e. Specific license* are granted by the VEX. to cover specific situations such a* the distribution of isotope gauges and to rover their ue in specific situation* or ap plications. The Commission ha* also attempted to encourage the broad use of io!ope radia tion equipment hv setting manufacturer** standard* compatible to safety requirement* of other manufacturer* of industrial equip nient. If certain conditions are met by tin manufacturer of isotope equipment and other requirements are met by the user, ihe user can acquire radtototope system4 under a general license covered by 10CFRJ0. Par .K).21e. This exempts Ihe user from the condition* of 10CFR20 except for those seeton dealing with reporting of accidents. I suspect that some of the above has been confusing. U it ha*, further studies of the A.F.C. regulation* i* recommended if >*-t have or contemplate isotope* in your pianr I ato suspect tliat once you are familiar with the suhject it will he no more confut ing than your electrical or building code*. Whether vou are licensed generally or spe cifically. there are unit reporting require ment* involved: 1 Theft must be reported as explained in ItlCFfUO 2. Telephone and telegraph reporting to the A.K.C. on any of the following: a. Explore of any individual to 25 rem* or more of radiation b. Release of radioactive material, av eraged over a 24-hmir period, that could exceed 5000 times the stated limits. c. Loss of c*i* work week due to the operation of facilities J. Damage to property over $100,000. 3. 24-bow notification by telephone or telegraph. a. Individual exposure of 3 rems 20 !`nlp mill I'-tpir s ft linn t b Release mi material, averaged over 24 hour*, (hat could exceed 500 times the stated limits, v One da*' lo* nf facilities -I. Property damage over $100000. ! aO-Oav report Vhis rejxirt ' gcucraltv neves?;!ry with .ivcidem.* Ie* htiou* than the above, where individual* have received some <*%ec** yi pennissablc radiation level*. This report would contain notes to the alvjve ami precaution* for the future. IVf'-rc leaving the Mthjcet. I must menthat n*t -tale* nlo have regulation* neerntng iwtrqic*. It would be well to be r>iw ft*Isolde m this area alo. Another ^ prartire I* to inform your plant fire -r- i crmipi.i the locations of isotopes, or * *i u-e o.wn facilities, the town fire mar* *h*l -hould also be informed. The use of rail.i*<.t.p*.. ik< preent potential hazard* 'f**n exjv-urv u> radiation fields and eonarrtBv.iK*i hv radioactive material. The Vt<iue Energy Commission governs both *rra* ,cr> cio<lv, Additional safeguard* rc irjprKe-i by the manufacturer of the de vice. heal autlmritic*. and plant safety ST'1Jp* Exposure t* radiation fields is minimized i * *-e mamifaciurer >*i these devices through he 'ontruciion ami location of the source mu For example. Industrial Xucleonic* "**n-t ?he maximum radiation field to $ t~ir hr at 12 indie* from any surface which i- rv.rrmllv arre*ible to personnel. In most tmkav CMiiiiimcnt. external radiation is far tlii* figure. Contamination by radioini\e material pre*ents the greatest poten-mS hazard with ttie possible exception of c*t<*ure to ga*eou< source*. Great care is taken t* prevent any possible contamination. If plant safrtv groups arc not directly -neenved with plant insurance; you are prohabl* expected to know to what extent ind degree the tisc of isotope equipment -mild affect your insurance coverage. In gen-ral. two di-tinct types of insurance are in volved with the ground rules different for cadi. Tlie* are general liability and fire insurance. I General liability provides lliird party cov erage to property and persons. Industrial Nucleonic* Corporation General Liability would cover the claims of our customers. General liability policies have nuclear exdu- ion clauses but these Gausc- d-> n>>t applv to our tvpcs of equipment- The second form, fire insurance, cover* los* of property and profits or the loss of the n-e .sod oc pancy. The unclear cxcht-in <tau*e iloc* applv m li e cae of fire insurance. Having radiation device* `kies no! soul fire us*uraiicc. hut if you want to lx* cov ered for to cnii-ed by radioactive material vuu would have * pay a surcharge. Tin-iircharge tlcpcnd* on the type of structure nvered and oilier consideration* It would he determined in the same manner a* stand ard fire intiranec i* determined. For ex ample. the rare would he higher ti the i**. t>*pc wa located in a frame building rather lian in a brick or concrete structure. The*c device* lave been through fire*, ih--!- and explosion* and no additional Insha* been incurred due to the presence of radioactive material. Because of our rmrued con-trurnon, as you have seen, we have been able to maintal- 'd* record with more tlian 5,000 install. , scattered throughout industry, Examination of a density gauge after it had l>ccn through an explosion and fire in a rocket fuel plant revealed no conlaminalion, even though the source detector unit was ladly damaged Unfortunately, insurance companies do not > et recognize improved encapsulation tech niques, or other safety techniques. In some instance*, where a gaseous source is used common in the paper industry, no contami nation hazard is present. Some of our customers pay the additional surcharge for the added protection in llteir fire insurance policies. Olliers dn not feel the risk of loss caused by radioartive ma terial contamination is worth I lie extra charge. In tin ca*c has a customcr decided not in install the device for insurance rea son*. as very little risk ts involved. Before, during and after installation it ts extremely important that all personnel com ing in contact with the unit be ihoroughly m-trncled in the matter of radiation safety. The manufacturer of the equipment should be properly equipped to give assistance in this area. Il'/ief iHHft be i/umc on a eontinuing basit ume isotopes are in the plant? With the radioactive material in the physical and 21 1961 National Safely Congetit chemical state described above, the likelihood of failure of the encapsulation is extremely low, If a failure were to occur it is thought that it would be extremely gradual. The initial indication of such failure would be the presence of radioactive material on the external surface of the source carrier. The presence of such radioactive material would be detectable by wiping its surface with a ict swab and inspecting the swab for the presence of radioactive material with high cnsitivity radiation detection equipment. The -cmitivity of these tests permits detection >f the presence of radioactive material in quantities hundreds of times below the amount considered hazardous. Such tests -'re routinely carried out at six month inter vals cither by the guage supplier or by the uer when he has suitabte facilities and per sonnel. In closing let me compare the safety as pects of a radiation level device with that of conventional methods of tank level con trol Suppose the radioactive level device was used to measure level in a 10 foot diameter tank 10 feet high. The device would he used to turn on and off a pump in order to maintain the desired level. The presently used technique might be a flnat syMem, This svsiem would inherently have more failures Ilian a radiation level device. Therefore, someone would be re quired to climb into the tank periodically t i heck and repair the tloat svtem. Certainly climbing a ladder is not a great hazard but it is more of a hazard than standing on the ground. Assume that operating procedures called for cleaning and painting the inside of the tank every three months. Warning signs mounted at the access to the tank would instruct personnel to close the source shutter before entry. Wilh the shutter closed there is no possibility of entering a higher than tolerable radiation field. There is, of course, always the possibility that a negligent person will ignore the warn ing. The danger of this is no greater than that of ignoring a warning sign on a 440 volt electrical line. The results of the neg ligence is a different matter. In the case of radiation received for a limited time, it is unlikely that any damage to the individual would occur. In the case of ignoring a power tine warning it is likely the person would be injured, perhaps fatally. Look upon radiation devices as an ex tremely useful form of energy offering many industrial benefits. Properly ued, they are worth their weight in gold. SAFETY IS BUILT INTO THE KAMYR CONTINUOUS DIGESTER By O. A. LAAKSO Kamyr, !nc,, Hudson Palls, N. Y. There are in operation tod.iv a number of distinctly different types r* o-ntimxm. cooking systems, each one cutom-<Ir<igne>l to handle a particular raw material, utiliz ing a specific process, producing a particu lar grade of pulp. This paper deals with the subject of how safety is built into ,i continuous digester. On the North American continent the greatest interest todav is in kraft cooking, and so we shall in this paper deal with the continuous kraft digester, In order to discuss the safely aspects of the unit, it becomes necessary for us to go into a gen- t r.d technical explanation of the principles involved in a continuous digester of this type. First, let us examine the basic difference between the familiar batch process and the continuous kraft process. In a batch opera tion a vertical stationary digester shell is filled with chips, along with the required amount of conking liquor, and spent make up liquor. The veswi is capped, and steam is applied the <vieni in order to raise the material to cooking temperature, and is held at temperature for the time required to com plete the reaction. Non-condensable gases are 22 Pulp and Paper Sru\am rlca-el from the digesting vessel during 'hr ri-e to temperature, and the pressure it die vr*t is approximately equal to the f responding vapor pressure of steam at the cooking temperature. In this type of system there is a ten dency' for overcooking the outside of the thips, and undercooking the center of the chip, due to the fact that impregnation of the wood chip with chemical takes place luring the rise to temperature. There is alto lack of uniformity between the top and bottom of this vessel due to the fact that the chips at the bottom are getting a partial pressure impregnation, due to the static head of liquid, while the chips at the top of the vessel arc barely being washed by the liquor. This tack of uniformity in the batcii di gester was the initial basic reason for de signing the equipment to conduct the process continuously. Basically, the typical kraft continuous digesting system consists of the following -leps' 1. Metering of the raw chips together with a light presteaming to prepare them for mpregnation. 2. Impregnation wilh cooking liquor at 220*F to 240*F for approximately #4 of an hour, 3. Uniform rise to temperature. 4. Adequate time at temperature with no mechanical action. 5. Cooling and washing of the cooked chips prior to discharge. Referring to the Sow sheet, the forego ing steps are achieved as follows; Item 1 is the surge hopper, which stores chips at the head of the system; the size of this bin vanes from null to mill, de pending on what other storage facilities are available, but in general no less than HQ minutes storage is recommended. Item 2 is the chip meter, which controls the rate of feed to the system. The meter has a five-pocket rotor, and each pocket delivers its entire contents to item 3, a low pressure feeder. This feeder is a steam valve which holds against the 15 psi chip pre-treatment or steaming vessel pressure. To avoid damaging the chips, the low pressure feeder---which like the chip meter lias a pocketed rotor--rotates at a faster speed and lias larger pockets than the chip meter. The rotor, winch is tapered, is equipped witfi an advancing mechanism to provide clearance adjustment in the casing winch is necessary due to wear caused by sand and grit entering the system with the wood chips. The steaming vessel, item 4, not only acts as the chip pretreatment vessel but also serves as the heat recovery' system, since the low pressure steam used for pre-steammg comes from the flash tank located at the discharge end of the digester vessel. Retease vapors from die steaming vessel can be piped to a condenser for the produc tion of hot water for pulp mill use. The vessel itself is about 5 feet 6 inches in di ameter and 24 feet long, and is equipped with a screw conveyor for moving the chips toward the diwharge end- The chip level would be less than one foot high, thus providing the maximum steam volume and opportunity for all chip, 10 become equally pretreated. From the steaming vessel, the chips alt !<> gravity into die chip chute, Mem 5, and then are transierred to die 165 psi operat ing pressure 01 the digester shell by the high pressure feeder, item 6, which is the heart of the system, This iccder, traveling in the order of four to six rpm, does the difficult job of transferring chips at 15 psi to 165 psi without performing any me chanical action on the chip. This is ac complished by two independent liquor cir culation systems, one at 15 psi pressure using the chip chute pump, item 7, which pqmps liquor into the chip chute and flushes chips and liquor into die through-type pocket of the feeder when the pocket is in the vertical position. The chips are retained in the pocket by a coarse grid on the cas ing while the liquor passes through to the suction of the pump and is recirculated. When the feeder pocket rotates 90 de grees to the horizontal position, the second circulation system using die top circulation pump, item &, flushes the chips out and on up to the top ot the digester shell. This circulation pump drives its suction from the top of the mgester vessel, where the liquor is separated t.-.m die chips by means of the top separator, item 9, which con sists of a cylindrical slotted screen equipped 23 I'/itl X>iti->u,il Safety C <<twri-ss aith a flnmnj efcw to c-nre chip* mnv. mg down into the dige*ter. The hiclt pressure tredrr has hem made continuous operation by Itaving tour dirotigh-iypc t*ockcl* at 45 degree* to each ther, thus insuring that at alt tunes there will 1e the equivalent of one lull pocket in the filling position. The feeder, also hav ing equal pressures on both sides of the pocket In both the Ailing and discharge ["`inons is completely balanced and requires t minimum of horsepower to operate. The rotor of this feeder is tapered to allow* tor wear, ami because of the high pressure in the discharge position, a slight How of liquor takes place from the high pressure side to the low pressure side, thus providing a seal of lubricant liquor in which die rotor rotates. As the pocket will be tilled with liquor in the discharge position, this liquor in mm provides the flushing medium when turned to the vertical posi tion and an excess is huilt up and carried away n> the liquor supply pump, item 10, to be returned to the digester shell, item 12, along with the make-up cooking liquor and the necc4*ary bulking spent liquor. This liquor is pumped to the digester at a hy draulic- pressure of 165 psi. In order to have distinct temperature /-ne in the digester shell, the liquor is maintained as indicated above at a hy draulic pressure of 165 psi. which ts higher than die vapor pressure at the highest tem perature in the shell. All boiling has been eliminated. and due to die faster rate of hip How downward, the rate of heat con duction upward has no effect in maintain ing a relatively cool zone at the top of the vessel, In tile upper portion of the shell, therefore, impregnation takes place with the active alkali at a temperature of 240*F, and iK>t until the chips are approximately one- third through the vessel are they subjected to the higher temperatures. The ri-c to c<joking temperature is ae'uinptidicd by two separate liquor circula tion pumps, items 1J and 14, each deriving Siquor lucttr.n from headers, nozzles and dotted strainer (dates located inside the di gester shell. You will notice that the inside diameter of the strainer plates ts the same .i tlie inside diameter of the digester shell m the penetration zone, the shell increasing in diameter to provide the space required fur the screens without having to reduce the diameter of the chip plug moving down the shell. Heating can be provided by in direct tubular heat exchanger?, or direct steam, the heated liquor being returned to tiie digester by means of two central pipes. <-ne inside the other, each ending at the tup of its respective strainer zone. The upper heating zone will increase the temperature from 240*F to, sa>. J00*F, the second zone from, say, 290* F to 550* F, the blank space between each zone being a dwell rone or equalization area where the tern* pcralures of each individual chip evens out throughout its mass. No further heating lakes place, and the chips are retained at cooking temperature according to a cooking graph until they reach the discharge zone some 90 minutes later. To avoid fibre degradation while still at cooking tempera ture, it has been found most essential to cool the chip mass in the digester shell prior to discharge, before subjection to the action of the bottom outlet device, item 18, a slowly rotating paddle required to break up the compressed chip mass prior to actual discharge from the shell. Cooling is performed in a manner similar to the heating mentioned above, by intro ducing spent black liquor at approximately 180*F from the brown stock washing sys tem through a high pressure pump, item 16, and through a small central pipe in-iije (he two heating zone central pipes, and discharging into the chip mass at the top of two further slotted strainer plait sections. Again, the digester shell diameter is increased to maintain a uniform chip plug diameter. With the addition of Un- coo! liquor, the hot high solids liquor idisplaced and extracted through a vet oi screen plates, nozzles, and a header to a Hash tank, item 20, where the hot liquor ts flashed at 15 psi and the resultant Hash >tcam going to the prc-$teaming vo-el, item 4. Although the one-to-one displacement givethe maximum heat recovery irum the ** tea, it does not sufficiently lower the tem perature of the chips to a point where degradation cannot occur, so further cool ing is added and extracted as above to a second flash tank, item 21, where the liquor flashes at 0 psL Also, the liquor from the first stage flash tank flows to the second tage flash tank and flashes at 0 psi. Thin 24 Pulf <rii<f Paf>er Sftiiom tcam can be piped with the relief from the steaming vessel to a condenser for the production of pulp mill hot water. This system, now referred to as the diffusionextraction ytem enables the stock to leave ihe digester hcll at approximately 200*F it 1r*, This s)Stcm although installed primarily tW uniform cnnling with maximum heat recovery, also results m improved brown stock washing. It is obvpm* that the high solids liquor is being removed from the system before the pulp joes to the washers and can be sent directly to the multi-effect evaporators, thereby reducing the load on the washing system. In effect, we have now introduced a partial washing stage in the digester sheik Relief of the digester pressure is taken <are of in the blow unit, item 22, which is a pressure vessel equipped with a variable orifice blow valve and a rotating wiper paddle to keep the outlet* free of knots or foreign materials. The (<re-*urc drop is accomplished in the blow line through two valves; and a m.*t of the heat has already been removed from the chips by the diffusion-extraction system, discharge can be made into an atmospheric blow tank. Having covered the general principles of the system, let us now- examine the poten tial danger points in `he system and the steps we have taken to ensure safety of operation. First, with reference to the pre-stcaming vessel--it lias been designed for an op erating pressure of approximately 15 psi with a maximum pressure of 50 psi. The vessel is equipped with a relief valve dis charging to atmosphere in order to prevent overpressure. Since the vessel is filled with chips and steam, it has been necessary* to place a screen In the relief line at the point where it is connected to the steam ing vessel shell. A smalt 40-pound steam tine i connected to the relief line behind the screen. Periodically the operator will clean the screen by* blowing bade into the steamin? vessel with 40-pound steam. The lower portion of the steaming vessel tv clad with stainless sled for 180 degrees f the surface. This cladding is necessary :.> combat tlie erosive action of the chips -nd the corrosive action of the condensate -rvtking from the chips. The steaming ves- ci should be cheeked at least once a year infernally for signs of corrosion. The high pressure feeder also acts a* a scaling valve between the digester which is at lf>5 psi pressure and the steaming vc**el which i at 15 pi pressure, Vmi will note from Fig. 2 that ihe high pre*iirv feeder is *< designed that at no time i the high pressure side of the system con nected to the low pressure side- Thus if there is a power failure, there is no danger of a blow-back of high pressure liquors from tiie digester to the steaming vese! The digester *hc!l is designed with ex treme care, from the point of view of safety. The smaller shells up to say, 150 tons per day capacity arc shop-fabricated to ASME code specifications and are completely stressrelieved and tc*ted to 280 psi, as compared to the operating pressure of 165 psi. Gen erally, digesters with a capacity of more than 150 tons per day must have field-erected shell*. in this case, rolled cans are shipped to the site and the complete shell is erected ami welded in place. After welding, all welds are X-rayed. After approval o the welding, the exterior of the shell is in sulated and the entire shell is raised to a temperature of 1IOO*F for stress relieving. After stress relieving, the shell is hydro statically tested to a pressure of 280 psi at the top. Since this particular type ui continuous digester operates with the vessel 100 per cent of liquor at all times, and since the digester is held at a uniform temperature for months on end, we do not appear to suf fer from the shell corrosion that is so com mon in batch digesters today. The units in operation on this continent today show neg ligible loss of metal on the shell walls due to corrosion. However, as a precautionary- meas ure, we still include approximately one- quarter inch of shell wall thickness as cor rosion allowance over and above the c<vtc requirements. It is advisahtc to audi-eaec the shell wall every' year or two durin; the first five years of operation to dctermuic it your particular combination of liquors and woods is resulting In any corrosion. We have liad some history of erosion ui the bottom head nf the digester at the point where bottom scraper has been dis charging the chips. We today stainless-clad the bottom head to combat this erosion. 1961 National Safety Congress W'e hive had some history of corrosion m the top head of the digester due to im proper relief or the vessel allowing a smalt vapor pocket to form. We also stainlessdad the top head of the digester shell as , precautionary measure. The digester shell can be completely iso lated from the feeding and discharge sys tem by dosing valves 51. 52 and 81. This is normally done a hen stopping operation tor short periods of time due to interrup tions in the rest of the mill and in some cases as a regular practice, where nulls operate for only six days out of seven in (he week. Since the material in the center portion ui the digester is at a temperature of ap proximately 340*F and the materia} in the top portion of the digester is at only 240*F. there will be a gradual rise in temperature of the liquor in the upper portion of the digester. This results in a thermal expan sion and it is necessary for us to provide a relief valve to compensate for this- This relief valve must operate under difficult circumstances, since the material in the digester is a mixture of super-heated liquid and chips. The relief valve utilized in this case is valve PIO on the How diagram. This is set to automatically open if the digester pres sure rises to higher than 185 psi. The amount of liquor that has to be extracted from the shell to compensate ior expansion is very small. There u always the possibility that the relief valve would open to compensate for thermal expansion and then would remain open due to being plugged with a small chip under the scat This could result in draining liquor from the digester shell. In order to combat this we connect the relief '>nc to the shell behind the cooking circula: - n screens. We also provide valve 55 immediately idicad of the relief line. This is a handoperated shut-off valve and should be wired open. In the event of valve PIO failing io close, the operator can close the hand valve to prevent complete drainage of liquor. The piping on this type of digesting sys tem must be designed to -ike care of rather large expansion problems. Ail piping con nected between fixed equipment and the digester shell is provided with expansion loops, and in some cases the pumps and heaters are equipped with spring-loaded foundations to allow them to move upwards and downwards with the digester shell. Special safety switches are provided be. tween the digester shut-off valves 51. 52 and 81 and their connecting piping. These valves cannot be opened until the connect ing pipelines have been rilled with liquor And brought up to pressure. If it were pos sible to open these valves without the con necting Jmcs being rilled with liquor, the high pressure liquor m the digester would be released at such a high velocity that the feeders connected at the other end of the pipelines would probably be torn com pletely from their foundations and the pipe lines wouM most probably rupture. Great care must be taken to see that the pres sure switches on these lines are not by passed. \11 piping connected to nozzles at the digester shell utilize maic and female flanges at the point of connection to the digester. This is done in order to reduce the pos sibility of blowing a gasket at the digester shell. We have, in the course of this paper, covered very briefly the general principle of the operation of this type of digester and have enlarged on some of the major facets of the safety features which we do build into the system. A digesting system such as we have de scribed is simple, and safe to operate so long as the safety features which are de signed into it are not by-passed. Thus those people connected with safety in the mill should make sure that modifications are not made to the system without investigating to determine how they effect the safety features which have been incorporated into the original design. 26 Pulp ond Paper bttnons WHAT DOES TOP MANAGEMENT EXPECT FROM AN INDUSTRIAL SAFETY PROGRAM? By O. A. OECHSLE Plant Mgr,, Continental Can Co., Elkhart, Ind. 1 v_vtfc.; be.isvc in sound industrial -ait> prugrwna. 1 he subject aligned to me--"What Docs 7-'p Management Expect from an Industrial Safety Program could possibly be an-wered is one sentence Management expects a safety program that iri/f reduce tnduz- trusi accidents and their resulting costs to jn absolute minimum. I'm sure that each of you could prob ably agree w-tth me tliat this sentence is, and well should be, the objective of any aiety program worthy of the name. I am also aware that each of you is undoubtedly better versed in the field of industrial safely than I are--so while some of my observa tions may seem somewhat basic or elemen tary to you, at least they will give you un idea of what one manager expects from -aiety. Although there are some rumors to the contrary, top maiagancm people are human beings just like anyone else. First and fore most, they abhor the physical suffering which results from any industrial accident, and when such an accident results in permanent disability, or even death, any of you who have had such an experience will attest that the matter is given the attention of even the highest executives of a corporation. Most states have statutes which fix the zinounU oi compensation to be awarded for various (inabilities, but who can really set a price tor the lost limb, the lost eye, or he lost hie? Even if the worker is able to resume acme employment, chances are tliat his future earnings may be greatlylimited due to his disability. I am sure that all of you probably have some examples which come to mind, especially in the paper making industry where you are considered a rookie until ycu have lost a finger or two in a calender sack. Another group which may well suffer as a result of an industrial accident u the em ployee's family, not only because of tem porary or permanent loss of income of the bread-winner, or of reduced future income, but also the discomfort and shock of tee ing good old Dad laid up, to say the least or permanently maimed or disfigured, to say the worst No good manager can ignore the suffering which can be brought about as a result of industrial accidents, so no good manager can expect less of his safety program than to keep accidents and injuries to an absolute minimum. Money spent m caring for and compen sating those who have experienced needless industrial injuries is pure waste. It adds nothing to the business, and if permitted to get out of hand can well mean die differ ence between making a profit or not. What top manager worthy oi the name can fail to realize the economic impact of unreason able compensation costs? This, then--the keeping of cost to an obsolute minimum--is the second great area of what a manager expects, or should ex pect, from a good safety program. I am sure that l do not need to em phasize or even dtscuis the direct costs associated wtth any injury. There are, how ever, indirect costs which are associated with any injury that l would like to call to your attention. 1. Lost production. This occurs when the injured employee is part of a crew, and, without the injured employee the crew can not function. 2. Repairs and uari<v This is something that each year adds thousands of dollars n our cost of doing business and something which management wants to fee reduced. For example, the power truck driver who drives into a retaining wall, or loses a load of cartons or board and a truck off the end of a loading dock. I'm sure this is a tamiliar area to most of you. 3. Morale effects--Supervisory time lost. The effect on the morale of the employees is another cost item difficult to measure in dollars and cents, but can be substantial. 27 JOINT SESSION WITH WOOD PRODUCTS SESSION SAFETY IN PULPWOOD LOGGING By CHARLES T. WRIGHT Safety Eng., American Mutual Liability insurance Co., Raleigh, N. C. Last Februarv. I had I lie pleasure of meeting with the Safety '-p.-iicn of the American Pulpwood Association m N'cw York at their annual convention; an inlorrmtivc meeting. Many constructive ideas and plans were developed. However, on several different occasions, I heard the supposition mentioned that a rather wide difference in educational levels exists between worker groups in the woods in different geographical areas of the United States. Somehow, this so-called "ed ucational level'* was getting the blame for differences m work methods, types of tools, etc, between different geographical areas. The impression was left that this somehow created an insurmountable problem safetywise Nothing tangible, mind you, just an impression. For instance, ooe man gave an opinion that this "educational difference" Is the reason the bow-type chain saw is used down South while the blade-type saw is used farther North. 1 leave it to you to judge whether or not this is signficant in the measure of accidents. 1 mention all of this only m making the point that we sometimes use pointless and often unrelated excuses for not having ef fective accident control in our operations. Is it not a fact that when we have a problem to cope with we must take whatever ap proach and action is necessary to an effective solution? You might say that "Teddy" Roosevelt's policy of "walk lightly but carry a big stick" meant that when be had a tough problem he managed to get just a little bit tougher and solve it for a desirable solution About two years ago the North Carolina Forestry Association decided something had to be done in the logging and lumbering industry' to North Carolina, as a whole. Putting their decision into action, as a first step they organized an insurance committee and began doing research analysis to de- termine ju.-t what the reasons were behind the high tost of insurance in logging operations. The committee, after much study, found out what insurance companies and the vari ous state labor and compensation depart ments had known for some time. The) found that while a number of factors were actually involved, just one major stem wit visibly responsible. What was this? Just this: The logging industry- svas having a high frequency of accidents which were, for the most part, of a rather severe nature. That is. they were costing a lot of money in hospital bills, doctor bills, and in manyother tangible, directly related ways. AH of this cost was in addition to the very high cost of inefficient operations which resulted from the same boric causes as the accidents. What are these basic causes? The most important, at least the most basic and most in need of immediate attention, were: (a) Lack of adequate top management safety policy. (b) Poor to no enforcement of any ex isting policies. (c) Poor (bison or supervision between management and field. The basic lack of top management policy had resulted in a disparity in equipment, tools, etc., used in the woods. A nearly complete lack of adherence to any safety standards existed. In a nut-shell, everything was wrong. Something had to be done about it On receiving the committee's report, the North Carolina Forestry Association and the North Carolina Department of Labor, who had worked so effectively in develop ment of accident prevention in other indus tries m the state for so many years, called cm some of the insurance companies' safety engineering departments to work jointly to ward the attainment of the safety objective dictated by the high accident frequency re ferred to earlier. Americas Mutual hap 30 | j " j 1 | | Pulp and Paper Sessions pened to be one uf those available and will ing to do everythmR withm reason to help. The over-all record m both the pulpwood and saw log experience indicates that a lot ot people have either forgotten some ot the things they do know, or else they just aren't taking lime to plan ahead and be guided by the things they have learned. The main points we are trying to make here are: First, people who are concerned with pulpwood in us various phases of production and use, go to great length to assure full growth and high production of pulpwood timber, but give considerably less attention to safety, in either the use of proper tools and equipment or in training workmen in safe work methods and practices. Secondly. ( would like to show that these same people arc capable of accomplishing the Utter by showing evidence of certain types of effective planning which they are doing, >n a contrast comparison to some of the weak points where planned attention is missing. Workmen's Compensation insurance car riers and other organizations, as well as in dividuals interested in safety, found many years ago that high accident frequency and severity go hand-in-hand with low operating efficiency, and therefore, result in high op erating costs. The same sound engineering principles that can and do control accidents will normally produce highly efficient opera tions as well. Saicty in pulpwood logging can also mean efficiency m pulpwood logging. The forest in North Carolina is thirdranking in product value in the state. It produces approximately $750,000,000 in prod uct value annually. The forest is second only to textiles as a source of industrial employment, furnishing 78,000 jobs. The total annual pavrolt amounts to approxi mately $245,000,000. These figures give us a basis by which we may estimate the value of safety as an effi ciency factor. They also provide a measure of exposure to accidents and suffering in the industry as a whole. A relatively high per centage of this exposure, and certainly the majority of severity is to be found in the log woods. The forest, in most any area, is a beauti ful place, that does not readily reveal the vast number of hazards that tie there waiting to trap the poorly equipped, the poorly trained, or the careless pulpwood worker. The great progress that has been made in controlling and improving the growth of forest timber is phenomenal, to say the least. Read the story* in growth rtngs. is there any doubt that the same brainpower that has developed such control could also develop controls that would prevent accidents and suffering to workmen? No, I'm sure there isn't There are examples of the results of very poor or no attention to planned forestry-. Misshapen and damaged sections of trees which, you often see are proof that many men in the puipwoods are operating or have operated unsafely and without planned con trol of accidents. An outstanding example of cootrol of timber growth is found when a tight inter section of growth rings indicate the forest was being choked off by too thick growth for the first 15 or 16 years, but after thin ning, the width of the growth rings in creased immediately. Such a tree grew as much in the last six years after thinning, as in the 15 years prior to thinning. When you see planning m action, the for ester marks the butt of a tree, using a yel low dye and a manually operated pressure can. The tree is marked also at a higher point When this tree is harvested, it will be cut because it is marked, and the stump, left in the ground, will show the mark. Trees that are not marked will not be cut. This is planned thinning. . The forester checks height of trees, and measures diameter. Often he takes a boring sample a* a means of checking width of growth rings to determine rate or speed of growth. Seedling trees arc used in reseeding dear cut land Certain tools should be available and used by puipwooders in the woods. Fire control items are a must for a well rounded control plan. Unfortunately, on many woods opera tions, we do not find these items. Woods workers must learn basic safety precautions. Often you may find a man fill ing A chain saw gasoline tank by using an unsafe type can. perhaps with a spout too short and too large to enter the opening in the tank. Gasoline is often spilled on 51 ivoi S'uttsmai Safely Congress mw< with tht* type '<i unsafe equipment This create* a rather serious bunts haxard o thr operator, to say nothing of the poten tial for setting fire to the entire woods area. K*plo*ir>n i* aIo a major accident producing and causing injury to the man. He should have properly blocked the tree to prevent its falling. Better yet, proper study of die tree would probably have dictated falling the tree in another direction where there would have been no blocking limt* Another unsafe operation is often found in starting the saw. On a very still day, the iumes that have risen from the gasoline filling operation are still hovering in the area. When the saw is started, the fumes may be ignited. If the unsafe gasoline can is too dose, this can, and probably will, start a tire. It isn't necessary to explain the many heartaches that could result from this unsafe practice. When felling a tree, the men should be properly equipped with safety helmets. When .< tree is over 10 indies in diameter, it should be notched before cutting, in order to be nrc or controlling direction of fall. Many wilier things must be takes into considera tion but this is a primary need in direc tional control. The men sl,ould be warned about felling a tree without first properly deanng or `'swamping" on 'he back side of the cut. although the opposite area is dear enough j-j allow a proper escape route. V\*hen jou see a man pushing the tree with his hand, to control direction of fall, this puts him In a rather awkward position. Obviously it is necessary that be push the tree, because he has not notched it It is .II right to push the tree, but this should be done by another man with a pole long enough to reach wdl above the man using :he saw. When the tree falls through brush that was not properly cleared before the cut was -tarted, the brush could whip lode and strike the eye of the sawyer. A man experienced in this type of occurrence usually will turn his head well away from the potential whip ping brush. However, this does not consti tute proper protection. Certainly the man -houtd have spent just a few seconds clear ing out the area before cutting, thus mini mizing the exposure. When a Idled tree has lodged on the heavy limbs J the underside, the sawyer may limb the tree by cutting underneath thr log to remove the supporting limb. This mean* a high probability of the tree falling When a sawyer ia cutting tree into pulpwood lengths without proper support under neath, his saw will probably hang, creating additional haxards in trying to looceo the saw, It is conceivable that damage could be d-ne to the saw causing interruption of work. Need for proper shoring here is obvious. Woodsmen must be always on the lookout for the "widow maker" (broken limb hang ing above men who are preparing to cut a tree below). Any disturbance of this broken limb could drop it on a man's head or shoulders. At times you may find a sawyer breaking just about ail the rules of safety in felling a tree. You can see that he does not have on a safety helmet. He is pushing the tree with his right hand while holding the saw with liis left, throwing himself into a rather awkward position. Then you'll observe the vulnerability of his head to any loose or dead limbs that may be overhead and become dislodged. The brush is so thick that the saw could hang and cause it to jump into the man's leg. Worse, the brush will prob ably obstruct his escape route. In addition to creating unnecessary hazards, this is a ease m point of complete inefficiency in the woods. After the cut the tree may hang suspended in the air and the men are going to have to cut other trees before they can drop the intended one. Hits meins they will ex pose themselves to serious "falling objects" hazards. Proper pre-planning for direction of fall and good clearing would have allowed a clean fall to ground. This further demon strates what we mean when we say safety .-ind efficiency are one and the same When a small tree is bent over by the tree that hung, the man cutting it with a hand axe may be setting up a dangerous situation by cutting from the top side of the tree rather than underneath. With his first cut. a long sliver splits off and springs outward. This frequently causes injury to either the axeman or oilier personnel. This is a completely unnecessary operation that 32 ould be eliminated or avoided tf proper planning is utilized in the first place. Fortunately, there are occasions in the woods when you see a little more planning for safety. The men are all wearing safety helmets, and are properly dressed otherwise. TSie sawder who will be wading out m the ywatnpy areas it wearing snake bite leggings in addition to the safety helmet and good protective clothing. Men with yellow hel mets are supervisors. You may see the pro ducer who stays with and supervises this particular puipwoodtng crew. You will see one of the sawyers approach ing the tree, with his foreman looking on. The sawyer will be sizing up the top, de termining best direction of fall, etc. He will lake into consideration shape of top, location of other trees, direction of wind, velocity of wind, most advantageous point on ground for limbing, etc. Prior to cutting the tree, the sawyer wilt u-e an axe to swamp out around the tree or clear the area for freedom of movement and safety. This is being done to prevent saw from hanging and jumping into his legs and also to give him a clear path to get out of the way of the tree when it begins to fall. Wien the sawyer is making a cut, in the properly cleared area, he will be using both hands on the saw. This demonstrates what we referred to earlier. That is, the sawyer can hold onto his saw with both hands while another man uses a stick with a sharp point that will reach up seme 10 feet on the tree for the putTM of pithing so it falls in the proper direction. And the supervisor will be looking on. The itmbing operation with chain saw presents the hazard of the saw hanging in brush and jumping into the legs. Severed limbs should be moved out of way as they are cut, as a means of improving controls over this potential aeddent producer. A limbing operation with an axe should he done on the opposite side of the log from which the axeman is standing. Loose limbs also present a very serious hazard here in that they may be deflecting the axe Into the person. In some operations, togs are snaked out of the woods into a clear area for additional cutting and loading. There will be a pro tective cover over the tractor cab. This protection is a cnn*t for safely of operator,* The hard hat will protect against relatively light limb*, etc. and will give a measure of protection acatnst larger tree*. However, the sturdy cab protector is nccearv for full protection of the operator. One of the mo*t hazardous situations in tagging is found where a man is operating a farm fy/V tractor which shouldn't be in the woods in the first place. In addition to the fact that it does not have any protection overhead this machine is not designed to snake logs. The tow chain is positioned above line of axle. The center cf gravity, that is the line of force, is located well above the axle and if the log hangs, the tractor can turn back wards onto the driver. This frequently hajipens. In a specific accident resulting from one of the farm type tractors turning backwards on to the operator occurred recently down near Beaufort, North Carolina. Investiga tion revealed that the operator was 15 years old (violation of the North Carolina Labor Law) and had been placed on the tractor without any previous experience, although he had told the pulpwood producer that he had driven a tractor some place before. At any rate, the tog being towed by the tractor hung against the stump and the vouth's foot slipped off the clutch and the automatic drive caused the tractor to turn backwards and crush the young fellow. The details of the investigation of this accident are too numerous to mention here but they did reveal many areas where planning was lacking and apparently absotutelv no atten tion was given to iafety of workmen. Another major producer of accidents is lifting and handling of heavy materials. This produces serious strains. The safe handling of material requires a thorough knowledge ot the correct way to lift; requires putting this knowledge into practice at all times, not just part of the time. It is estimated that manual loading of logs is practiced in ap proximately 90 per cent of the cases. If anyone doubts that loading a truck of pulpwood lags is a big job, just multiply the weight of the tog (about 80 to 90 pounds) times the distance it is handled, times the number of Iocs on the track and you get a pretty good idea of the foot pounds of en ergy expended during a loading operation. 196] S'ntiond Softly Congress By monitoring the radio channel, the in* spectors can determine the location of the company trucks. It is an easy matter, then, to follow and watch for poor driving habits. This procedure allows the .inspectors to pick nut those drivers who need to improve. Further, since the drivers do not know when so inspector may be near by, thev tend to ne safe driving habits all the time. This company has improved its safety program with this procedure. It could not have been accomplished without two-way radio. in another industry, ready mi* concrete, the value of radio is looked at in a different way. One company reported that its safety record was in poor shape--so poor that the insurance companies were inquiring about itWith the aid of a radio system, this com pany built its safety record to the point that it was specially honored by the National Safety Council How was this accomplished? In thi company, many of the dangerous `(tuitions encountered by the drivers occur not on the road but at job sites. Much of the safety *up<rvi*or's rime is spent travel ing from job site to job site for routine inspections. Radio has been installed m the upervisor's vehicle. Now. when a driver encounters an apparent hazard on a job site; he does not proceed The driver con tacts the safety man, by radio, and he moves to the job site immediately and sees that the hazard i* eliminated. This procedure has substantially helped efficient and timely de livery of ready mix concrete and once again the safety record was improved. Portable two-way radio has been success fully applied in the construction business to provide greater safely. A company engaged in the erection of steel frame work in multi story buildings has made good use of radio. The crane operator unfortunately does not always have good viual contact when mov ing a girder into position. This Tack of visual contact allows some potentially dan gerous situations to exist white the beams are moved. The*e dan;crnn< situations were elimi nated hv providing the foreman with a pocket sized transmitter and placing a radio receiver equipped with a loud-speaker ac cessory in a central location. The foreman can use the transmitter, no matter where lie is hunted in the structure, to talk directlv over the loud-speaker. He can give instruc tions to the crane operator or the rigging crew and everyone is simultaneously alerted. All personnel on the site are now aware and alert to girder movements and safety i maximized, There arc more specific examples of which f am aware and thousands of which I am not aware. The point made is that the ability to communicate alone can sub stantially enhance your safety program. The ability to get the right person to the right place at the right time can prevent accidentsMost of you have operations which require movement of personnel and equipment so that they cannot use standard wire line communication. Radio is the only an-u-er. In many cases, the tnrrosed efficiency obtained through the use of radio in your operations can more than cover the cost of equipment purchase. In these cues, the increased safety is a bonus. In other cases, the increased protec tion to life and property wilt fully justify equipment purchase. Let's move to some specific examples closer to your interests; namely, the logging in dustry'. One of the most modem methods of sig nalling in yarding operations is a radio de vice known as the "Talkie Tooter." With this device, members of the rigging crew can directly control the Yarder whistle. Through the use of a whistling coding sys tem, everyone in the area is kept informed and alert to movements. Keeping the work ing crew alert to movements makes the operation substantially safer. Use of the Yarder whistle as a method of signalling was in use prior to the application of radio. It was handled by running a wire line from the Yarder to the point where the rigging crew was working. One man was assigned to the job of controlling the whistle from the wire line. This was the man's only function. The application of radio, then, did not improve safety, but it provided a means to have equal safety at substantially lower operating cost The man previously assigned to controlling the thistle is no longer needed because the rigging crew chief can control the whistle directly from the small trans mitter which he can carry on fits belt This allows the crew chief tn move about freely and perform all of his normal functions. 36 mid /`</vr Scuii/iif Credit for applying radio to the specific requirements of the logging industry, in this case, goes to Rotlenbuhler Engineering of Scdro-Wolley, Washington, This com pany has taken this standard radio product and added modifications which perform the signalling function. The system works like tins; The rigging crew chief carries a small transmitter which has an encoding device .idded. When he wanu to actuate the Yard whistle, he depresses a lever switch on the belt unit in accordance with the pre determined code. This signal is transmitted to a mobile receiver with a decoder unit which is mounted in the Yarder. The signal is received, decoded, and actuates the whistle. When a situation arises not covered by the code, a voice message can be transmitted from the belt worn unit to the \arder. This is a relatively simple system, but it is effective and reliable, it satisfies the safety requirement and at substantially lower cost. One logger using "Talkie Tuoters" on three sides, reports tliat he saves $1,-200 per months because he needs three less mat. He paid for the equipment in less than four months of operation. An extension of the "Talkie Tooter" prin ciple was outlined in an article in the January-February 1961 issue of the llVrfvni Conservation Journal. It was written by John Gruddall of the Skagit Steel and Iron Works. The article describes a system which combined a radio controlled sky car with a Mobile Logger, equipped both as a grap ple loader and a self-propelled mobile tower to support the sky line. In this system, the movement of the sky line carnage ami the choker lutes is radio-controlled by the rig ging crew utilizing the same "Talkie Touter" which 1 described. The system provides ef ficient operation with maximum safety be cause movements are controlled by the work man who has visual contact This example represents a case where remote control of machinery is provided through the use of radio. It is probably in the area of remote control of equipment, or automation if you will, that great ad vances in equipment application arc yet to be made. And it is here, that radio will play an important rote as the communica tions link required to provide the remote control. Unfortunately, standard products will not generally be available for this purpose because each system will have a uniqueness- But standard equipment will provide the necessary building blocks for nur systems engineers to provide workable, reliable control systems to help solve opera tional and safety problems. I shall not take your time here coda) t< review the many standard radio product* which Motorola has available. Many ni >uu are already quite familiar with our line. I would like to mention two specific products, ho- jver, in our portable line of equipment, since portability is so important to many of your operations. One unit is a fully transistorized pocket tmnsmttler with an R.F. power output of Vt watt The smallest, lightest, most reliable communica tions class transmitter jet made available Another unit is a fully transistorized (socket receiver with performance equal tu that of any good mobile communications re ceiver, except for the antenna efficiency. These two units combined can provide easy to carry, two w ay voice communication* never before possible. The ability to com municate with the roving man on foot with out burdening him with a large package to carry, has opened up new applications m many industries- Perhaps some of you can already see where equipment uf this type can aid in your programs. In a brief period of time, we can only scratch the surface ot the possible applica tion of radio to safely programs and your business m general. I hope that some of the examples and equipment application* discussed may have application in your op erations. As a manufacturer, it is our re sponsibility to learn about your industry and your problems so that we may demon strate to you new systems_which can bene fit and serve you. Our representatives in jour area stand ready to assist you m working out answers to your communica tions problems. Call him in on your prob lems. Motorola has the systems engineering department ready and capable to evaluate your problems and recommend solutions. Motorola is expert in the communications business, but no one knows more about your business and problems than you. With our combined knowledge. I know that sys tems can be evolved which will aid you in your safety program. PRINTING & PUBLISHING SESSIONS THE CRAFTSMEN'S INTEREST IN SAFETY By MICHAEL IMPERIAL Mgr,, Finishing Dept., Skinner Kennedy Co., St. Louis. Mo. I have had a very busy schedule tlie last month traveling practically all over America. 1 have visited many, many printing plants and I think i can speak from experience, from visitations, and also front my long experience in actually working at the trade with my hands, and I have the hands also to prove that some 32 years ago I thought I was smart but machinery' * just a little smarter than we arc. In my opinion, I think that our safety programs are essentially based on good communications. Without communication, all the posters, all the backing up of manage* ment, and so forth, is of very little use. Back in 1958 the firm that 1 work for now had many small accidents in printing plants, incidentally, the principal supervisory ca pacity | have at Skinner & Kennedy is with about 80 per cent ladies and about 20 per cent men. We find that in any bindery there is room for human accidents, made by the human being. They are not accidents that ordi narily would have happened. They happened because we want them to happen--careless ness. I think that we as supervisors--1 con sider myself in the supervisory field rather than the top echelon--we carry the ball. We arc the men that make safety worthwhile. My job i* production, getting things done, getting them done on time. And many, many time our workers will sacrifice not only production but their limbs and their lives for the sake of doing things easily. It is up to the supervisor to create an image and an attitude, and ! like to use the word "willingness." If people don't do things willingly, then they don't understand them, it is up to the supervisor to create that image and that attitude of doing things willingly, have them understand what safety does and what it meant. Communication. Let people understand what we are trying to say. Reverting back to 1958, in our plants we itad many acci dents. At that ume I was chairman of the policy committee and 1 knew the advantage of having a safety program that would work. We didn't warn management to run the safety program. We wanted their back ing but wc supervisors wanted to run the program. We have some fifteen supervisors in the plants and we delegate three each month, and one person to be chairman. They go through the building and inspect every known hazard there is. We had a report that we would make cut. But this is the thing that is important. Reports are no good unless they have teeth in them. If there were violations, the report would go directly into the department that was re sponsible for it. If they weren't corrected in ten days, they would go to management and then management would see that they were abided by. That is where we need the support of top level management Withaut their support, a safety committee is of no use. Then each month you would have three new men that would find some of the haz ards that the other people wouldn't find, particularly in the department that they were working in. They overlook some of the hazards in their own department. But when you had a new chairman and new group, they would find the faults in these other departments. The thing we liked about tilts program, which I believe had the greatest amount of benefit, was that some supervisors weren't in favor of safety, but once they were on the committee, they too became enthusiastic and willing, and once they be came willing, you had a safety program that would work. 38 Printing and Publishing Sessions It is important that the individual worker understands safety for their own good. We say that safety sometimes holds up produc tion. It certainly does. If ve were to be selfish, we would admit that every accident that we have in our printing plant cons money. It holds up production. In a bindery operation, if >ou take a girl from the street and try to break her in on a given opera tion, it takes from three to six months to become anywhere near proficient. If that girl should be hurt and you start a new opera tor, you are holding up production and it costs money. Safety does not cosh It pays. SAFETY LOOKS TO MANAGEMENT By O, R. SPERRY Senior Vice Pres,, R, R, Donnelley A Sons Co., Chicago There are no unimportant people m the printing industry because wages and salaries comprise well over half of the cost of uur operations. Therefore we are dependent upon people for our existence, and when we are dependent upon something, it is not expend able. So, strictly from a cold-blooded and ttafd-nosed business standpoint, to maintain the safety of our people at the highest level is a profitable endeavor. t doubt whether this opinion is generally shared by all of our top management peo ple. I f it were, I think we would find greater interest, greater concern and, above all. greater participation by these VIP's in cafety. The big question is, how interested is the top management of y.,ur company in this subject? The title that was aligned to me U "Safety Looks To Management." I imagine that if this were erroneously printed in the advance notices of this meeting to read-- "How We Can Eliminate Safety Programs Because Safety Programs Cost Money"-- most every one of your top management peo ple would be here. If there is anything lacking in industrial safety today, it is ton much tolerance and not enough demonstrated persona] interest on the part of top manage ment. What I have to suggest on the sub ject may be more properly directed to your top management, and may more appropri ately be entitled "Safety Looks To Man agement For Help"--or, "Safety Depends 1'pon Management." First, let's discuss management purtk*i|>a ion and management support and I em phasize fartieipestioH -- not just approval. Mow the term "management" is relative and must include every level of management from the first-line supervisor to the presi dent of the company. Assuming that anv first-line supervisor not interested in safety would be replaced, let's talk about higher echelons of supervision. Of course we don't expect that the duet executive officer of a corporation will par ticipate in every meeting of a safety com mittee, but we can expect that he will be kept informed, and that he will communi cate to this group tn such a manner that they know he is informed, and, above all, that lie takes serious interest in their ac complishments (and, conversely, that he i seriously disturbed if there is a lack of accomplishment). People like to know that the big boss is aware of what is going on. and who is involved, in area-s of activity other than the bread and butter operation, mainly those in the field of quality, service and production. h is my belief that most of the people in top management have to be pushed, urged, egged and, above all, staffed, on this phase of managerial function and of course that is the responsibility of the* person who is in charge of the safety program. And it is a continuing chore on the part of this person, because If there is anything that can cause this activity of safety to bog down, it is a one-shot program without regularly repeated booster*. Xow, about "management Mipport." I'm not referring to the normal day-in and dayout approval of expenditures for a series of safety posters--meeting* on rompanv time --improved first-aid kits and the like. 1 am referring to the enthusiastic support of safe 39 !/(,! .Ytifit'iNH Srt/r/y t (ingress practices, rules, regulations, policies, etc.; enthusiastic support of always making sat'd) first in the order of importance of any and .til company policies. And, included in the erm "enthusiastic support," ! refer to back* ins tip the line management organization in support ot strict enforcement of safety prac tices and rules--most ol which are developed .** a result of experience (and sometimes *:id. hitter and costly experience). I happen to believe that there is no such thing as a workman being `"accident prone." It U a worn out cliche- What I do believe is that to the extent that management will tolerate the repeated me of unsafe methods of pro cedure and of repeated carelessness, a work man may repeatedly sacrifice safety for pro duction. and consequently be more susceptible to arctdenis. l-ct me liiir you a case example. A num- l*er oi vear* ago we liad one particular man ,,ut of a croup of several operating similar machines--and by comparison it was a rela tively hazardous operation. As a result of experience, we had developed a safety pro cedure for handling the product on this operation that actually reduced the daily out put of the operator. This particular man was an exceptionally efficient operator but *n the liability side in this case he was allergic to any change that reduced his out put, Now this is a most remarkable asset except that it cannot be tolerated at the ex pense of sacrificing safety. If safety is first in the order of importance, and it well must be. then there i no choke but to make some thing fisc second, and since quality was not involved in the ease at point, it was pro duction. This man insisted on reverting back to what wc had previously determined were un safe practices and the foreman finally had to demote him because he was unable to change his liahit*. As a result of the change, the unit cost of the operation increased conoiderablv. because this man. by comparison, was our highest producer to the extent of some 20 to 30 per cent, under any method. Here was a case where safety looked to management (for support) and got it--and it is a good ihing tliat tup management did support it, because f was the foreman. A reflection on the supervisor for not being ible to cliange the man's habit*--certainly-- but a clear-cut case of safety first, meaning what it Implies. Another basic factor, not specifically re lated to management but in my opinion, one tliat may be too often overlooked in safety promotion, is that of "change.'' Unlike the philosophy of "let us not change simply for the sake of change,'' when it comes to re taining worker interest in safety, "change for the sake of change'* is the life's blood of the program. I'm not in anv sense refer ring to the development and maintenance of safe practices and procedures, but spe cifically to tbc gimmicks, the glamor the novelties, the attractions that will keep peo ple conscious of and interested in the subject of safety. In this field, today's standard* are tomorrow's antiquities Have you ever noticed that the com pletely demolished automobile ihat you oc casionally see in the main circle of a smalt town to remind motorists of the terrible consequences from reckless driving, usually impresses the tourist who i* driving through the town, but a week after it is put on dis play, the townspeople walk bv it counties* times without ever seeing it- It's old hat and (hey are not interested until the display is changed after omwnc else has been kilted. The same is true in our plants with respect to safety posters, safety records, and other conventional procedures. Let's change tor the <akc of change. Let's. constantly look for something new. something different, something novel, and then remember that when you find it. change it -- frequently. Safety committees are rotated frequently and each committee hould be charged with the responsibility of coming up with something new, novel and different lo keep up the workers* interest in safety. Xow, in conclusion, I want to touch upon what you may call a cold-blooded approach, a thought for attaching more significance to the factor of frequency of accidents Ihat we are in the habit of attaching to the factor of severity. If we arc ever to reach perfection and eliminate accidents entirely, we would au tomatically eliminate both of these factors. We of course know that we will never at tain that goal. However. I do believe tliat if we succeed in effectively reducing the frequency of accidents, we will automatically reduce the severity factor. This same philos ophy worked at one time in- our company when applied to die principle of spoiled work. `Spoilage'4 we called it, where cverv 40 Print my and Publishing Sessions item of cost related to repairing a defective product had to be isolated, classified and accounted for separately in each instance. We laid so much stress on frequency', that taking out a spoilage job number became a reflection of sin. In one particularly large department having almost a thousand em ployees. the 'dea took hold so well that anyone who cau-cd a spoilage was actual!) frowned upon by hit ro.worker* and, as a result, in one vear that I recall, thr fre quency i-a reduced bv per rent and the -evenly, in this instance, the cost, was re duced by 00 per cent. 1 believe that if we attach enough impor tance to frequency in our safety programs, so that wc will take corrective action to reduce frequency, we may be saving a per- son's life. We need disciplinary action m reduce frequency and when wc get it, w* will reduce severitv. Yes, it's just good plain business sense for safety to look to management and for man agement to support safety WITHOUT KNOWING tT YOU MAY BE KILLING YOURSELF By ALFRED A. JASSER Chief Chemist. Anchor Chemical Co,, Inc.. Brooklyn. N. Y. Safety is everybody'* business Nfemlicr* of the National S-'fety Council cspecinllv should be aware *>. the hazards present in our industry. We owe it to ntirelvr, t> our employers and to the men under u* tr. spread the word and the habit oi practicing safety. Directors oi safety know that worker* are safe worker* if they have the proper knowledge of potential hazard* and the correct attitudes toward their jobs and the mots and equipment with which they work. _ Practical psychologists, and I gue every director of safety has l<* be one. reengnirv lhat one of the most powerful forces con trolling human conduct * the dedre for self preservation. That in a nutshell, is the reason for the startling title fur my talk nn the chemical Lizards in the graphic arts. Its purpose is in bring to your attention the little known but definite dangers that lurk within some oi the materials many of u use m our everyday work. For purposes of discussion, I classify the** hazards into three groups; 1. The ilanger of fire. 2. The danger of toxic fumes. 3. The danger of skin ailments. Tlic danger of fire U too frequently caused by ignorance as well as carelessness. In my ri*il t>. hundred- <i plants, |\c found men who did not know that the ojvcnt* they were tiring were EXPLO SIVE. In some ca*e< the men were con- tued hy die word* "Inflammahlc" and '*\*nn.inflammable." Web*ier says that "in flammable** mean* "Easily *ct on fire, that which will burn readily or quickly" "Noninflammable" mean*, "N'ot easily *et on fire, will not bum," rte. In N`cw York Citv. the fire department regulations define an inflanmiaHc liquid a* one which has a flash point below WO degrees Fahrenheit The ICC requires a red caution label on materials which have a dah point below AO degree* F. Some eittc* have regulations which require red label* only on products which have a fla*h point Mow 70 degrees F. It certainly is a confusing situation. Mott safety engineers use the Underwriters' Laboratories list* as their guide and usually consider any pro luet that has a flash point below 100 degrees F. as re quiring speical precautions in uc. The vapors of those inflammable solvent* which have a Hash point 1**tuw 25 degree- F, ore usually explosive, in this are such solvents as; ether, acetone, methyl ethyl ketone, benzene (benzol), gasoline, carbon bisulphite, collodion, most lacquer thinner*, and paint and ink remuver* that 1941 National Safety Concrete contain these. Whenever possible they Miould be replaced with safer materials luvtng higher hash points. You would be surprised to know how much gasoline is still being used to remove ink from type, rollers and blankets. Re* cently on one of my trips, I had the op portunity to visit one of our governmental agencies. The duplicating department was a neat clean toolring shop. But whenever the men need blanket wash, they would send down to the Division's garage for some "gas." "Of course,'' the foreman hastened to assure me, "we always send down a safety can." He was aware of the potential dangers. But what precautions had he really taken ? Hardly any. For when the safety can was brought upstairs, the men poured a quantity of gas into an open pan which was kept alongside the press. You see, they claimed the safety can was too heavy. The men felt it a nuisance to lift it each time, it was caster to dip the rag unto the pan. No one thought of buying small bench cans or quart dis pensers. They never stopped to think about the three hazards involved. The car in which we drive to work each day is powered by a motor designed to use the EXPLOSIVE FORCE of each mole cule of gasoline. On the coldest day, even way up in Alaska, just a faint spark i$ all that is necessary to explode that drop of gasotlne. The chemists of the petroleum industry have added chemicals and changed the octane rating of stlJ gasoline to the highest it has ever been. In the plant, the foreman forgot to think about the spark generated by the electric motor on the press. He forgot about the static electricity generated on the pres*, about the gas flame on the Kelly Press nearby, about the heat generated by the friction of the rag due to the ``elbow grease" needed to loosen the dried ink because gasoline at best, is a poor solvent. Any one of these factors, plus a careless smoker could have turned his plant into a flaming inferno in seconds. A plant in Massachusetts forgot to care for the "gas-soaked" rags and the effect of lititancuus combustion. The semi-headline was. "$25,000 payroll tost." There was no watchman, so nobody was injured, but the 42 plant was damaged, and people were out of work for some tunc But even if the plant continued to be lucky, what about the second danger--that of toxic fumes. Most gasolines, including the "regular" and less expensive grades contain tetraethyl lead. This lead salt and other additives make its use as a cleaner prohibitive. Many states now have regula tions which prohibit the use o: gasoline as a solvent in order to prevent lead poisoning. Lead poisoning is that same disease which we used to worry about m composing rooms and line-casting shops years ago. Today, there are few cases because we arc careful to exhaust all sapors from the melting pot and we wash our hands thoroughly before eating. Then why should we use as a cleaner any liquid which already contains a dis solved lead salt, easily absorbed by the body? It doesn't make sense. Furthermore, the continued use of this poor solvent very oiten leads to dermatitis. Over 17 per cent of all compensation claims are round to be in the class listed as dermatitis and skin troubles. Maybe gasoline is cheap, but I think it ..niy proves th.u old adage, "The cheapest tilings are usually (he dearest in the end" Because gasoline and the rest of the petroleum derivatives are such poor solvents lor dried inks, many people have turned to the more powerful coal tar solvents-- benzene--benzol and toluol. Benzene is a darned good solvent and it u fairly inexpensive. It is a colorless liquid with a pleasant but penetrating odor. You may have smelled il when you used your rubber cement thinner or watched the shoe maker apply adhesive lo a rubber heel, Not only is benzene highly inflammable with a flash point down near zero degrees Fahrenheit but its vapors arc highly ex plosive. It is one of the most poisonous solvents used in the industry. Safety regu lations require that its vapors be confined and dawn draft exhaust ventilations be present whenever it is used. Inhalation of its concentrated vapors can lead to death. Pamphlets distributed by the U.S. Department of I^abor warns that "chronic poisoning, due to daily exposure of unsafe concentration of benzene may so Printing and Publishing Sessions reduce the blood forming functions of the hone marrow as to cause anemia. Contact with the skin should be avoided." What is an unsafe concentration? Imagine a pressroom 50 x 100 with a ten foot ceil ing. Allow to evaporate over a period of eight hours, only one pint of benzene and you have reached an unsafe concentration. What size is your pressroom, or stripping department, or composing room? Half that size? SO by SO? Then all that can be evaporated is eight ounces. Is your room 25 x 30? Then all that cm be safely evaporated is only four ounces. In the pressroom that is as much as you might use in only one wash-up. The injurious effects of benzene poisoning are usually slow in being noticed. The body stores up the toxin until suddenly the effect is pronounced. Very often, unfortunately, the symptoms are easily mistaken for other common ailments, such as that tired feeling, frequent headaches, dizziness, loss of ap petite and even nosebleeds. Listen to what the U.S. Public Health Sendee says in their booklet, "Clara gives benzol the run around"--"Chronic benzol poisoning comes from breathing small amounts of vapor every day. Not all workers so exposed become ill. If it goes on long enough without being noticed, it may at feast have the same effect as an acute attack, it also makes peopte more susceptible to infections like pneumonia, blood poisoning and other germ diseases.'' When the patient drops dead, the doctors may call it "heart failure" or people may iy ``Poor Joe, he worked hard." But pressmen and compositors are not the only ones susceptible to this poisoning. I know of a bookkeeper who contracted this illness while he worked for a printing company. Only recently a stripper tn a Utho shop dropped dead at his desk. The coroner found the cause to be benzene which he Had been using to clean the him before sending it to the camera. Cases of benzol poisoning have also been found in the bindery', where girls were tipping tn art work with a rubber cement. Benzol degreases your skin and makes hands dry, scaly and sore--then they are easy marks for infections. While benzene has its place in many industries where proper safety measures ami methods of handling it are part of a con trolled opcralion, >011 must agree that it .Imiild not be lived in the graphic arts field. After many printers look notice of these facts they wanted replacements tor benzene. We found that many were supplied with cleaners which were formulated with methanol. Methanol, or u-ood alcohol, as you may know it, is an excellent solvent for aniline dyes but it too is very poisonous and inflammable. Its flash point is 65 de grees F. It is one of the few solvents that the government suggests should carry a skull and cross bones warning label. When methanol is absorbed into the body, it affects the centra! nervous system and does particular damage *o the optic nerve, it also has a damaging aftcet on the kidneys, liver, heart and other organs--irrespective of how it enters the body. The maximum allowable concentration is mly 200 parts per million of air. Poisoning from methanol is slow and symptoms may be delayed because it accumulates in the tmdy and is slow m being eliminated. Handling of wet rags can cause verydry skin, sores and dermatitis. But the most common complaint with methanol is the damage it does to the eyes. Many cases of blindness have been due to the use of this dangerous material. Here too. it doesn't matter how it gets into the blood stream-- by mouth, through the skin or nose--it is dangerous. Unfortunately, the odor of methanol causes it to be confused with '`com liquor." Many serious accidents have occurred when this solvent was dispensed from unlabeled cans or bottles. Methanol is quite corrosive to lead. This, added to all the other facts outlined above, should make you agree that methanu) does not belong in the graphic arts. Because people are aware of the fire hazards of the inflammable solvents, many have switched to those that will not bum-- and thus assumed tliat they were sate. If these fluids contain carbon tetra chloride, and most non-inflammable cleaners do, then they are dangerously in error. The vapors as well ns the liquid itself, are capable of causing serious poisoning and even death. 43 M/ Satiimai Safely Lvngreu Several year* ago, a large tag and label printer m (he east, decided to wvt some - money by buying naphtha and adding earbon tetrachloride to raise its flash point The alchemist who derided this, thought that they would surely be protected by mixing the two--50/50. Everything went smoothly until one day, several of their pressmen became ill. The doctor discovered that they were suffering trom carbon tet poisoning. Hut that's not all. They suddenly had a Are caused by Malic electricity due to the flow ot the naphtlia from the lull drum through ait tingrounded hose. Alter the plant was out ut production for wrvcral weeks, ihe super* utor derided tliai only safe miMures, bought outside, would be permitted in the plant. Lei's get back us the carbon tet. The maximum allowable concentration of carbon tet vapor permitted by safety engineers is 25 parts per millkm of air. Compare thi* to deadly carbon monoxide gas with which \ou are all familiar. Carbon monoxide lias a rating ot 100 parts per million and yuu now can see how deadly carbon tet can really be. This is what the state of California says tn Bulletin 123--'This concentration (25 lurts per million) would result from turn* mg into vapor one-half a teaspounful of carbon let in a room 10 feet long by 10 feet wnde with a 10 foot ceiling. Don't rely xi your nose to detect harmful concentra tions of carbon tet. It won't detea concen trations of less than about 80 parts per million, and when you can smell the odor, it may have already harmed you.'* Many people Iiave become til from expo sure to this popular solvent without realis ing die eause. The symptoms of carbon tet poisoning are similar to heart, liver and kidney diseases. In milder attacks, the symptoms are headaches, nauscau and a tightness in the chest. I know a man wlio operand a -mail offset duplicator in an ottiee. Each evening, upon his return home from work, he had to sit on the porch tor at feast ten or fifteen minutes to "catch his breath" before going in. He told me that he lost his ap petite and that he didn't feel right, until he had filled his lungs with "good country a<r again." I learned that he was using a blanket wash which 1 knew' contained 0% of carbon tel. Not long after, he followed my suggestion to stop using that mixture, he w rote me that "he felt good again." There have been eases in shops where only some people in the group using carbon let, became ill. Investigators have reported that those who arc most susceptible are those who drink alcuholw beverages, those who are malnourished and all those who have had a case of poisoning before. Sometime ago I read a new* .ton- about a husband who returned from j drinking "binge" with his clothes dirty. While he was lying on the sofa, "sleeping off his hangover," his good wife attempted lo clean his clothes with a carbon tet mixture. The w-indows were dosed. The husband died of poisoning, but his wile was unafleeted. Although carbon tetrachloride is the most deadly of the chlorinated h>drocarb*n-, many others, often found in cleaning fluids, are also potentially dangerous. These in clude : trichloreothylcne, pcrchloreUi) lene. chloroform, trichlorethane and ethylene dichloride. They should all be used with care and only where there n .ufftcient ventilation. When any solvent accidentiv quits on your clothes it is important that jou remove them at once. The portion* or the body which have been touched by any solvent .hould be washed with plenty of xiap and water immediately. Although much ot my talk ha been about solvents, there are other dangerous materials found in our plants. Time prevents my doing more than listing some; 1. Among the inks are the yellows and reds which contain lead and chromium salts. 2. Rotogravure mk which contain coal tar solvents--benzol, toluol, etc. 3. Analine dyes found in flexographic inks and toners. 4 Spray fluids and powders dial contain silicates, carbonate*, talc phenol and for maldehyde. 5, Chromic and bichromic compounds found in pfatemaking and fountain solu tions--even spills on shoes should be re moved at once. I know of several cases of platemakers who had severe cases of dermatitis and it Printing and Publishing Sessions was traced to the fact that the material spilled on the shoes, and the people didn't take the trouble to clean it up. to change the shoes. 6. la the bindery- may be found adhuives that eoatain phenol and formaldehyde pre servatives. 7. Care should be taken with thinner* used in finishing operations. Static elec tricity, built up on cellophane and plastic laminates can cause explosions when loosely handled. S, Care should be taken with nitric add and other adds used in platemaking. Nitric acid can cause explosions as well as give toxic fume*. 9 Lye, caustic soda and other sueh potential disableTM hould be tied with ex treme care. Some printers, who have not kept up with next advances in chemistry*, have been giving their synthetic rubber rollers a weekly lye bath to get rid of glaze. This operation of soaking the roller and scrub bing it with steel wool and benzene, has caused many an accident. It is a risky job even with gloves, apron and goggles. It i* no longer necessary. You can now clean every roller in your plant without using lye or benzol or any of the toxic materials-- and do a faster and better job at that. Knottier risky habit which should be dis couraged is the use of naphtha, turpentine, typecleaner, etc. to remove ink and dirt from the skrn. Some of these solvents may be toxic, some highly inflammable, but all have a drastic dc-fattmg action which can lead to infection. I hope that my remarks Iiave succeeded iu making you aware ftl some of the chemi cal dangers. Unfortunately, lime does not permit me to give you more details. In closing, may I repeat tins advice: 1. Accept nothing in your plant which is not properly and ireeiy labeled. 2. Be sure to read these labels. 3. Replace toxic materials with safer substitutes. 4. Store inflammables in a <afc place, away frum work rooms. 5- Dispense inflammables only from ap proved safety cant 6. Be sure to label each flammable container correctly. 7. Dispose ot wate inflammables care fully. Spent liquids should not be poured down the sink. 8. Know what yuu are u`ing and handle it properly. 9. See that everyone else in the plant duet too! SAFETY MOTIVATION By LARI BURKHART John L. Gwydlr Co., Inc., New York City This area of motivation is not peculiar to safety alone. In fact, we are coming in at the very hind end of it You have keen exposed to motivation in advertising tor many years. The cereals that your chil dren browbeat you to buy for them, the automobiles your wife wants you to buy, all this ijix of indirect stimulation is by motivation. What I am going to try to do this after noon is to speak broadly of the concept of motivation, and then to tie this in with specific safety examples as others and my self Iiave been able to apply them to print ing plants and newspapers. Dr. Sonntag states that motivation t* nothing more than directed learning. "The basis for all learning is the striving by the -ndividuat to lessen anxiety by mastering problems as they arise." Keep this in mind. We will be using it a little later. Dr.-Earl Hannaford has developed a se quential definition tor motivation, where he takes motivation and then several parts of it and defines them in turn. "Motivation," according to Dr. Hannaford, "is supplying 45 }96f Xatiunai Safety Congrets the incentives winch impel an individual to achieve a prc-selcctcd goal and the in centive is anything the individual feels will satisfy a drive or a motive." And he says. "A drive is a persistent stimulated condi tion usually arising out of body tissue needs which demand immediate satisfaction \ motive is any condition, and it is usuallv emotional that arouses, sustains and directs an individual's activities toward a pre-se lected coaL" Obviously, from our definitions it would seem that motivating people for safety would center primarily about proper individual in centives, which is a motive, since safety is not a one shot thing but calls for sus tained persistent, directed activities on a continuing day after day basis. Moreover, it has a high emotional content. Before we make any more conclusions and comparisons with respect to drives and motives, let us allude to a few of the basic drives and motives: Hunger, sex, explora tory instinct, masterliness. All are familiar with the drives which are shown in the order of dominance. Actually, masterliness lies between drives and motives. There has been recent research which places master liness more as a dmc than it does as an emotional motive. This is a natural de duction because there is new evidence that our motive* have their own roots in the natural drive*. The important thing to re member is that drives have an order of dominance; in other words, a precedence which operates n that the strongest one in that order of precedence gets attention before the others. With motives it is differ ent. Motives, being emotional, do not have a natural fixed order of dominance but can vary in strength, depending on the ap peal to the emotion*. Since many* motive* can be and usuallv du compete for our attention at time*, the one that appears t<< be the greatest--anciety or fear--usuallv w ins out over the other*. A motive must withstand repeated com petition with the other repeated drives and assaults over a period of time. Drives with their tissue order do not have to face such competition. In fact, it is obvious when thirst or hunger are extreme, these over ride all others. We sec that the particular motives can face several fates. The motive can be successful in competing with other motives or it can be only partially suc cessful. ft can be replaced or give way to a substitute or block inhibition. I am afraid too often m safety we find our mo tives blocked or inhibited. From this we can see why motives must be strong. In the struggle of the survival of the fittest, we know from experience that saicty has strong competition, so it behooves us to know the fad* and use them realistically. Let's list ome of the motives iliat wc are talking about: Social appeal; conform ity; security ; achievement; belonging; at titude; self expreMon; interest; and pres tige. Probably* many ui you arc wondering why { haven't included praise, reproof and re ward. That is just the point here. Before we can arnve at the secret of motivation, we must be sure oi what we mean by drive*, motives and incentives. There is .a good deal of confusion on this point and how they function. All too often incentives and motives are interchangeably talked about and this, of course, is wrong. It leads to conflict and confutes the effort to motivate. The underlying truth is this: Drives and motives are the same for every one. They are broad concepts. Incentive* vary with the individual, for ihey arc the intermedi ate achievements which impel the person to achieve the goal. Remember our defini tion of motivation: Supplying the incentives which impel an individual to achieve a pre selected goal Incentives may be anything which makes an individual feel will satisfy a drive of a motive. Such things as praise, reproof, reward, participation, and so forth, arc incentives. It is the incentives we must supply. Far loo often we are trying to supply motives. Motives are universal, human omditions are the same for every one, the same as drives are the same for everyone. Our definition of motives, we said, is any condition, usually emotional, that arouses, sustains and directs an individual's activities to a pre-selected goal. Motive is a condi tion, we also said, that drives an individual but is a different kind of a drive, a per sistent, stimulated condition, ttsualty arising out of body tissue needs of the individual and demands immediate' satisfaction. Here is the important concept tliat distinguishes drives and motives from incentives. Drives and motives are conditions. A condition is 46 t`rinUH>j and 1'ubtiiUing ,>\Mii/fir something that precedes and sets up the climate for an action and the result, and does not in itself produce that result. It is the incentives which produce the result lhat i the achievement oi the goal. Any *ne drive can provide the necessary con ditions under which the incentives can I unc tion. Before we >um up die key facts about drives, motives and incentives 1 will get down to lume actual accident situations, case illustrations. There i* a very important concept, the pivotal concept. 1 borrow this from Hannaiord. He has dug up guile a word winch we are using across the nation This pivotal concept is the point of departure which de termines whether we are going to motivate m the true sense, or if we are going t.. try to prevent, divert, practice thought con trol, brainwash, propagandize, or what-lvueyou. The pivotal concept is this: There are two kinds of motives--positive and negative motives. In the partial list ot motives we spoke of a couple of minutes ago, we men tioned the positive motive. Too often dis cussions deal with the positive motives, be cause precisely only things tluu give pleasure reduce that tension. Hint gives us a dis torted picture. We have motives that can be bodi posi tive and negative: Altitude, tension, punish ment, discipline; then going down to nega tive discipline, negative tension and negative altitude. They apinrar on both sides of the pivotal point. These four motives of di-- cipline are what we psychologists cull am bivalence. They are npposiles of love and lute. Let's take discipline. Understanding disci pline in the interest of the person being motivated is positive. While discipline solelv in the interest of the motivator, and par ticularly when not In the interest of die motivated. Is negative. At the same tune, this is true of punishment When both are negative, they have a close kinship with fear and anxiety. Too highly ami .!ch negative motives can disable a person and in the extreme case cause panic. When they are positive, they are among our strongest mo tives. It is unfortunate these two motive* are viewed from the negative standpoint, and the same is true of tension. People see attitudes differently. Most people agree it can be good or bad. We can see further out from our pivotal point. Here is an interesting thing about the .imbivalcnt motive It has an unconscious added impact on an individual. When he -discs the intent behind it, the effect cm be intensified and amplified. This can be true even when the person is griping about it. Why? His ambivalent feelings are as* coated with ;m authority- figure. When we itave confidence ami repect tor the au thority figure, we get a relief from tension by assuming the responsibility. Emotional content, impact and positive and negative nature of this motive are dependent <<n the use made by them by the authority figure. The solely positive motives are ef fective. So tfie negative ones are barriers to ro;J seeking attainments. Even *u, negative motives--fear anti anxiety--can be strong motives. Here i* an example of its use m i field winch requires strung motivation. This I borrow from Dr. Uames, who is he psychologist for die National Collection '-ystem. He consults with the collection agencies. The basic approach in the collec tion of debts is the creation of tear and anxiety tn the debtor, which he can only dispel by paying the debt, lie can't get away* lrom the use oi fear and anxiety as motives and the collector has to create a certain amount of anxiety and fear. From Herlock works, in three carefully chosen incentives, where the discipline is the startling factor, he u*ed four groups: A control group which was given no in centives; a group which received lugh praise; a group which was given severe reproof in their own interest; and a group which was ignored, but heard both the praise and reproof, tVmg the control group'* performance as a percentile figure of tOO^e, the ignored group had performance of ]04; the re proved group had performance of 105.8; and ihe praised group a performance of 180. Discipline oi a positive nature is a motive winch is inherent in all of our captive groups. It is a condition and climate which prob ably cannot be duplicated. The praise group increased its performance by 80 per cent over the controlled group. This is direct testimony to the solely, socially approved motive effectiveness when praise is used as an incentive. We must keep in mind that 47 1961 Xatianal Safety Congress prni*c was given to a captive group, operated miller a 'tale t't discipline, and whatever the |<nuti wit> warranted. This incentive can t>c awwiated with the discipline and a -`n-ullv approved motive of lilts kind is Ihwt tu the discipline motive. IMease understand why I am dealing willi ambivalence. It t* not because I am ranking iitapltne above the other motives but be* cause of its key position and impact. It it all too frequently misunderstood. All the jobs of safety motivation take place in a setting where discipline exists as the way of life. We don't have free choice, but we do have on off-lhe-job work. When we motivate, we select a pal, de cide upon what motives are most closely related to the goal, and tha proceed to provide the incentives which will appeal to the individual or group as satisfying that motive or motives. Boouse of the possible mortality or fall-out of motives, it is best to use several and to choose your incentives accordingly. We don't provide motives but we supply incentives which satisfy a mo* tlve that already exists for all of us. A couple of sample examples of bow we can put this to work. Because of the tune element, I will take just one example which we all run into in our composing rooms and stereotype departments--eye in juries. This is our goal--no eye injurie*; positive motive, security; positive discipline. iP-wImy with security. These are possible incentives: publicise loss of sight cases; publicise caws of eyes saved by safety glasses: provide safety glasses, and alsu paving the cost for prescriptions ground into safety glasses, the taking of personal responsibdily. Possible incentives were the plus motivation of discipline, enforcement of the rule of wcarmg afcty glasses at a time when on the job. Apropos to thi. when we try to get full use of glasses and are paying for prescrip tions. we achieve 70 per cent reduction of eye injuries. When we made it mandatory to wear glasses all the time on the job and enforced it. we brought our eve injuries <lowrt to virtually tnL Talking about how 10 successfully moti vate people for safety, we have to be re alistic. 1 am going to use four actual cases; two concern group motivation and two deal with motivation of individuals. Since we took time to explore just what motivation is and also discuss bask definitions, we an cash in on it. All we liave to do is put lite pattern of successful motivation in Dow diagrams which I am sure you use for routing of material. W'c will use it in dis* liming our tour cases. First, in setting up our tlow diagrams and what to do, on this band, and how to do it. We selected our goal. We became acquainted with the objectives. We reiterated frequently what these goals and objectives arc: Develop and sustain good safety* atti tudes. On the other hand, personal contact, individual and group participation. We test ior achievement, check for better perform ance, persistence, interest and attitude and goal. As the goal is approached, we inform the people of our progress--again personal omtact and mass media. Wc command, when it is justified, on what to do and how to *k> it; again personal contact, I work this personal contact to death- It i* the only way I know of selling safety, Tltc only new term wc have introduced in talking about the motivation pattern is goal grading. It motivations work, the nearer we get to the goal, the stronger the motivation. It also applies when we provide a continuing long term goal, with inter mediate, successive goals. For instance, it vou want to achieve "no amputations" in vour pressroom, rather than give the whole <ctup as to your goals, start with no acci dents for, say, seven days, then for longer period*, until one of these goals is achieved and you build on each one until your press room will be running without amputations. If we'd analyze these cases in detail, we'd be here for hours but 1 am describing briefly what was done and some of the factors involved. The first group was a group of 900 women, divided among five newspapers throughout the non-mechanical departments --phone solicitors, clerks, runners, girls in secretarial positions, editor*, and just about anything you can mention outside of the mechanical operation. When we started this, we had a frequency rate of 1.19. This was reduced to 0.16 over a twelve-month pe riod. The people I work- for aren't inter ested in frequency figures. They are in terested in dullars and cots. We had a figure of $2,595 at the beginning, and the 48 Printing ana Publishing Sessions -i *ir the next twelve-month period M'rr running $372. XX fun wc Marled out, we made a care* iui and detailed field study that showed .til oi ur safety programs and activities ..ere basically oriented to the mechanical department needs, objectives and the way the men were thinking. We got a couple >'. our lady editors together and tossed the hall in their laps. What are we going to do to interest the dolls in safety so they a>.n t Mund on chairs or trip over phone .-irdi * The women's safety committee was oriented and developed objectives, programs, material and activities in terms of women's needs, incentives, interest and thinking. The program activities were given to women by the women. The men stayed completely -xit of it, much to the ire of several oi ur managers. Here are some of the motives and in centives used: Tlie motives--belonging; the incentives--participation in smalt groups of ten or twelve discussing subjects such as "A Woman's World," "It Is Smart To 13c Sate." and actually working on safety ac tivities suited to women and their needs. Another motive--challenge and achieve ment--and here we had individual rivalry, group rivalry', women is. men, and women vs. women. The motive--social approval. Top management had personal interest in what these women were doing and paid frequent visits to their departments and Spoke with them. There were many more motives and dozens of incentives and all of these item* were designed to follow th; pattern of suc cessful motivation. There was eiidencc that they* did. Case No. 2 was a diversified group ot 90 mechanics and pre*sroom workers, work ing under stop paper conditions. The fre quency rate, under normal working condi tions, is 1.9, Under emergency condition*, no accidents whatsoever. This case differs from the preceding one in group motivation. It has situational motivating factors which *ase 1 didn't have. Looking at our pattern of successful mo tivation. we car. see that the goal is clearly defined. When we got to sheet rolling, the previously developed safety attitudes, habits and training were all brought into focus due to this emergency. We had to get the edition out. Without question, the achieve ment is constantly before them as to the progress of their work, and warranted praise is quickly given to them, including word >f praise by rival departments--stereotype, .(imposing and editorial. An added incentive arising out of the utuational motive operates to strengthen the pattern of motivation in this case. As for these incentives, there is a multitude of them. For some, it means to help in the time of need; for others, the reward of overtime; for others, the group effort and the espnt de corps; for others, rivalry be tween the different gangs getting the web back up and putting in the new roll and (rutting on the new blanket. Ail these things c.ime into pla>. The critical thing about .umtional motivation centers on this one j-oint. Unless the situation impact has been preceded bv good sound safety attitude de velopment, habit formation has nothing lo build on and will increase injuries rather tlinn reduce them or prevent them. The third case is one I think most of vou probably run into if you have just one truck driver or anyone driving for you. This was a situation where we had a man with a very poor driving record, havinv continual accidents, both personal injuries to himself and damage to equipment, but yet the circulation department wouldn't let him go. He was the one fellow who would get out in the poorest weather and get the paper delivered. In both this case and the last case 1 am going to talk about, 1 will limit the discussion to the unique asj>ect rather than to reiterate the principle* wc have disewvcd. This case concerns a driver with a very poor accident record, but whose physical and mental qualifications were quite satis factory. The incentives were group and in dividual rivalry, financial, reward, partici pation in the motive of achievement, conformity, identification. The poor per former was put in with three drivers with good record*. These rules were ap plied : Each driver wa* to act $50 bonus :it the end of the accident free year. If all four drivers had an accident free year, all four would receive 5150. These three good, drivers really went to work on this poor one, and he tried to conform and iden tify with the good ones. It worked so well that all the driver* in this particular com pany, which Is on the coast, are now work- 49 1961 National Safety Congress ture looks even better. So what we are machine in there and every operation, and doing and what we have done works for understands it thoroughly. They understand us fairly welt. it far better than we outsiders, even those When our safety engineers call on a print who make a living in safety work. Now, ing company, these are the objectives that the question is, do they alw-ays make use of we have: We try to help the insured; we try to hdp the printer help himself safetywise. We do not attempt to do the safety work for him. We feel tliat isn't our prov the knowledge they have of that machine'* Obviously, they don't. Tltat is why there are accident*. Where we put a great deal of our stress, safety-wise, is with the mana ince; that it is stnctly management's job ger of that department or dial area, who is and. frankly, we can't get there often enough. If we are able to call on each policy holder every JO days, that would be fine. I know some companies do that and do beautifully responsible for the people tliat operate the various machine*, to make sure that they make a job study ;* needed for each operation. at it. I mean, some imurance companies. The printing industry, I believe more than But our aim is to advite with the in sured, to help him plan and set up a plan that is appropriate for the size and nature of his operation. Obviously, we wouldn't use the same plan for a large plant em ploying five or six hundred people, as you would one that has 35 or 40. We start, of course, with the owner, the tup management, and filter down through the supervisors and foremen, working on them primarily. The thing that we are try. ing to get over to them is to make sure that they* understand clearly the relation between safety, accident prevention, and efficiency. It it rather difficult to sell safetv on its merits alone. It has to have a dollars and cents value, as Ur. Burkhardt men tioned. That is what they are interested in. We try to increase their safety activi ties and stimulate their interest in safety, and finally--I purposely put this last--we make inspections of the plant, not that that is less important, but we think it is some thing they should do themselves on a regu lar basis--a daily inspection, a weekly in spection, a monthly inspection, in degrees. We try to show them how to do it most effectively. We will take a small printer with 50 employees, who is mightily concerned with getting business, getting the work out and getting it delivered and collecting the money. Accidents with him are not a real serious problem as a rule; not that their accident record is better, but they don't have acci dents on the scale that the larger plant does, or where the insurance company is looking at hundreds of plants. The one thing that we have learned is any industry that 1 have Stad any experience with, is geared to production. I mean, that is their bread and butter, their life, that is their life's blood--production--and some times it is such a problem that safety comes way down the ladder, just about the last place. So we come to the type of accidents that we have I am going to hit the high lights of this and talk about aeddent types, with just one or two illustrations later. Machinery accidents. In other words, getting caught in moving machinery is the most serious type of accident that we have encountered. In our analysis by types, wc found that 18 per cent of accidents involve some type of machinery, I mean; getting caught in it, or by it. The average cost-- and this is always important to a printer, the man who pays the policy--the average cost of a compensation claim m this cate gory is $223. Perhaps I should also explain that in figuring cost, for instance, we don't figure frequency, like the National Safety Council, where lost time injuries are in volved. Quite often we don't even have that information. These cost figures are com posed of medical expense and hospital, if any, the adjuster's expense that had to handle the claim, and compensation pay ment, those three things. Out of 100, 93 of the datms did not involve am- workmen'* compensation payment with medical and adjustment cost; only 7 involved that So. you see, we have the total cost here, and that is what the insured is interested in, because that is the bill he is going to pay. The second most extensive kind is mate rial handling, usually lifting and moving materials, resulting in back injuries, muscu lar troubles, hernias. That involved 13%, that somebody in the plant understands every with an average cost of $206.00. 52 Printing ana Publishing bessions Falls is the third highest category in terms of cost, being 6%, with $154 average vast per claim tor that t\i. Then other types ol lesser consequence, objects struck someone, or vice versa, someone bumped his head, and so forth, with an average cost of $28. Cuts, foreign bodies in the eye. dermatitis, ;km rash, burns, things of that sort, make up the others- The one thing that we recommend alter we have had our discussion with manage ment is that they persuade their foremen and supervisors, whoever has the responsi bility for a certain group, that they actually so out and make a job study of every operation, and by that we explain what we mean, the procedure, like time studies in a Ford plant, or something like that. But determining the most efficient, the most productive and Lite safest way to do every job. Usually, wc work with them on that it we can. Wc find that oftentimes very imple rearrangement of material or stock, or changing the floor plan, or the position ing of the operator can mem the difference between a safe ami an un-afe operation, and we thoroughly recommend llial. In the smaller plant particularly--we will m all plants--hut in the smaller plant, we ask the owner to talk frequently witlt his employee* about safety, about their welfare, pointing out that lie is interested in their welfare, he doesn't want to *ec anybody hurt, and tliat i very true, five smaller the plant, the closer the relation*. Also pointing out that involvement in an injur)- can seriously affect not only their own well being, but their income as well, which we are all vitally interested in. Once again, i he emphasis is on the foreman part of it. .-Vs wc go into any plant, the first thing that we are concerned with, and I am sure all of you are. is housekeeping conditions. Believe it or not, it is a simple thing but it is the one thing that causes so many accidents. If you don't believe it, just look over the list of accidents that you have had during the past year in your plant, or that you are familiar with. You will find that you've got probably one very serious acci dent that cost $1500 or $3,000. Due to the fact that there was a little puddle ui oil or fTease, someone hurrying by stepped in it, his heels shot out and he sell and sustained a bad injury. This is so elementary tliai I fed ashamed even to mention u, hut it i* the thing that creates really bad accidents Crowded condition-. Sometimes there is not much \ou can !* about it. But other times it i the thing that has grown like Topsy--)'/ii haven't become aware of it. You have let things be stocked or piled in an area when they really belong out in the warehouse or some place apart from the working area. Whenever >ou have crowded condition*, \oti have .in umiual accident hazard. Hand trucks, *1**IHr- .mil tilings that are left m the aisle*, even mops and brooms. That i* a frequent v.ulatkn that we find. Obviously, it cm be corrected and it should he corrected, and the only way to do it is to make sure tliat somebody is continuously alert lor those things. One particular hazard that one of my engineers points out ** the u of fork trucks, industrial trucks in the plant. He said, "My experience > that they travel far too fast for the safety of other people," and he mentioned that they are always difficult to hear because there is a lot of noise when the presses are running, and they can sneak up on you. It is a thing that usually grows in proportion to the use of the number of trucks. They really form a serious hazard, and accidents will attest to that. The cleaning of the rolls preents a serious accident problem and we have had mighty serious injuries from that. It will always be a problem The one thing that >ou don't want to use is carbon tetra chloride. But I am sure the method you use, and every man tliat works at that job knows how- he should do it, but too often lakes the *hort way out. They do it the hard way. If they use the rag. the rag is caught while moving and the hand is pm in and it is a very criotis injury. The thing that wc look for a* wc visit a plant is what the foremen are doing. It vve see some workmen doing something that is obviously unsafe, that any school lx>y would know wa*n't safe or the best way to do it, if lie doe* it in front o{ the foreman and the foreman ignores it, he doesn't notice it or passes it off. then wc have a foreman problem, and wc talk to 53 IV<>t A atii>n<jt Safely Congress the foreman rather than to the nun that made the violation. Wc feel that it t* the foreman's position to correct that, and wc ' think that is the biggest held we couid work with--the foremen of management. Last year tlte safety manual for the graphic industry was discussed, it is a fine publication, it was put out by the National .Safety Council, but the objection to it was that tt dealt nxmly with books and pcriodi- cals and judi, and had very Imle newspaper production m it. I believe there was some thought given to revising or making a new f*ne for the industry, i dont believe that has been dune yet. Uut it is a fine thing tor anybody that lias time to study it. Out iliat is itic catch in it--having time and interest 10 go through it. We bought a lot of those and began giving them out to our larger primers, feeling tliat they would be interested in it. They hail never seen tt. But just like if somebody had given it to me 1 would probably turn it around in my hand and say "That looks good and 1 will read that when I get time." But the point is I probably would never have gotten time. We liavc found that tit order to get through to a busy man, a man that is running a printing business, we've got to botl it down to essentials, and that is what we have done on our one-page basic safety program, "A Basic Safety Program To Prevent Injuries to Employees." We have listed six principal points, with subheadings under each one. If we can get them to take the time, after we have left their office, to read that and consider doing as much of it as they can, we feel that we had made great progress. 1 don't blame them, and I don't blame you folks for not taking time to go through that. It isn't your field. You haven't the time, but if you on try to do as many of these six basic points, it would help you. For instance, the proper selection of new* employees. That is basic. It eliminates a lot of needless expense. If you hire some body tliat ins a back injury or a hernia, weak heart, diabetes, epilepsy, you have hired yourself a workman's compensation claim that is going to cost from $1,000 to $10,000. Not only do you save on compensa tion cost, but you get a more efficient, a more dependable work force by selective hiring. Your unemployment taxes, an even greater cost to you than your workmen's compensation insurance, is vitally affected by your hiring program. It even ifleets your hospitalisation. Blue Cross, or whatever you may have. So it is extronely important that you give thought to that. However, you've already got a houseful of people and there is nothing you can do about that. But when you hire new people, that is veryimportant. Then teaching and training everybody for a job. I think it is important that you teach every man, I don't care if he has worked twenty years at a particular job and you .ire going to place him on one just tike it, he still should be trained and taught. He should be shown wltat you want dune. r*-t tlte way they did it somewhere else, because tliat is not the way. He may have twenty years of bad experience instead ct good experience behind him. so it is worthwhile to take the time to train him. Then supervise the working practices of all employees regularly. Then institute a safety education program, a thing that each company has to work out for its own needs, to stimulate employee interest keep it alive; give them nfeiy tips. Make plant inspections, do that yourself and don't wait for the insurance company, anil study and analyze past accidents. We have found tliat inasmuch as we oil only get around to each printing company mice, twice, three, maybe four times a year --f would say that twice a year perhaps is Ute average for our visits--obviously we are not going to do a great deal to improve the safety* record of tliat company, unless what we do the day we are there carries over. In other words, have we helped litem to help themselves? Now we supplement our engineers' visits maybe two or three a year, with a monthly vafety suggestion letter, a simple little letter that we write with a certain industry in mind, and we mail that to the owner of each company we insure We try to get over a very simple message about safety. We thus give twelve more shots, and they are rather painless for the insured. They don't break into his working day. They don't tie him up in his office for an hour or two hours. He reads it, and I think we have accomplished a great deal by that. 54 Printing and Publishing Sessions if >uu have an interesting message and say it simply, and leave lots oi white space, that is the best part of the message--the white space. You know, somebody has said that anybody could make a good speech, or write a good letter, if they have the three principal ingredients: A good opening, something that catches your attention and attracts your interest, then a good ending, a good summation and summary, then practically nothing in between. So that i- what we try to do. When wc first called on tiicm. the safety engineer inquired about their ar'cty pro gram. He said. ''What sort oi a safetj program do you liavc, if any? Perhaps wc can work with you on that," The man was very frank and said, "Well, we don't really have a safety program. We are interested in preventing accidents and we have done a pretty good job. wc tltink, but we just don't itave any formal program. We are very careful who we hire. I don't want to litre anybody that isn't going to be an asset to us. W want somebody that we can huild on and we are very careful. Tltcv fill out an application form and we check, back with former employers for at least four or five years. Wc check on ail of the jobs they have had. and wc inquire by telephone what they thought of the man. what his work record was. what his accident record was, what about his health, and so forth. Unless it comes up to real good, we are not interested m hiring that man." Our engineer said. "That is good. What e|v do you do?" He said. "Well, we hire nobody without a thorough medical exami nation." The engineer said. "Tliat is even better, that is wonderful." The man con tinued, "Oh, yes, we have little meetings every once in a while. I have them in our office with the foremen and then the fore men have little meetings on the Boor when time permits, with his people, but wc don't have any safety program " Our engineer said, `It seems to me like you have a pretty good safety program, whether you know it or not. What do you do about accidents, when an accident hap pens?" The man said, "Well, we are con cerned when somebody gets hurt and we try* to find out exactly what caused the accident, what went wrong, and then we try to prevent it ever happening again. Let me show >ou what we do. Here arc some that recently happened. `Every tunc they have an accident oi any consequence, or one ,n which there if a lesson to be teamed, particularly, after they have investigated it thoroughly, they cm back to the machine on which that accident happened. >r wherever it h.ipjxrncd. and they take a photo. Then they reproduce tliat picture. Arid let me just read what it ays: "`Safety i4 a full time job. Think iMicty in ewcy task you undertake. Know* voiir machine and respect it. You will never be a*ked to perform a task which doesn't provide ><. with safe working conditions.' "Then it says uhai happened: "'The printing department was siiorthanded and all m the pressmen were busy. The operator wanted to help, so -he started washing the targe impression roller on the 20" printing press The clean rag got caught and the operator followed a natural tendency to try to puli it out of the press. Instead, her hand was pulled between the two metal rotter*. The pres* was not running, just on jog. but the roll of this press was enough to pull her hand into the press.' "That is what happened. Then it de- w-rtbes the nature of the injury, how her hand was hurt. Then it savs `How could this accident have been prevented?' All operators should have sufficient knowledge of the equipment they are working on Ivcfnre they undertake such a task. Ex perience in handling this equipment would .have taught her caution in this operation. Hie should Itave waited until a pressman was available before attempting to clean the machine." That i* one accident "and they went to extreme lengths and yet they felt they didn't have a safety program. I just wish we had about 100 per cent of our printers that had "no --tety program" like that. $o often we get committee reports, per haps minutes of a safety committee meet ing, where they have been reviewing acci dents that liappencd, and they will describe it thus: "John Brown accident; did so and so." Then down at the bottom, they y "VVe voted guilty." That isn't the point. We arc not trying to pin guilt on somebody. 1961 tfationai Safely Congress Where we have safety committees, and lots of your plants probably do have safety committees, I would advise that every man on that safety committee see the National Safety Council safety film' entitled "Cause and Cure." I just wonder how many here have ever seen that film? Do you remember the title? It is an extremely interesting and very informative film, which shows a safety committee in action. It realty makes a member aware of what he is trying to do and how he should go about it. Those of you who are responsible for -aicly back home, or are interested in it, or have anything to do with it, don't be ->iraid to repeat a good idea, or every day instructions If they are needed. Believe me. many things can be repealed dozens ot tunes and be just as effective the second time. Perhaps you think you arc wearing it out. You are wearing the people out to telling them to mop up, dean up. keep the aisles straight and don't put things in the aisles. If you think that, if you think you are wearing it out, believe me, it isn't true. I was interested in a little article from the National Safety News for October. 1961. It ts on page 9 under the heading. "The Safety Valve," by Carmen Fish. I am just going to quote the first part, which applies not only when you are writing a directive, a bulletin, but also when you are doing it verbally. "Old Stuff. One of the shortcomings of most publications is that they are so afraid of repeating. dttors kid them selves by thinking every reader lias read everything they published. Inevitably, of course, editors do repeat. But they always feel guilty about it. It is an admission of sterility when they dish up old stuff and even dress up well worn out ideas in new dress," Whether you are a supervisor, or whether you are the man in charge of the super visors, or whether you are going direct to your employees, believe me, don't be afraid to repeat the good old fashioned safety rules that make a lot of sense. 56 OFFICERS OF THE PULP AND PAPER SECTION NATIONAL SAFETY COUNCIL 1961-62 Central Chairman--Vincent P CoutOK, Satety Dtr., Sealright-Ovwego Falls Corp, Ful ton, N. Y. I*Ye Chairman and Program Chairman--Robert J. Gill. Staff Asst* Paper Mills Div, Eastman Kodak Co., Rochester, N. Y. fiVc Chairman and Xcwsietter Editor--Korert M. GlLltORE, Gen. Safety Supvr., Rayonicr, Inc.. Hoquiam, Wash. Secretory--Merlin C, Race, Dir. of Satety, St. Regis Paper Co.. New York, N. 't. Regional Pefiretentotives--"Francis H, Wagner (Chairman), Dtr. of Safety, The Mend Corp., ChilHcothe, Ohio: Lake States--"AKTHUX Carle, Safety Dir., The Northwest Paper Co.. Cloquet, Minn.: Middle .4f/<MfiV-HAXftY J. Hahn, Safety Coord., Hammerrmll Paper Co., Erie, Pa.: Southern--Dail.k* E. Hesry, Safety Supvr., Con tinental Can Co, Inc-, Paperboard 4 Kraft Div,. Hodge, La.; Pacific Coast--Dan Adair. Safely Coord.. Pacific Coast Awn. of Pulp St Paper Mfgrs.. Portland. Ore. Canada-- E, Mi.sua, Safety Supvr., The Ontario-Minnesota Pulp & Paper C., Ltd. Kenora. Ont.. Canada: Midwest--'`Earl F. Ripstea, Personnel Mgr, Container Corp ot America, Chicago, ill.; Central--H. E. Nrwbury, Safety Supv, Ecusla Paper Div, Olin Matlueson Chemical Corp., Pisgah Forest, N. C; New England--0air K Webser. Personnel Mgr, St. Regis Paper Co, East PepperelL Mass. Contest Committee--A- Scott Dowd (Chairman), Pres., Fritx Publications. Inc., Chicas*1. Ill: Richard H. WAHinxD. Co. Safety Coord, Engrg. Dept,. Bemis Bro. Bag Co, Sc Louis. Mo.: Rich ah Dvr*. Corporate Mgr., of Safety, Scott Paper Co., Phila delphia, Pa.; *.l. Fheti Hekrv, Gen. Ins. Mgr., Alton Box Board Co., Alton, 111 .'tfieoal Projects Committee--Gqudqs B. Lrmkz (Chairman), Research Engr.. Emjilovrr* Mutuals of Wausau, Wausau, Wis.: Lambert ). Low. Indust. Relations Mgr.. Con tainer Corp. of America, Chicago. UL; Russell E. Bui. Safety Dir., The Crosen Co., Crossett, Ark.; Ross E Scott, Mgr.. The Ontario Pulp & Paper Makers' Safety .Aassl. Toronto, Ont., Cam; D. L, Eisenach, Safety Dir., Minnesota & Ontario Paper Co, International Falls, Minn.; C, C. MacPike. Safety Dir., Kraft Div., St. Regis Paper Co., Pensacola, Fla, Of-Tke-/oh`Safetv Committee--Mks. Marian Irving (Chairman), Asst to Indust. Rc* lations Dir, Stone Container Corp., Chicago, III.; "D. V. Hill, Safety Dir,, *nie Mead Corp, Kingsport Div, Kingsport. Tenn.; "George R. Mouivas, Coordinator m Safety, International Paper Co., Southern Kraft Div., Mobile. Ala.; A. E. Hammer*tein. Safety Dir., Gaylord Container Div., Crown Zellerbach Corp, St. Louis, Mo. Pttipxood Logging Committee--E, C. Cordon iChatrman), l-out-iana Forestry Commission. .Alexander State Forest. Woodworth, La.; E. N. Denison, Mgr, The Quebec Pulp & Paper Safely Assn., Inc, Quebec. 1', Q, Canada; A, R. Bentlrv, Safety Supv. Hiwaisee Land Co, Calhoun, Tenn.; J. S. Heksei, American Pulpwood Assn, Watlaii, Wis.; j. Omer Lang, Chief, Wood* Employment Unit, Brown Co, Berlin, N. H. Putfi Manufacturing Committee--Harris K. Williams (Chairman) \s,t. Coordinator oi Safety, Southern Kraft Div, International Paper Co, Mobile. Ala.; Robert G. Ion.. Mgr. of Safety Services, Kimberly-Clark Coitp, Neenah, Wis.; Jack F. Roamrso*. 5? On. Safety Supv.. Crown Zcttcrbach Corp., Portland, Ore.; H. G. Bauctt, Safety Dtr., Ontarto Paper ^o., Ltd., Thoroid, Ontario, Canada; John S. Turner, Safety Coordinator Bowatcrs Southern Paper Corp-, Calhoun. Tenn. Paper Uanufatturing Committet--James M. Pinkston, J* (Chairman), Personnel & Safety Supv., The Crossett Co., Crossett, Ark.; A. E. Tnewntre Safety Supv, The Uiampiort Paper 1 Fibre Co., Hamilton. Ohio: R. H. Bujndcn. Safety Mgr, Scott Paper Co, Marinette, Wij,; Frank C Haimox, Employment Mgr, Hollingsworth and V<.<* Co.. West Groton, Mass.: George W. Offerjost, Supv.. Organization Oe\el*i|>ment and Training, Contatnerboard St Kraft Paper Div., Continental Can Co., hie. 'ew \ nrk, X. Y.; Iamc. E. Iqne>, Dir., Ind. Relations Div., American Paper & Pulp An.. New York, X. Y.; Cnr_>TTJ W. Matzencer, Safety Dir., International Paper l.o, Mobile. Ala Hao Committee-- H veoi.n Hewitt <Chairman), Asst Peronnel Mgr., Demis Llro. Bag Co.. Peoria, ltl.; Aixkn H. Watts, Safety Dir, Union Bag-Camp Paper Corp., Savannah, G*.; ,1 ve k- A. K'iim , Training Supv., Converting Div, St Regis Paper Co., Pensacola. Fla.; Toxic R. Tarn, Safety Dir., Gaylord Container Corp,, Bogalusa, La. iy.mfimi i ommittec--Hvruy R, Mf>i.ek. Jk. /Chairman), Dir, of Safety, The Kubcroid C<*-, South Bound Brook, X. ,1.; M. H. M lux*, Dir. of Safety Dominion Tar St Chemi cal Cn. Montreal Quebec, Canada; Matt F, Fink, Supv. of Safely. Certain-Teed Product* Corp., Paoli, Pa.; Robert C- Smith, Supv. of Safety, Industrial Health and Plant Protection, Johns-Manville and Co., Waukegan, 111. Injuiatinn ( ommittee--Hvdwin J. Lex (Chairmanf. Safety Dir., Wood Conversion Co.. Clmjoet. Minn.; M. F. Mattson, Safety Supv,, Minnesota k Ontario Paper Co. Inter national Falls, Minn.; William Bicham, Personnel Mgr, Abitibi Corp, Alpena, Mich.: C. Hociit, Jr., Dir. of Safety, The Criotex Corp., Morrero, La. Specialties Cmtmiliee--Alfred B. Barnes (Chairman), Safety Engr., Fibrcbcard Paper Products Corp., San Francisco, Calif.; Eowtx D. Lewis. Personnel Mgr, Container Con* **| America, Philadelphia. Pa.; Otto Wagers, Safety Adm, The Champion Paj*er & Fibre Co.. Hamilton. Ohio Shipping Container Committee--Jack Dukhan (Chairman), Asst Mgr, Industrial Re lations. Container Corp. of America, Louisville, Ky.; Ralph H. Ema. Mgr, Em ployee & Training. Packaging Corp. of America. Hutchinson, Kan.; William B. Gittens, Dir, Industrial Relations, Fibre Box Assn., Washington. D, C, folding Carton Committee--Forrest E. Kimmell (Chairman), Safety-Medical Dir, KVP Sutherland Paper Co, Sutherland Dir, Kalamazoo, Mich.; Henry Kvtxrv, Personnel Mgr, Weyerhaeuser Co, Hoxboard & Folding Carton Div, Chicago. Ill; William W. Johxmx, Supv. of Organisation Development i Training, Hoxboard ft Folding Carton Div, Continental Can Co, Inc, New York, X. Y. Stag Reprcs.-ntative-- Robert Currie. National Safety Council, Chicago, I1L Past General Chairman 5S OFFICERS OF THE PRINTING AND PUBLISHING SECTION NATIONAL SAFETY COUNCIL 1961-62 General Chairman--Gordon Kosbekc, Safety Dir, Riditer McCall A Co., Chicago, IU, FiVe Chairman and Membership Chairman--Jack Stnourc, Safety Dir, R. R. Donnelley Sons, Chicago. III. Secretary--Franklin T. William*, Safety Coord, 1. IV M. Corp, CIrecncat!e, I mi. Xeursletter Editor--D H. Grothaus, Safety Dir, McCall Corp, Dayton, Ohio Co-Editor--Donald Jahxke, Safety Dir, Meredith Printing Co, Des Moines, Iowa l/eiberjA/i Committee--GfcOKCE Macdonald, Vice Pres, and Gen Slgr, Self-Insure; Service Inc, Chicago. HI.; Walter R. Smith, R. R. Donnelley >1 Sons Co, Old Saybrook, Conn. itsociations Chairman-- Ik J. Twmans, Gen. Mgr, Printing Industry* ot America, Inc, Washington. D. <\ tndiLstry Liaison Chairman--G. S. Mansfield, Safety & Emp. Ben. Dir., Western Print ing & Lithographing Co, Poughkeepsie, N. Y. \`etstspaper Liaison Chairman-- Eocene Zaccor, Plant Protection & Safety Dir, New York Times, New York, X. Y. Program Chairman--Frank Xeidhart, Personnel Mgr, Miehle Printing Press Mfg. Co, Chicago, HI. Co-Chairman--P. L. O'Neill, Gen. Safety Dir, Rand McNally & Co, Hammond. ImL Training Chairman--Howars K, Codling, Safety Officer, U. 5. Government Printing Office, Washington, D. C Co-Chairman--Carlyle F. Bunn, Corp of Engrs., U, S. Army, Army Map Service. Washington, D. C.; Charles Shapiro. Mgr. Educational Dept, Lithographic Technical Foundation, Inc, New* York. X. Y. Engineering Chairman--Alfred A. Ja^er, Pres, Anchor Chemical Co, Inc, Brooklyn, X. Y, SUB-COMMITTEES (Engineering) Material Handling Chairman--George W. Hawkins, Coord, of Safety, Kingsport Prce, Inc, Kingsport, Tenn. Chemicals Chairman--H. Burt Wallace, Safety Dir, Montreal Star; Montreal, Que, Canada Co-Chairman--John Bradley, Asst, to Mgr, Magazine Press Div, The Curtis Publish ing Co., Philadelphia, Pa. Guarding and Controls Chairman--F. XL Burt, Mgr, Trip Control, Minneapolis Honey well, Freeport, 111. Co-Chairman--Robert M. Gorman, Asst. Personnel Dir, j. W. Clement Co, Buffalo, N. Y. Fire Chafnium--Lawrence G. Burxhart, Risk Control Inc, New York, N. Y. Co-Chairman--Wilbert R. May, Safety Officer, Treasury* ^ept, Bureau of Engraving & Printing, Washington, D. C. Staff Representative--E. E. Koch, Xationa) Safety Council, Chicago, 111. SO CONTENTS RAILROAD SESSIONS Report of the Railroad-Highway Traffic Safety Committee G. M. Dempsey 3 Why Off-thc-Jofa Safety?------ . .................................................. R.F.Hamilton 5 Report of Committee on Home and Off-the-Job Safety R. F. Hamilton 6 The Relationship Between Safety and Training T. L Hifdebrond ? Relationship of Operating Rules to Safety Rules Woodwork B. Bough 10 Officers of the Railroad Section 1961*62 14 Other Volumes of 1961 National Safety Congress Transactions Back Cover Railroad Industry REPORT OF THE RAILROAD-HIGHWAY TRAFFIC SAFETY COMMITTEE By G. M. DEMPSEY I Chairman Kim, I would like to point out that the statistics of the Interstate Commerce Com mission for the past 26 years, ending with I960, show* an annual average of 3,787 highway-railroad grade crossing accidents with an annual average of 1,509 deaths and 4.140 injuries. The number of accidents ran from a high of 4.489 in 19J7 to a low of 3.075 in 1956. The high figure for ihe fatalities occurred in 1942 with t.970 and the low of 1,203 m 1959; the high in the number of injured occurred in 1937 with 5,136 ami the low in 1956 with 3,161, The number of casualties (killed and injured) per accident ran from a high of l 61 in 1935 (the beginning of the 26 jear period) to a km- of l 40 in 1956, The grand total of all motor vehicle deaths durtng this same 26 tear period was 901,036 and those which recurred at rail-highway grade crossings amounted to a grand total of 41,551 nr 46 per cent of the total. For the year I960 this percentage was 3.6, representing the ratio between 1.364 grade crossing deaths u> 38200 total motor vehicle trathe deaths. Taking the figures for the year I960 we find that the family automobile accounted ior 2.332 of the total of 3,195 rail-highw*v eraiic crowing accidents, or 73 0 pef cent and motor trucks accounted for 621 .t the total of 3,195, or 19,4 per cent. In-tance* where motor vehicles were struck hv trains amounted to 1,923. nr 6031 per cent, and those where trains were struck by motor vehicles amounted to 1,086, or .14 0 per cent, i much for the statistical record. Mow. let me tell you about a few of our ac tivities dunng the past year. Bear in mind that the new Committee on Motor Vehicle Traffic Safety at Railroad Grade Crossings of the Trathe Conference has been, to a large extent os the formative stage. Hav ing started from a small beginning with a few railroad safety officers we now have the following representation from all con ferences of the National Safety Council: Industrial Conference--10 representatives, 5 each from Railroad and Petroleum Sec tions. Motor Transport Conference--6 represen tatives. Traffic Conference--6 representatives. Farm Conference--2 representatives. Womens' Conference--2 representative*. Labor Conference--2 representatives. School and College Conference--l repre sentative. Religious \ctivities--1 representative. Members at Large--6 representatives. i Total--36 In addition we liave cveral alternate members which we think i a grind thing guaranteeing full representation at all of nur minnnttee meetings. Attended by 26, ihe initial meeting of our expanded committee on Sejitember 13. tool got off to a tplendid start bv being addressed by General Geo 'e C Stewart, executive vice president, National Safety Council. who outlined the de*irahiliu *f having definite objectives and invited use of the Council staff and solicited recom mendation* on which the Council could take action. Pertinent remark* were also made by Henry G. Hoeffer, Asst. Genl. Mgr. ami Harry Porter. Jr-, Manager, Traffic Dept., both of the National Safety Council. Tbe scope of activity of the new com mittee was explained as follows; 1--Assemble and analyze the facts about highway-railroad crossing accidents. 2--Undertake to study and promote the following activities: (a) Uniformity of State Laws pertaining to vehicle operation at railroad grade erod ing*. (b.) Stronger enforcement of traliic laws and improved engineering at railroad grade crossings. (c) Safer operation of School and InterCity buses at railroad grade crossings. jvoj Afk'iui soj.-tv Coiuirrts {Jl Program*- (- help prevent accidents 26 attending. Duplication ot engagements involving tram* and commercial vehicles during the congress prevented attendance by ai railroad gra<te eru'fings. several committee members. J~ Recommend actions and activities the At these two committee meetings separate National Safety Council should conduct to group meetings of the subcommittee were reduce highway-railroad crossing accidents. held. 4-- Aist the N*ti'nal Safety Council in These resulted in several suggested item* rtexiuctinj; us nalkxmide Signs of Life for further handling, among them (1) a educational prugna, which reminds motor* recommendation that the American Associ ms <-i the need to know and obey traffic ation of Motor Vehicle Administrators urge sign*, signals and pavement marking, par state administrators of motor vehicles to ticularly those guarding highway-railroad include more questions about railroad grade crossings. crossing safety in the state driver licence 5-- Develop an annual summary report suitable for publication and distribution among all agencies and interests involved examinations (2) a recommendation to the National Committee on Uniform Traffic Laws and Ordinances to consider a pro in preventing railrood-grade crossing acci vision prohibiting stopping, standing or dents, parking on railroad trades at any time or To imptenseas these objective, the fol lowing subcommittees were established and chairmen and members of each were named. The subcommittees and the chairmen selected are: place. (3) a recommendation was also made to the American Association of Motor Ve hicle Administrators that consideration be given to making a traffic law violation at a railroad grade crossing a serious cnc. having a high point value (4) that rail .-f---Publicity and Publications road chief special agents be urged to con- --Kerschcl H. Patterson, Chairman. act state police associations or similar or Committee B--Uniformity of state laws ganisations (0 which they belong and request covering operation of motor vehicles at rail more enforcement attention to violations of road grade crossings--Ralph F. Gross, Chair traffic laws at raiiivaa grade crossings and man. (5) that a news reeve covering the activi Committee C--School bus operations at ties of the committee be prepared and dis railroad grade crossings--D. U. Ferguson, tributed on a nationwide losu. Chairman. Committee U--Operatic of commercial vehicle* at railroad grade crossings--E. W. Hobbs, Chairman. Committee --Traffic law enforcement at railroad grade crossing*--Robert E. Raleigh, Chairman. The duties of each of the subcommittees were outlined but to conserve the time these will not be explained at this time. On October 17, 1961 during the National Safety Congress and Exposition, another These arc some of the things on which the committee ha* taken definite action, it is only a beginning There is still a great deal to be done. With the outstand ing spirit of cooperation which exists be tween all members of the Committee which represents varied interest* as the record show's, even grater accomplishment* will be made. A deep conviction ot the magnitude of the ~iead and a fervent desire to obtain result* prevails throughout this entire group of individuals dedicated to the prevention of rail-highway grade crossing meeting of the committee was held with collision*. 4 Railroad Industry WHT OFF-THE-JOB SAFETY? By ft, P. HAMILTON SupL-Safety, St. Louis-San Francisco Railway Co., St. Louis How many of you have asked yourself this question? It would be interesting to know how many others all over America are asking the same question. I will try, in a few* minutes, to tell you why it is felt that we should have an active off-the-job safety yrngram, the same as we do on-the-job. On February- 17. 1961, the following head line appeared in practically every newspaper in America: *'93.000 Die in Accidents. 9,400.000 Injured during I960.'* Accidents killed 93,000 and injured 9,400,000 men, women and children; they cost $13,600,CCO.OOO. Traffic accidents, as usual, topped tite lit with StJOO killed, followed by home accidents with 27J00 deaths; accidents at work caused 13J00 deaths; accidents in pub lic. excluding traffic fatalities, resulted in tlie kwv of 16300 lives; deaths from burns totaled 7300 and drowning, 6,500. Let's take another look at the accident picture in America during 1960: needless death', injuries and destruction of property. The property that was destroyed can no doul-t be replaced, but no one can replace the lives of the 93,000 who were killed, or er**e the suffering of those who were injured. You will note that out of the total of 0,1,000 killed in accidents during I960 only 13.{*00 were killed at work. This leaves a t"iaJ of 79.200 killed off the job. Of the 9400.000 injuries, 1,950,000 occurred on the job. which make* a total of 7,450.000 in jured off the job. These figures, in my opinion, clearly demonstrate why we should have off-the-job safety programs. Another good reason is that if the money paid out for accidents during 1960 could have been used constructively, it would have meant much to America and to each of us as citizens and taxpayers. A large Insurance company estimated that the $13,600,000,000 could have provided a 100 per cent salary increase for every* public school teacher, principal, supervisor and school superintend ent in the United States. It could have built more than 300,000 Class A school mom* for 9.000,000 ycung>irrs; it culd have provided a four-year college education for 12 000,000 students; it could have giv en every iaxpa>er a 30 per cent reduction in taxes: or it could have built more than 100.000,000 new single family homes. Yes, it would have meant much to lave saved those 93,000 live*, the suffering of the 9,400.000 who were mittrcd. and the $13,600,000,000 which was spent for toss of life, suffering and destruc tion ot property. There are those who continually talk about the hai.irds of working in industry1, vet records show us that we are twice as safe cm the job a* we are at home. V\> are safer at home than we are on the streets and highways of our nation today. That brings us to this question; What are you as an individual doing about your safety and the safety of your family? Do you read shout the accidents which occur m vour community, vour city and your state and say. "That's too bad," then forget them? Or do you really do something to prevent the same thing happening m your home to vour family ? We teach our children literature, art. music, drama, cultivation of the voice, but arc we teaching them to meet the ordinary hazards of this mechanized and perilous age? We would not arm our children with machine guns or place in their hands poison, drugs and narcotics with which to amuse themselves, yet we often leave those thing* where the children can reach them, or we take them by the hand and walk aern-s the street against a red light or "don't walk" <ipn. If you don't believe the latter slate- ment, stand on any street corner in any city and see how otten this happens. This is another reason why we need off-the-job *afe*y. It has been my privilege to serve as chairman of the off-the-job safety commit tee of the industrial conference, the Rail road Section of the National Safety Council, and the Safety Section of the .Associa tion of American Railroads and I know what the leading companies of this country Wot Sattonal Stiffly C undress ire dome io promote .<-!Jic-job safety. There arc H sections oi ihc industrial con- iVmirc and seventeen oi ihose 28 have offilie-joh **fetv commnife>. 1 am proud that the Railroad Section was one of the first section* to iart this worthwhile safety aCmiix If we are to hate a Rood safety pro gram, either on or off the job. foresight and advanced planning are essential in every operation but the planning should be done at the pf'-pef time and place. We are fre quently caught in a whirlpool of thoughts .f thing* dial happened yesterday or beoflit lu-t m a muddle of thoughts of the future. We should dear our minds of the trouble* of the past and the expected trouble* of the future while at work, at home, on the highwav. or wherever we may be. You realize. I'm *n-r. that in the space of a few short tear- m- > \xe leen handed the automobile, the tractor, the diesel, the radio, the television, radar and the atom tiomb; and as you know, scientists are work ing to perfect rocket and space ships. It is as old axiom that man can finally ac complish anything he can imagine. Would it not be fine if we could imagine every body taking safety seriously, whether on or ofF the job, and reduce the needless number of fatalities and injuries occurring in Amer ica today. We have been able to do prac tically everything else but be safe. A man's first duty is to hU home and family and he must fulfill each and every obligation to insure for them a full, safe and happy life. When we do the best we can to promote safety everywhere, we will always have the satisfaction of knowing that the good deeds we do as we go through life are etched deeper in the hearts of our fdlowman than all of the material wealth we may acquire REPORT OF COMMITTEE ON HOME AND OFF-THE-JOB SAFETY By R. P. HAMILTON Supt,-Safety, St. Louia-San Francisco Railway Co.. St. Louis The X.itivnal Safety lV.incil wrote to all railroad members of the Council requeuing them to submit a roume of their home and off-ihe-job accident prevention program for the year I960, for entry in the competition for the Council** Public Safety Activities Award. Tewnty-two railroads furnished the Council with n brochure outlining their offtltc-job flirty jirocram*. and fifteen of them won tiie award. A few of the fifteen rail road* Iiavc won the award for the eighth iim-ecutive >er. The winners were: * \tchi*on, Topeka & Santa Fe. `Atlantic Coat Line, `Canadian National, `Canadian Pacific, 'Chesapeake and Ohio. `Chicago. Ihirlington & Quincy, Chicago. Milwaukee. St. Pan! & Pacific. `Cltnchfield. "Delaware and HuiImmi, `Duluth, Missabc & Iron Range, `Illinois Central. `New York Cen- *r.l, Norfolk & Wc*tem. `Pennsylvania, `St l.,.tiis-S.-ui Francis** (`\|o won the Public Safety Activities Ward for the year 1959.) The CrAtnct! asked for information con cerning the following activities: off-job ac cident pretention pmeram femployee and general public). type of program (traffic, home. *chnol. employee), safety meetings (family, public school), active In city-state safety work, signs of life program, other public safety projects, promotion through advertising and other media. In practically even* instance those who submitted an entry answered '`yes" to each question. The total number of meetings. Signs of life material distributed, etc, by the rail roads furnishing the information requested by the Council is listed below: Railroad Industry Attend Kind of Meeting Slumber ance Family Group Safety and Public 4,462 730,115 School Safety Meetings 2.658 1,481,252 Civic Clubs 444 24,312 Rov and Girl Scouts 1,225 65,015 Families & Children con ducted through Safety Car 325 4,554 County Fair Safety Exhibits (2 Railroads) _ 274,000 Tour* oi Railroad Property for children 912 36.457 Radio and TV Programs Films loaned to Industry Si Others Number of times shown and attendance 2.302 481,958 1248J 3,057,466 Safety material such as signs of life pamphlets, posters, key chains, reffectorized auto bumper stickers, safety calendars, drink ing cup* and book matches with safety mes sages on them, distributed and used -- totaled 1.537.990 AttendOtlu-r Safety Activities S'atnbcr once Employee safety meetings on-tlie-job in which offthe-job safetv was stres*ed 8.W6 4,<M2.300 Your committee noted with interest the following projects being undertaken by those railroads that submitted brochures to the Council: Trespassing programs, talks to safety conferenccs, Boy Scouts, safety councils. Civic meetings, local and slate safety con fercnce*. Public safetv meeting*, anil work with other industry. Maintenance of film libraries, safety in struction car*, and aetix tries of operating and safety officers in local safety projects. Good program of reporting grade crossing violations by school buses and gasoline transports. Many other things were mentioned that help to promote safety both on and off the job- The railroads that submitted brochures to the Council are to be commended for their safety programs. Your committee i confi dent that there are a number of other rail roads with outstanding safety programs of their own but they did not furnish the Coun cil with the information requested. We hope that each railroad will submit a resume of its safety activities to the Council for the year 1961 so the railroads may receixe the credit they deserve for the safety work they are doing both on and off the job. THE RELATIONSHIP BETWEEN SAFETY AND TRAINING By T. L. HILDEBRAND Safety Supervisor, Soo Line Railroad Co. is, Minn. In its report to the American Association of Railroad Superintendents at the meeting m Chicago. June 6-7-8, 1961. Committee No. 5 gave a report called "Effective Safety Action." In this report, the committee de cided that "It must originate with the super visor, and. of course, the Supervisor is managment" To further stress the point of the super visor's job in safety, the following para graph is quoted: "The supervisor should have a clear un derstanding a* to just what is expected of him: in other words, how to prepare report*, proper investigations, proper cor rective action, proper minimum on-lhejrmiuid safety meetings required, and proper method of property inspection to uncover safety hazards, etc. and how to handle them for correction. We are at tempting to stress that unless the super visor is thoroughly versed on all phase* 7 JW// A atL iuil Saffty Congress u a good *ound safety program, there can be no effective safety action." In this report, the record is silent as to who i< going to train this supervisor; what tvpe of training he should have; and with what matertais he should be supplied. It ts this aspect of training that 1 wilt discuss today. It ha< been said "knowledge is power." Knowledge is power only when properly used. If a supervisor is to be effective in any phase of his work, he must first be trained himxlf and then be able to teach others. Since we start with the premise he must he trained, and must be trained to teach ^iher--who is pome to do the training? In most organizations, the training is go me to be assigned to the safety department. The officer in charge of this function will then have to decide how best to approach the job. In the smaller organizations, the job. probably, tvill be given to someone who is qualified either bv experience or by having some of the personnel functions atreadv aligned. There are several wavs open to manage ment to train the trainers; I Many progressive companies feci that it pay's to spend a little more money and are willing to send their people to a university or college for a period of time. This has the advantage of giving the per son on-campus training in a concentrated period. The college has many resourceful people and can do a better job of teach ing. The results from this kind of train ing have been excellent. 2.Many colleges have extension courses through their business service departments. Through these departments, they can sup ply teachers to a company to do a speci fied job. if there are enough people in volved to make it worth while. The teaching can be done on campus or on the property of the company ordering the service. If the training is done on the property, the teacher can draw on the com pany for resource people. This method is less costly per man than the campus training, since the men would not have to have expenses paid while away from home. The latter method is one with which I am most familiar, having taken several courses this way. ft 2, In a place like Chicago, for example, the National Safety Council, through it* many services, could set up a training course tailored to the needs of the rail roads in the city. The course could be so set up that alt railroads could take advantage of the training offered. This method has many things to recommend. The council could draw on the railroads involved for people in all fields to augment the staff of the council itself. This pro gram could well be integrated with the other courses in safety direction that the council now gives. The cost to those rail roads in and about Chicago would be rea sonable. For those who have limited budgets and want to do the job. there are many ways to do it. The National Safety Council has two home method course* which can be used effectively. AH they need it someone who will spend the time to study the lead ers* guides, which are supplied with the other material. If the direction* are fol lowed carefully, the course can be well pre sented. The two course- I am talking almut are; 1, Supervisor's Safety Manual"-- This consists of a hard-covered book which is divided into 12 chapter*. Each chapter can be used in one discussion period for one hour. As stated before, a leaders' guide is available for use with the hook. The advantage of this Stem is that the em ployee has a book which He can use for reference if the occasion should arise. 2. The National Safety Council has re cently put out another series of six pam phlets entitled "Men and Motives in Safety Supervision." Should you choose either of these two courses, you probably will want to use some of your own material* to add to the value of the course. Both are good vehicle* for safety training. Now that we know how to go about getting the job done, the next question is-- Whom do we train? We should train men who have tno-t of the training work to do when out on the job. These are the trainmasters, yardmasters, roadmasters, genera! foremen, ami oth ers at this level. Since these men are in constant contact with the other supervisor levels of the company, they are the logical >< j V f k Jj Railroad industry men fur tnutiiu? others. These men have been chosen for their jobs, partly, because they are leaders. When we train these men, e increase their value to the company. They have an additional asset in that they know the job: its hazards: how it should be done; best method of doing the job; and know' and understand the people with whom they work. There is no better place to start than at this level. The<e men must train the foremen under their jurisdiction, so they can take the program m the employees. We now know how to teach, and we have suggested whom to teach. The next ques tion is--What do we teach? 1 liave a few suggestions. I know that, as 1 go along, you will have many more ideas of your own. !, It is important that they know the company policy on safety before starting any training. How does the company feel about accident prevention ? I f a recom mendation is made, will something be done about correcting the condition? Is the company really interested in suggestions from its people? 2, The trainers should know all about the term ``accident." They should know what accident* are disabling, reportable, or just reported when a man is hurt and wants to go on record with the company. They hId understand that we must consider <1 accidents in the prevention program. We cannot make a safe railroad if we count only the reportable accident*. When we cut the frequency, we will, naturally, cut the seventy. They must be instructed in such a manner that all acci dents are reported. J They must know how to investigate an accident. Too otles we have been sat isfied to find that someone has been care less and let it go at that. We have not taken the time to explore alt the possi bilities. An accident is not fully investi gated until such a time a* the following conditions have been checked: x The tool, machine, or type of equipment involved. b. The type of accident or the man ner in which the employee was injured. Did he fail; was he struck by a falling or flying object; caught between moving parts of a machine; or boarding or alighting from a car or locomotive? Was be injured setting a hand brake; throwing ,t switch; coupling or un coupling ears or engines? Just what was the thing which hurt him? c, What was the condition of the tool, machine, or material being handled--the brake, the steps, the switch stand points, or rod? If a guard or some protection was provided, was it used? A The unsafe aet of the employee. If the employee was guilty of an unsafe act, was it due to lack of knowledge? Did he disregard instructions? Was he thinking about something ele when he was injured? What about his physical condition? We mut analyze the whole make-up of the man *o that we can do something about his education. If his health is not good, we can help him by suggesting that he see his own doctor or have him examined by the company surgeon. Many people do not know that they are not well. How is his eyesight? We must do a complete job. 4, They should learn the importance of good housekeeping. This should in dude how to make a good inspection, and. if suggestions are made, the importance of follow-up. 5. Since "no man if an island unto him self,'* they must be taught that it is im portant to correct conditions or circum stances which cause accident*. They must not only correct thr conditions under their own jurisdiction but must transmit ideas to other areas of the company where a similar accident might occur, so that cor rections can be made before an accident of the same type does occur. We learn from one another. It has been my ex perience that, if it had not been for many of the men sitting m this room, mine would have been a dismal record oi ac complishment. A good safety program must have gi*od records. These record* arc only as good as the man receiving them and the way he interprets them. When the safety department sends out periodical report*, we expect that they will be clear and to the point. When we train our supervisors to be teachers, we should train them to use the reports we send them as tools to prevent accidents. We. as the safety people on the railroad, should do everything in our power to make the re t9(tt Xntumfli Safety Conqrrst dear, confine, and readable. We should endearor to make them intere*tme. Lam. hut not lra*t, we `hmild give report* to thew men -o that thev are enthused about tlicnt and will do vmethinff alout naming a safe operation. We should tench them how to uw the educational literature we send them. Poster* -hotild l< hung carefully. They should be replaced regular!* with ire<h ones with a iiiTerrnt theme. P'xter* and hand-outs are >,nl* a* ctTeetive a*, they are used, and when ami where they are used. ("htr men who are hern? trained should be tantiht not only the three mam facet* of the -.fetv pro*ram, "Engineering." "Education.1* ami "Kninrcemem,'' htit must add another his "K" for "hnthuuasm." A mediocre vttciv mart with enthusiasm often will do a letter |ol than one better equipped hut who lacks cntiuiM.ism, We ran do much if we wei excited aU>ut tin* fetv idea. Without enthu<inm. we lo*e much of tire drive to set the job done. In talkine about this program of training trainers I know there are those who think that railroading is entirely different from other industries. I have been told this many times hv the people in my own organization. Since 1 do not come out of a railroad back* around. I find *hi difficult to believe. 1 *pcnt five years of my time with Employers Mutual*, of Wausau a* claim adjuster and claim* manager. In mv experience adjtiMim.' u-irt.mm * compensation claims I had the opportunity nf visiting many different types of industries. Fjsch of the** had some individual pccutiarities but. across the board, their problems has* been the same. I have come to the conclusion that with the exception of the fact that we pat cars together and make train* of them, the accident causes run pretty much the same. We must orient our thinking to our problems instead of our pe culiarities. We can lick our problems, and. when we do this, the differences disappear. Whatever training course you decide on. you will have to tailor it somewhat to your own needs, but. in the train, the program that fits others can be mode to fit the rati* roads. The railroads hare made great strides in the direction of safety. We cannot look back on pact accomplishment*---we must train for the future, if we are to make the gains in the future that have been made in the past. Our railroad economics are charg ing--more and more, we are accepting auto mation. We must educate our people in the latest method* of accident preventior and look to the future, so that we can meet further changes, which are sure to come. Train for the future--train leaders who will think about things that are coming and who can take care of the present Welt trained supervisors and foremen jay divi dends. Knowledge i* power, but only when prop erly directed. RELATIONSHIP OF OPERATING RULES TO SAFETY RULES By WOODWARD 3. BAUCH Cen. Supt. Transportation Richmond. Fredericksburg & Potomac Railroad Co.. Richmond, Va. The rrkitkiii'liip l>etwec "iterating rule* and satety rule* is very c!oe. so doe that, m tact, they '`dovetail.'* To those who have made a 'tudy and have a thorough knowl edge m the operating and safety rule*, this tart can be truly appreciated. However, it t* evident that a large number of our em ployees arc not familiar with the relation ship. bveau-e we continue to have entirety ton many accidents and personal injuries on ir properties. Through mir operating rules, we learn the physical operation--how to go into a shipper's siding, move the loaded car, de liver it to the classification yard and through the proper lining of switches, proper sig- 10 i Raitroad Industry j nals and proper order*, deliver the car to all* recurring. Such is the problem about . its destination. Through the operating rule*. winch we are talking. [ I ; we learn the hard, cold fact* of railroadmg, which is the backbone of our nation, our economy and the first line of our na- tional defense- Here, we are concerned with the mechanical functions only, 1 have observed, m attending many safety meetings and meetings of this nature, tliat supervisory and so-called "white collar" em ployees are predominantly in attendance. Wc .mend, we have made a study, wc have From our safety rules, we learn how to prepared our*elvcs- carry out the operating rules safely, or, in other words, to perform our respective dutie* without personal injury. Our ood companies have spent an untold amount ot to provide us with the proper equip ment. safe tools, compiling safety rule book*, pamphlet*, and arranging for safety meet ings, demonstrations, etc., this being done with the thought of and desire to protect ing us. their employees, from injuries or loss of life. This reflects the warm in terest our management has in each of us. Here, we are concerned with the human function and here vve find the true rela tionship between operating rules and safety rule*. Some >ears ago, I had two buddies who were ministerial students. One of them com pleted his education and was ordained and As-igncd a church. We were very closeHe confided in me quite a bit. I remem ber, one Sabbath morning, after the serv ices, wc were seated at the front of the church. The congregation had gone. He vud. "There is one thing that gives me a lot of concern. I'm wondering if it isn't true that too often the melodious tones of this huge organ, the beautiful hymn* from the hymnal, the reading of the Scrip ture of God's Word, and my feeble effort* to deliver the true Gospel stop at that door." He said, "As I look about the con Each operating rule has a historic back gregation. ! know that they have heard ground, based upon an operating failure the truth, most of them lave teen the in the past. When we have an operating tight and accepted salvation, but mv con failure, we usually have an accident. When cern is how tar does my message yet he- we have an accident, it saps the strength yond that door." of our employer, but, usually, money enn replace the toss. I'm thinking the same thing. We have a nice meeting, a splendid spirit of fellow Each safety rule, also has a histone ship, we know what we are dealing with, background, based upon many hour* of hut I, too. am wondering if it doesn't too misery. When w have a personal injury, often stop at that door. Docs the work this also saps the strength of our em stop here, or are we delivering the mes ployer, but no replacement can ever be ef sage where it rightfully belong*? fected. Mr. Khrushchev made a statement, a Many times, the subject of safety ha* few day* ago, that intrigued me joniewltat, been referred to as "old stuff." hut *o has and l might say that this is the first time catmg. sleeping and breathing. For almost he has made a comment or statement that a thousand years, church bells have rung l felt was worthy of consideration. Just each Sabbath, to remind you and me to recently, Mr. Khrushchev said, and I quote, go to church. Religion has been preached to the people since the beginning of time. Still, we deem it necessary to continue preaching, day after day, so that salvation can be brought to our attention. There is "No Communist has a right to be an on looker," Couldn't we apply this thinking to our subject this afternoon? Couldn't wc say, "No railroad safety worker has a right to be an onlooker?" no substitute for these things, or for the I once heard a supervisory employee say "old stuff* concerning safety. No one objects to having a problem if it can be solved. But. one of the most that he did not liave the necessary' quali fications, that he didn't know the proper approach. This reminds me of the popular song of just a few years ago, "It's What frustrating experiences one can have is to You Do With What You've Got" If you be constantly faced with a condition that, would just liave the initiative to approach although previously corrected, is continu- the employee on the job who is violating It ivol \dhonut <i}ety Langrejx a witty rule, correct him, show him the proper way, and thereby, possibly, present his bong injured or having a tatal ac cident. you would accomplish iar more than tiie man who knows, who has the ability and quaiificauocn, but stands by and per'* tmt> these dunes to liappen. 1 am wuodcrmg just how* many oi us. tir n-tr especially vardmasicrs, ha\* turned our bxcx> when wc saw a trainman ad* ;uung a drawbar, knockle, or lock put between moving on, or a trainman stand* inf is the track to board as approaching engine, ur a mas cutting ors down the Udder tuu tast tor the "nder," or how many wt >t*i ioranea have witnessed oar. working ax a dnfi pro*, lube or wdd- eng tub. without the* safety goggki. These and trust> othcrv toe awnw to m* uuu are vwxatao-- o* the aaicty rate*. hex wc tun uur barb i. supply heonc we tUuugtx *t eMgte k sdewscwig the job kbgbtlj 1 xhi under how may or ws have given real theugk to thr ioiumku oi this dung. of ttk iar-reacing effect, bow n may anod that which is most sacred to him, that tor which he has striven and worked, his home, his castle: bow it could even mean the loss of the home, his life savings, or how* it may afleet the family, perhaps, necessitating the wife, the mother, having to go into the business world, leav ing the children, his loved ones, with rela tives or neighbors, and it could mean hav ing to place them as wards of the state, making them orphans. I shall never for get a safety poster which I saw a few years ago. on our property. There was the picture of a small child, a little girl of five or six years of age. with out-stretched arms, and it was worded: "Take care of my Daddy, lie is the only one 1 have." What are we going to do about it? I believe it was Ruskin who said, "What we think or what we know or wltat we believe in is, in the end, of little conse quence: the only thing of consequence is what we do." We know there arc only two things that cause personal injuries, namely, defective equipment and safety rule violations. We know that statistics have proved that in juries attributable to detective equipment have been few. so it seems that ihi* gca- eral situation calls for greater efforts to instruct, train and know the weakness of each man on the job. The knowledge of how to do things safely is gained by ex perience properly directed. It simply means that we must educate all of these employ ees. Our mot are not different from those in other fidda Von ask if you art your brother's keeper. Our companies have sees 6t to appoint a number of ut to supervisory positions, not only to see that the job is done properly but. also, to protect our men. and to see that the job is done nfdy. So, wc arc, ta a sense, indeed, "our brotbtf't keeper," He may, or may not. have read the safety rale book: we require him to have a copy of the safety rule book hut bow many of us require an examiaataao on the safety rule book? Some weeks ago. I was walkmg over our freight yards with the terwwmI trainmaster, aad we observed a yard conductor, an employee with 37 years' ex perience. walking from cee side of the yard so the other, and frankly. I <hm`i be lieve be failed to sty ee a rail over the entire 31 tracks. Now, you may think this is a minor violation to use as an Utoscraeni. bat, it ceases to be a minor rtoZadoa when 31.1 per cent of the total personal injuries on our property, during the year I960, were attributed to insecure footing. This viola tion was promptly brought to the atten tion of the yardmaster, who went directly to this employee and corrected him on the scene. The following night, 1 attended a meet ing and when I entered the auditorium, I was met by this employee, who informed me that he was very much embarrassed, the previous day. I concluded that i knew what he was referring to, and 1 told him that he had no reason to be embarrassed, hr had a copy of the safety rule book and the rule was in the book. He replied. "Yes, t have a copy of the safety rule book, and t have read the book from cover to cover, but, frankly. I have forgotten a good portion of what I have read. N`cw that I have been corrected on the ground. I can assure you that I will never be guilty again." May I emphasize to you supervisory peo ple that far more can be accomplished on 12 Railroad fndutfrx the ground, at the scene, not ont> in get ting tiie job done, hut also, in getting it done 5afely, than can ever be accomplished with bulletins, letters, telephone calls, etc We must take the message back to the property, on the ground, where it right fully beloogs. We just can't continue to attend meetings, such as this, study, pre pare and tram ourselves, and then sclfishlv keep it wnhia ourselves. We must take it oa the property. We have fallet down < the job. have neglected oar daces. Lead a hand to the employee who isn't here, instruct him, correct hem. aad if he should be ooe who doesn't seem to give a "Coatmentai dares.' then reprimand turn. The qncsuua has bees asked about the hahemal violator. 1 know of but one answer Call Isa into the office, as the arpei. to to speak, aad straighten him out. We've had sack o-*** am oar property, and this procetfare has proved bo be effective. Next Thorsday night, on the occasion of ear annual RFkP Family Safety Program, as the leader of the Transportation team of the railroad, l ant to be the happy recipient of the National Safety Council Award ot Honor. Our Transportation Department worked almost a million man hours, 831,781 to be exact, during the year, I'VftO, without a reportable injury. We understand tins i a singular honor tor a railroad transporta tion department, and we. as a team, are, indeed, proud oi ihi> honor. 1 am satisfied this record would not have been accom plished but for the diligent efforts of our supervisory people cn the ground. For ex ample, hi addition to our regular monthly safety meetings fer all crafts, we have a regular traotniy safety meeting for our >ard operating people and our trainmaster or owe of his staff has a regular monthly safety meeting for our road service people. These raccnegs are conducted around the clock, m a small building equipped for the purpose with a meeting for each individual crew called The crews are called 15 minute* earlier thus actually needed and the time is allotted to a discussion of previous acci dents, picture slides, short talks and safetv *`tf**>*'*** OFFICERS OF THE RAILROAD SECTION NATIONAL SAFETY COUNCIL 1961-62 Central I'hairmjii--H. C. Dacltux. Die Louisville & Nashville Railroad Co., Louisville, Kv. I`see l Itatrmsim-- 1 >. P, Ku*cu, Canadian Pacific Railway Co.. Montreal. Quebec t'ue i'hairman--\V. V. New York Central System, New York, X. Y, Secretary and Srustelttr Editor--ft, R. Hcntoox. Chicago Rock Island k Pacific R. R. Co.. Oikko, JlL .itt,>riale Xewsietter Editors Southeast--0. W. MutEomt, Norfolk k Western Railway Co, Roanoke. Va. tt'esi--U. .V Xuocxt. The Southern Pacific Co, San Francisco, Calif. Central-- A. W. Shla, Chicago, Milwaukee, St Paul k Pacific Railroad Co., Chicago. Ill Eastern-- H, A, Hill, Richmond, Fredericksburg k Potomac Railroad Co, Richmond. Va. SouttiTreff--Cl. R. Kxicht, St Louis Southwestern Railway Lines, Pine Bluff, Ark. L 'anoda--I. K. Baxxumax, Canadian National Railways, Montreal, Quebec Contest and Stollsticat Committee--W. C. Lahaway (Chairman), The Delaware & Hudson Railroad Co.. Albany. N. Y.: E. L. Oucgak (Vice Chairman), Atchison. Topeka & Santa Fe Railway System, Chicago, III. G. E. Grrrv, Bureau of Railway Economics, Assit of .American Railroads, Washington, D. C,; T. L. Hitoaiuxn, Soo Line Railrrd Co, Minneapolis, Minn.; G. W, MuuEMTH. Norfolk & Western Railway Co, Ktanoke, Va. I t!m and Sonad Committee--M. A. Nucxxt (Chairman), Southern Pacific Co, San Francisco. Calif.; A. B. Aucxkaak (Viet Chairman), New York. New Haven & Hanford Railroad Co, New Haven, Conn.; E. H. Btxwa, New York Central System. Cleveland. Ohio; G. R. Kxickt, St Louis Southwestern Railway Lines, Pine Btuff, Vrk ; L C McDowtll, Chicago k North Western Railway, Chicago, IU.; A. W. Shla. Chicago. Milwaukee. St Paul & Padfic R. R. Co, Chicago, 111.; *L. C, Hahnlv, Elgin, Joliet k Eastern Railway Co, Joliet, 111.; E. L. Cauoll, Southern Pacific Co, San Francisco, Calif. Pmlroad Htfikuay Traffic Safety Committee--G. AL Dxmpscv (Chairman), Chicago. Mil waukee, Sl Paul A Pacific Railroad Co, Chicago, 111,; C. M. ScHAEFtJt iViet Chairman), Chesapeake fir Ohio Railway Co, Huntington, W. Va.; E. W, Hoaas, Mi^n Padfic Lines. St Louis. Mo.; H. E. Shaughnessey. Eric-Lackawanna Railroad Co, CIci-cland, Ohio; G. R. Huxtoox, Chicago, Rock Island & Pacific K. R. i'm, tineago. 111.; J. P. Koloc. Illinois Central Railroad, Chicago, HI. it me and Off-The-Job Safety Committee--J. T. Williams (Chairman), Pennsylvania K-ulraad G, Philadelphia. Pa.; J. L. Rohw* (Vice Chairman), Duluth, Missabc k Irun Range Railway Co, Duluth. Mian.; *R. P. Hamiltox, St Louis-San Francisco Railway Co, St Louis, Mo.; P. W. Acki*maxx, Denver k Rio Grande Western kailroad Co. Denver, Cola; Vcil Smith, Terminal Railroad Assn, of St Louis M. Lou.*, Mr.,; J. \Y. Thompson, Seaboard Air Line Railroad Co, Richmond. Ya. lfr*n'r'*!" .-mm.iit VI I'mrt iui<rman), Oinchfickl Railroad, Erwin, Tenn.; O V\ Sunn -Vue i iwirvuaj, Grand Trunk Western R, R. Co, Detroit. Mich ; h YA bim RrNwrrer & Lake Ene Kailroad. Greenville, Fa,; W. O. Cotttngham, Western Maryland Railway Co, Hagerstown, Md.; P. H. Tevxza, Western Pacific Railroad Co, >an Dallas. Tea, Oahi ; M H. William*, Texas & Pacific Railway Co, dominations md Etemans Committee--'*0. C. Sthomsoc (Chairman), Atlantic Coast Line Railroad Co., Jacksonville. Fla.; *F. C Lewi* (Vice Chairman). The Pullman CoChicago. I1L; *L. C. Hvhvey, Elgin. Joliet k Eastern Railway Co., Joliet, Hi. Program Committee--D. P. Rt/ssixt (Chairman), Canadian Pacific Railway Co, Montreal, Quebec; W. V, Hayes (Vice Chairman), New York Central System, New York, N. Y.; J. E. Slavtx, Chicsro, Burlington & Quincy Railroad Co., Chicago, III.; E. VV. Hoaas, Missouri Pacific Syst.-n, St Louis. Mo.; ). Lloyd, Jersey Central Lines. Jersey City. N. J.; D. F. Giffo*d, Chicago Great Western Railroad Co, Oelwein, Iowa; Raymond Davh, New Y'ork City Transit Authority. Brooklyn, X. V. Planning and Publications Committee--9) Lloyo (Chairman), Jersey Central Lines, Jersey City, N. J. Posters--L, E. Wall (Vice Chairman), Illinois Central Railroad, Chicago, 111.; C. E, Thorxey, Chicago, North Shore & Milwaukee Railway Co, Highwood. 111.; G, M. Dye*. Kentucky k Indiana Terminal Railroad Co, Louisville. K>\; E. G. Husk. The Pullman Co, Chicago, ill.; T. G. Wiclcy, Akron, Canton & Youngstown Railway Co, Akron, Ohio; Ross S Van Ness, Chicago, Burlington, & Quincy R. R, Co Ottumwa. Iowa Publications--J, A, DlLLAK (Vice Chairman), Duluth, Missabe & Iron Range Railway Co, Duluth, Minn.; J. T. Anmew, Great Northern Railway, St. Paul, Minn.; F. B. Lewis, Union Pacific Railroad. Omaha, N'ebr,: J. G. Beldham, Toronto. Hamilton, 4 Buffalo Ry. Co, Hamilton, Ontario; C, A. Bmge, MUsouri-Kansas-Texa* Line?, Denisoa Texas; A. J. Bensaia, Boston k Maine Railroad Co, North Station, Boston, Mass. Planning--J. R. Baxxexmax (Vice Chairman), Canadian National Railways, Montreal. Qortee; *C. T, DeWitt. Northern Pacific Ry. Co.. St. Paul, Minn.; R. A, Newton, Chicago I; Western Indiana RR-Belt Railway Ca, Chicago, III.; Ca.*mex Smith, McKcespon Connecting Railroad Co, Pittsburgh, Pa.; R. F DcVau, New York. Susquehanna 4 Western Railroad Co, Paterson, N. 1.; Hovvakv Odom. New York, Chicago tc St Louis Railroad Co., Cleveland, Ohio; T. L. HttocsaANn, Soo Line Railroad Co, Minneapolis, Minn. ffesotuhons Committee--G. M. Dempsey (Chairman), Chicago. Milwaukee, St. Paul 4Pacific Railroad Co, Chicago, IIL; J. IV Koloc ft'lee Chairman), Illinois Central Railroad, Chicago, 111. Staff Representative--L. W. Dtrrrox, National Safety Council, Chicago, IU. *Pat General Chairman CONTENTS SCHOOL AND COLLEGE SESSIONS Safety -- For What? (The Gordon Graham Memorial Lecture).......... .................Dr, S. M. Brownell 7 School Transportation .....................................................................Panel 14 Employee Safety . , ...................... ................................... ..Panel 16 What you Don't Know Can Hurt You A. F, Schaplawtky 17 Civil Defense and Disasters: Disasters You Hope Will Never Come. Fred H. Brantlinger 14 How the Safety Council Manager and Safety Education Supervisor Can Cooperate in their Activities .....................................Panel 28 Local Safety Councils ,.. Harold Cox 30 How the Safety Education Supervisor and the Local Safety Council Can Cooperate in their Activities . . Harold F. Lillie 31 State Laws for Safety Education ................................ James F. Nihon 33 The Safety Education Program of the Philadelphia Public Schools. , . ...............Dalibor W. Kralorec 34 Case Studies of One*Car Accidents Involving young Drivers................................................................Richard W. Bishop 41 A Survey of General Safety Education Courses......................John E, Corbalfy 45 Student Projects in College Safety Education Courses.......... C. Frazier Damron 50 College and University Advanced Courses in Safety Education............... ........................... /. Duke Clkaw 52 The College-University Highway Traffic and Safety Project........... , , . . S. A. Abercrombie 54 The Army Civilian Career Program: Safety Management and its Implications for Colleges and Universities...................... Carl D, Heath, Ph.D. 57 3 I CONTENTS -- Continued l* Safety Education Academically Respectable? (Steps In an Attempt to Answer this Question) . The Uttle Red Cr and Where it Went.......... Leslie R. Silvetnale 60 . , . . .Dixie A, Tharp 62 Validity, Effectiveness of Various Safety Education Teaching Techniques (A Group Study)...... . Pane/ 65 Training Driven To Meet Emergencies , . . Alfred L Moseley 66 The Driver Education Teacher and Teaching Machines. . .Charles H. Hartman 82 Incentive and yardstick -- National College and University Safety Awards Organizational Status and Duties of Safety Personnel A Modem Bicycle Control Program Implications for TV in Driver Education -- Effectiveness of Total Program Implications for TV in Driver Education. Lowe// L Corver 84 Daniel R. Webster 87 John A. Meats 98 Edward Williamson 101 W, K. Streit 102 New Developments in Television and their Implications for Driver Education Implications Growing Out of Change to Safety. Implications for Elementary Safety Education C, frasitr Damron 105 Walter Freeman 107 Eva M. Drcrti 108 An Evaluation of Some Aspects of the Driver Training Program in the Los Angeles City Schools Cecil G. Zaun Summary and Evaluation of New Methods of Driver Education as Applied in Large and Small Schools Dwight M. Davit, William C. Harris 111 Technique tor Research Images of Driver Education in the `60`s. Teacher Competencies in Safety... Prom Now Until Then. .................................... Dr. F. R. Noffsingcj 112 Robert D- Bond 1)6 .Homer Allen 121 Olive S. Beig 125 CONTENTS -- Continued SCHOOL TRANSPORTATION SESSIONS Driver Selection is Important................. ..................................... John 8. Murray 127 A Hypothesis on Licensing the School Bus Driver. ....., Thtodore Kolt 132 A Straight Line on Safe Driver Awards and Incentives............ E. J. Slr/tgerfond 13? New Dimensions Tn School Bus Fleet Safety................................Sgt. P. A. Ztitse 142 Around the School Bus Route.--,-- An Old Axiom -- School Bus Accident Summary -- i960 ...................... William B. Wolfe 144 ................. Douglas M. Ferguson 148 .ring the Right Angle into Driver Sefety Meetings.......... Howard R. Cheek 151 Encompassing Contract Bus Operators in the Training Program. ................................ , , ................. Beniamin W. Nelson 155 A Hexagonal Problem--`School Bus Selection........................... M, R. Leichty 157 The Apex in School Bus Maintenance.. ...................... John M, Parsons (62 Officers of the School end College Conference, 1961-62................. 166 Other Volumes in 1961 National Safety Congress Transactions . . Back Page 5 SCHOOL & COLLEGE SESSIONS SAFETY --FOR WHAT? The Gordon Graham Memorial Lecture By DR. S. M. BROWNELL Superintendent of Public Schools* Detroit, Mich. Living i* precarious. It always has been. It probably always will be There arc con* slant forces and circumstances--natural ;m.t artificial--which may endanger the life and safety ot individuals. One of the great concerns of man through the age* has been to reduce the hazards which would hurt, harm or kill individuals. As civilization has progressed this process ot safeguarding the physical well-being of mankind so that his living would be more safe has become organized as safety programs and *atety education. It was Gordon Graham who provided leadership in school safety in Detroit tor many years. The influence of hi* construe* live work extended far beyond Detroit. As ne who called upon him for advice when i was in a school district neighbor to D* troit and who now sees day bv day the fnms of his work since 1 now am super intendent of the Detroit public schools, 1 welcome this opportunity to pay tribute to Gordon Graham and commend those who recall and extend his influence through the Gordon Graham lecture. As 1 have reviewed some ot the ma terials from your previous sessions and the excellent volume "Safety in the 6Q's" 1 realize that 1 am an amateur amongst a group of pros. Kor me to try to present to you information on safety and safety education would be presumptuous. But periiaps 1 can raise some questions in your mind and can help to set our concern for safety education in the broad perspective <if education by asking--Softty for What? Why do we want persons to be safe* t presume most of us would answer satet> in order that they will be spared pain and discomfort; that they will be economically more productive; that they will contribute more to (he well-being m others and make living mure worthwhile for all. We could generally subscribe to each of ihe*e as vain! 'caserns- When 1 grew up many of us joined the \rmy to make the world safe for democ racy. Our concern was not for physical nicty but safety for the values which to us were more precious to life than mere physical safety. How much progress have we made in catcty education for advancing individual freedom and responsibility since that time? f should like to address my remarks to -jmc ot the problems of safely of our ideas .tnd our ideals as they are challenged toda> b> Soviet education. I should like to con sider some of the problems facing our shoots today as we face that same problem of making this world safe for the ideas and ideals that "brought forth upon this con tinent a new nation conceived in liberty .ind dedicated to thv proposition that all men arc created equal." This education is challenged today by Soviet education, and of what profit is education for physical safety which fails to safeguard and strengthen the safety of that which makes the difference between existence under communism and living under the freedoms of constitutional democracy. You and l probably should assume that the education which brought to us our strong convictions about the importance of making safe in the world human freedoms would bring the same convictions to those who followed us in the same educational pattern. What is it, then, that makes some people today worry lest the youth of today will be less convinced, less willing to believe in freedom, to understand the consequences of loss of freedom than we were when we were their age? Do we have less faith in them as persons? Do we have less faith in our schools? Do we distrust the education nf American democracy? Or, are there 7 lit,I .solely (>>*grcss things about Communism and Communist education more appealing to this generation- th.ut ii 11-. as we strew up ? i think (tic answer to tiic first question t* "No" We still have fat'th in youth, in* m-1iooU, and in American democracy. At tlie same time we feel that conditions today call tor south to know more about Com* minUm than their parents dad and to undcr-tand better what American democracy metim to them. Our problem is a tough one iwcuu-e ue are trying to get them at their j-je a- concerned alx^it the perils of Com* mum.-m and at* aware of the \alues of Vmcriran democracy * adults are with added mmurity and experience. One hi the fallacies which exists in the (hiukmi* ut many is flat people react to the *.tnif ititVirmatun in tlie same way. They Mieve tltat if we expose litem to the same material* and ideas the same learnings will result. They bcliese that what impresses and excites them win do the same for others. Wr. as adults, wonder why young people aren't rmcerned about randhkms. facts, miiinrutiia which concern us. They, in ntm, wonder why we aren't interested in what imerets then. Any article ua tin paper on tdsnnU or - location I notice My ua. an dectxiol engineer. rend* die same paper and may fin*, itwi-e ttexas. but secs items an elec* trnmrs tlat I didn't *tioc My son-in-law, i pvy.-tiiatrist, picks irum the nut pepm items on the behavior of criminals, pnhti,-iam, rr*/v ie celebrities, or others wfatcb ton .t relevance to him that ray too aad t had nut rv/ticcd. .And alien m> wife awd daogfcter have finished the same paper they eaa teff vim about new* fashion notes or sales that mmc mi us men realised were is that paper. All of them will lave a wonderful bogh together about Peanuts or Pogo, and I faded to even recognize such characters existed. How. then, cut we hope to get all popils to believe in American danocraey and to want it more than Communism? Are there Mjme things about Communist cducaritra which make it especially effective? Should we pattern American education after what iv taught in Russia ? ( know very little about Russian edoca* lion. I've never been there. But I have rend aImuii it. I lave discussed it with educators wlm have <1scm*d it. 1 liave atteiwkd in* lemational conferences which included Ruxian educators, ami have conferred with Russian edumtors aL>ut education in the United States and Russia. There arc a few conclusions 1 have gained as a result: 1. On** great strength in Rtusuin edu cation if the importance which the Russian ffovenumiiit. parents and pupiU attach ty education. Each reinforces the other. Thi* commitment to education is characteristic <it other Soviet countries, including the Red Chinese. It is otherwise notable in the emerg ing nations that are not Communist. Education is recognised almost universally today as essential for the development and progress of any country. This is a new fac tor in the world which say turn out to be as tmponaa to our future as the spread of nuclear energy and development of space travd to all ends of tbc earth. We have not as great a redtrie coeuraitmcnt to edu cation in the l* S..A. as is true in the Soviets and to other tmergmg satioos. Z Mmcmtiem u what mokes the difference between nn wutxilised and a cintczcd per son Tint differnave for a person takes place wtthm hts bfenme We are all bora un* rtviltred There is as difference that re* searchers have boas aMe so discover in the mnac ability of Mac* bom today from dime born bundrtdt of years ago or in tar part of the wcefd from another. There % atirwn the unr dienbetiaa of ability ki kora at aB rare*. Some turn fast and war kara slow at every race. If you were to pick up 1,000 babies in a Laiaed *frti esy and exchange them rah UOOO babies w Russia, or China or the Cooa*, the rhorei are pretty good that tte UD00 United States babies thus exdanged weald grow up as typical Rus* mm. Cbmmc or Ciagnltu youth. The babes from Russia. Clana. and the Congo would Wrraar typical United States teen-agers. Hour dvihaed each generation will be is thus ikptalt apou the education of that acumatkm 1 We are fated guile suddenly with a rpmumtmrmt by Russia, by Chino, by India, omd toi / the new motions that ott of their ehiUrem shnM be educated. This commitimu is ilarcd by the Arabs, our Latin American ueigldn.es. the European nations B School and College Sessions which heretofore have been highly selective in those who should receive education be yond elementary levels. I saw this pressure for extension of education in 19S4 when I represented the United State* at the UNESCO Conference in Montevideo 1 ivas greatly impressed by the spread and advance ot this commitment to the princi ple of education for all which has been made tn ix years when a year ago this past summer I served as chairman of the United States delegation to the Internationa! Conference on Education in Geneva. In this meeting we had the official reports of the ministries of eduwticn of more than 70 tations. Here we had the facts and figures on what rational governments were doing to support and to extend education. The evidence is clear that Russia, all the Soviet countries and all of the new nations count on laving an educated citizenry as rapidly as posdble. They arc committing whatever funds and manpower resources are necessary to accomplish this purpose. They are mak ing remarkable progress. 4 The Russians face the tame basic prob lems in education that we do.They are deal ing with human beings, just as we are- The same fundamental laws of growth and de velopment hold there as here. Young chil dren have hurts and pleasures, are squirm ing, are ambitious, get tired and have remarkable recuperative power, are inquisi tive, learn and forget just as do United States children. It takes the same number of months for them to be bom and for them to become adolescent. Their educa tors are concerned about what to teach, when lo leach it, how to organize instruc tional materials, and how to divide up the ?4 hours to gain the most effective learn ing. These decisions, however, are made in the Central Ministry, rather than locally tor the most part. This is true in most nations other than the United States. They arc concerned about the fact that not enough uf their young people want to use t dr schooling to produce the goods and materials they need. They want to in crease the efficiency of their instruction and have better tochers, just as we do. They raised mure questions at Geneva about our co-operative vocational program, our vo cational technical education and our use of television in teaching than about other parts of our educational system. They want to learn from our experience. We would be well advised to see what we can learn from them. To put these conclusions in another way, we should never forget that the edu cation of each child, wherever he is born, must start at scratch. You can inherit the ability to team, You cannot inherit educa tion This is what makes it extremely im portant that the educational program he maintained at a high level continuously. There is much more in common about edu cation in alt nations than there is difference -but, a* it true in comparing the similarities and differences between men and women-- how important these differences are to u! One of the important differences in United States and Soviet education, and one which troubles me because -i vet I do not ee that we are making any progress toward lessenmg the difference, lies in our failure to arrive at common understandings with them on how to guide conduct Until they and we accept in common a belief in the value of individuals as creatures of God, what firm base have tve upon which to rely for moral behavior, for faith and for confidence in each other? I tliink that because of our difference in basic principles and our ahhorrence for what the Soviet government seems to countenance or inspire, we sometime* credit to com munism accompli-hmem? or behavior beyond what it deserves. Not all persons who dislike the United States or who do not believe in capital ism are communists, and yet some persons give the impression that anyone who ques tions practices in the I'nited States or who disagrees with their ideas is a Communist, l-ffime of the ruthlessness and intrigue which we associate with Communist Russia appears very similar to practices under the e*arit regime. Some of the economic and industrial progress in Russia is paralleled in non-com munist nation* So it is that ( think we must ever be on guard against attaching the Com munist label indiscriminately to troublemak ers or to ideas disagreeable to us. Nor should we give Communism credit for all of the progress made where Communism controls. There are other differences lietween United State; and Communist education. Communist education is totalitarian. From its Iteginning ;tnd continuously throughout the education of youth the principles, doctrines and beliefs of Lenin and Stalin are taught and emphn- 9 106! X'altonat Safely Congress sued. Furthermore, it T recently hard Dr, T, H, C, Chen, of U.5 C. explain Red Chi nese education, school instruction is co ordinated with toui political and all other form* of contemporarr activity. When the government ha* "Hate America" week schools at all levels and the press, radio, theatre, museums and political speeches are all geared to this theme. Demonstrations ac company exposition of ideas. It is a case of seeing that action and ideas are synchronized. This is a great difference between totali tarian education and education in the** t'nited State*. 1 don't know how successful totalitarian Communist education wilt be In the long run, or how consistent it is actually in it* basic practice. Hut l do know- that it is in accord with some of the fundamental* <>f teaming that the effectiveness of learning is increased as it is reinforced by experience. Perhaps when we wonder why we are not more effective we should examine how we reinforce what we teach in our schools. How let me turn to the problems of preparing American youth to meet the chal lenge of Communism. It may be well to ask ourselves what are the reasons that might make American youth believe in Communism or any other "ism." I shall mention four and comment at some length on the fourth l>ossibilUy. I. They might he dissatisfied with what they have. This is possible under anv form of government. We recognize it in our com mon saying that grass U always greener on the other side of the fence. It u a char acteristic of youth--even Communist youth --unless they are made to see. understand and to believe that what they have is the best. The effectiveness with which this can be done is demonstrated by the loyalties dc\ eloped by colleges and service academies to those institutions. Hut even in these in stitutions we have campus leaders who are sure that changes are needed in what is done, or how it is done. This is particularly no ticed about this time of year. 2 They might not see the dangers of it hat is made attractive to them. Inexpe rience and curiosity are just as much an aid to bad learning as to good learning. Many a college youth of ability has found him self outside of the college gates because non-scholastic activities were made to seem more attractive than his studies. He didn't sec until loo late the dangers of pursuing these activities. Dialectic materialism can have an attraction to many persons who may look upon it only ss an interesting idea, and who fail also to see how it is used What you and I call maturity i usually the result of experience in which the individual has had the chance to make decisions of im portance to him and to others. From the re sponsibilities he has Itad grow his recogni tion of what is involved in making choice* that affect him and others. Without expe rience of this nature the dangers may be overlooked and disregarded. 3, They might have been frustrated in at taining and in the frosted* of attaining what seems important to them. There are many thing* which young per son* consider important. They want some money that they can call their own and the chance to decide how they shall spend it. They want the independence from their home which is associated with a job. One of the effective procedures of communists and the organizers of other "isms'' is to give those who have not been recognized by their peers a mission to accomplish, it is a way to gain their loyalty and support because it satisfies their _ desire to feel that they count for something as a person. 4. They might feel that what they have been taught it not very important or that it is not true because what they observe in life dees not square with the teaching. This is the reason that I wish to dis cuss at some length. If we teach them tliat democracy is important to human progress we need to show not only the progress of individuals in freedom and justice in the Western World, but also to show what has happened under Communism. We have a good record to match in this respect and we need to display it effectively. This is a task appropriate for schools. At the same time, if we are to be effective, we also need to have current practice which squares with what we teach. Let me examine for a few moments some of the problems we face in this respect. What do young people see and read about today that does not square with what they are taught in school about democracy? They see and hear about: I. Persons in leadership positions in government, business, industry, entertain 10 School and College Sessions ment, or labor who violate moral or civil laws, and exploit others in order to gain for themselves privileges, power or pres tige They e this condoned by many adults, publicized in the prc*. and glamorucd bv movie* and television. 2. Persons of lesser education and com petence being selected for job* because of their rare or religion nr their eonneenon*, rather than upon their competence. 3. Person* barred from living in sec tions of a rtiv because of their color or their nationality or their religion. . Persons not eligible to attend tax Mtpported schools, to eat at public hinrit counters, or to nde on public conveyance* because of their color. 5 Individuals in (he United State* de prived of voting because of their color. 6 Labor unions which have no mem bers of certain racial or religious group*. 7. Unemplovment so lopsided in ref erence to the per cent of colored and white in the population of the are* a* to make St clear that the odd* of this being merely a coincidence are far greater than chance. These arc things they see and know from experience. If they have been taught well to make judgments based upon evidence. I ,i*k you how effective do you think the school* can be in instilling a firm belief that the principles of American democracy are what we say they arc. that they are im portant to the individual, and that the freedom of American democracy is a* preetou* a* we teachers try to make them iwlieve? There is another aspect of the problem ><f making what we teach about the im portance of American democracy as effective a* we would like to have it in our schools. We pride ourselves on individual initia tive and upon our freedom to solve prob lems by private enterprise or on a local basis, without having to watt for the state or the Federal government to solve them. Let us take a look at what our teachers see--the ones we depend upon to teach iiow much better is American democracy than Communism. They sec in my state, and in many others, tliat a city which wants good schools has almost insuperable odds. Local support has been limited by state taw or by the state constitution to one form of taxa tion--property tax. Business and industrial leaders who want the best schools for their children have moved from the City and sent their children to more adequately sup ported suburban schools or to privately sup ported schools. At the same time the rep resentatives of their busmen or industry, working with the legislative representatives, help to pass constitution*-! limitations on the property tax rate and against measure- to open up other sources of taxation to local school support for the cities they have left. I am as sure as can be that many of these fine, public-spirited men who speak ften about the need for better quality education do not realize that more effective than their words are the activities of their company representatives in preventing in creased local support for school*. This is alo true at the state level Thec amc forces are at work to prevent additional state fund* lor school*. AH of us here arc concerned Iwcausc we do nor have more effective teach ers and teaching, especially about the values tif American life as compared with Com munism. But when a professionally trained teacher, who has much preparation for hi- and who has the ceponsibitity for helping young people to gam the knowledge the skill, the insight, the ambition and the value judgments that will guide wisely or unwisely business, industry, family fortune and government ten year* from now, can ex pert to gain a maximum income of -cien to eight thousand dollar* alter IS t" 30 year* ,..( devoted service, what can you and I expect? It can't make very good sense to them to* hear the leaders of burincss and industry saving we must have better schools, and then paying their often relatively untrained legislative agents who work against school support at local and state levels more than they make it possible to pay the best pre pared. ablest, most dedicated teachers. This is a situation which I regret to say can be found in nearly every *tatc to some extent. Eight years ago l took a federal job as Commissioner of Education. In the session of the Congress immediately following my taking office, a bill was passed which I had recommended and which became a part of the administrative legislative program, tt authorized a White House Conference on Education to follow upon conferences on 11 WOt Aalu/nat Safely Congress education in each state and in localities. These conferences were designed to give grass roots consideration to education needs of (he locality and state so that there could He developed programs to remove roadblocks to local and state educational progress. The White House Conference was to give a t'hanre for the local and state leaders from each state to share their ideas and thus to speed up efforts to improve schooling. This was prior to sputnik and the emphasis on ttu*ian educational progress, A< 1 survey what has happened since that time I am convinced that the investment of money and effort in that White House Conference program has paid good divi dends in arousing interest and action to im prove education in this nation. The most disappointing development, however, is that states have not removed the legislative and constitutional roadblocks to local and state <hoot support. The result is that if cities and towns arc to do what schools must do. if south are to compete with Communistprepared youth in this world, they are forced to look to the only other tax collector there is--the federal government. We are thus faced with the age-old di lemma of having to decide whether we will eat our cake or save it Our cake is the perpetuation of a strong faith in individual freedom and American democracy. We can save it if we have adequate and competent education of youth. We can't have adequate and competent education without paying more for it than at present. This has been repeatedly oromented by study after study by all kinds of individuals and groups. ft will cost money, much more money than we are now paying to provide enough well-prepared teachers and give them the working conditions they need to do the fob you and 1 believe needs to be done. In other areas of our life we have spent the money and made the progress. Look at the investment in hospitals, drugs, x-rays, spe cialized equipment and auxiliary staff we provide each doctor and dentist today to treat us on physical problems that are far less complex to diagnose and treat than are Hie problems of diagnosing and treating folmn/s difficulties in learning to read, to spell, to write, to do arithmetic problems, and to nuke sense out of the problem of our contemporary civilization. Look at the office equipment and the air conditioned offices and the skilled consultant and re search service you provide in your business and industry to make it able to survive and keep ahead of Communist business and in dustry. Look at the investment in scientists, researchers, technicians and material to de velop weapons of defense against Com munist aggression that would take awav our \merican system of values. Then take a look at schools on a corn- jurative basis. You probably can go back to the school building you attended and ma>be even the same school desk. The teacher will probably be a different one. a person with two to six more years of spe cialized education than your teacher had. The texts and the curriculum will have changed a good. deal. But the teacher an ! pupils will not have much better working conditions, nor anvthing like the specialized help that has been provided to make medi cine, dentistry', defend agriculture, busi ness and industry meet the competition of Communism. If we are to eompete in edu cation we have to provide more adequately for education besides just information about (.ommumsm and democracy. [f we arc tu make young people con vinced that we really believe in American democracy, there are other ways in which we need to bring our practices more closely in harmony with our preachings. We can not expect (he millenium, but ii what wc *ay is to be accepted by youth they mut .it least be able to see that wc are making steady progress in the direction we point as our goat. This we must do locally, state wide. and nationally it we are to convince young people that American ideals are more than pie In the sky and are worth preserving. One of the things w-e preach in school and out is tint every citizen should con tribute his sliare to the economic strength of this nation. We expect that every' boy or girl who goes to school should become able to be a productive worker and a tax payer. He will ome time be expected to enter the world of work to make a con tribution at some level. Increasingly and very rapidly the levels of necessary* prep aration for entrance to employment and suc cess as a worker have increased. Unskilled anil lower skilled jobs are decreasing. Skilled and specialised job needs are increasing proportionately. This i* true in service field* as welt as production jobs. Sthaol and College Sessions It follow* that if limited ability persons ance and counseling, juli upending and other ire to !< inidioniieaHv i>rohirtive, rather programs, work camps for delinquents anti limn cvon. iiur^tl) dependent, we must c ithcr cmiMriiettvc measure*. h i* one which them in the available unskilled jobs. Persons nunc of us have discussed because it seems able to enter and hold lower skill or skilled to be one that could be operated locally on fobs must be prepared for and enter jobs a state basis, or nationally. It could be ex it this level rather than allowed to enter panded or contracted as the supply of jobs ,:itd remain in unskilled jobs. .Vnd so it fluctuated. It would recognize that most of ,-oe- for the whole range of employment -- the young people today reside in .md are it wc ,re re.'dlv to utilize effectively all going to live and work in urban ureas. The U-vrU *.f jobs. We cannot afford the luxury program has been called "An Urban Serv *' unemployed unskilled labor and shortage* ice Corps." ! shall not take the time to d highly skilled personnel because we have .pell out what is proposed, but I feel let utile youth be satisfied to take unskilled confident that if youth can see that they t.'bs when they had the ability with more have a place in the work force of the na preparation to become highly skilled and tion they will be much less vulnerable to technically prepared In other word*, we Communist propaganda than if they are idle. have to upgrade ehool preparation at all So. if we are to maintain and advance levels and see that all talent is discovered Hie safety Ot freedoms for individuals we > and developed more effectively than present. S\e have to do it by wt*e instruction, coun*ei and guidance of teachers and parents must meet the challenge of Soviet educa tion to American edutation through greater understanding of Communism by American | becauw we don't believe in the totalitarian teachers and youth. In the schools, through -chcme of forced placement. Then when systematic study of constitutional democracy the*e young people are prepared we have to make it po*ibt< for them to enter the work and of communism, young people need to be made fully aware how the striving ot j force. mankind for a better life has prospered and ; Today in our ctlies we are sending from is more possible under constitutional de i our schools and colleges thousands of young mocracy than under any form of totalitari men and women who find the world is not anism. But if this teaching is to be effective ) a world of work but a world of unem* it calls for operation of our society so ; ploymenL They have the energy and ambi- ihat it is consistent with the promises of i tion of youth. They have been taught that democracy. Significantly increased financial ' tlhoisbies dthoeingtansdomoef thoipngporetcu.nmittyru. cTtivhee.y twoanbet support of schools is essential so that edu cation at all levels can compete effectively iconsidered important, to have the inde with Soviet education. So, also, it is nec pendence that cornea with employment and essary that all American youth be able to . income. If they are left unemployed, hcowunt on entering the world of work and long will it be before they are unemplovable because at the habits and attitudes they deveiop? How likely are they to hold fast contributing their share to the economic Mrcngth of the nation. As I look ahead in Hu* world I see little to the teaching of the values of democracy dunce for life that is meaningful and sig as against the promises of Communism or some other "ism"? There are thousands of these young people in our great cities. They nificant to be other than insecure and dan gerous. We are developing with great ra pidity new and stupendous possibilities fur are our grat hope or cur great ihrat for the future. One of the grat challenges of the Soviet to American education seems to me is; to see if wc can find for American youth a bridge devastating destruction and crippling of the human body and mind. It seems inevitable tlut man will unlock with greater ease the forces that wilt lake him to all parts of this earth and into space with increased speed or which will send anywhere power j i j from school preparation to membership in the world of work other than through a Soviet type compulsory labor force or through compulsory military service, l,el me suggest that one possibility lies beyond our ful and sophisticated weapons designed to destroy, maim or paralyze mankind. It seems certain that the greater numbers of man kind, living closer logetlier as they must, will find Hut surviv.il increasingly depends prevent vocational courses in scltooh, guid- 13 W>/ Xatinnal Safety Congress upon development of |K-r*<<u:il reactions, group procedure* -md rnreftil iii-tnictinii (or protection and safety. I am glad tlt-it you nrc carrving torward the objectives set forth by Gordon Graham to protect individuals from unnecessary haz ards and from needless injury nr death. Tliis concern for the dimnly and the ptceiousness of each luunnn being wc need to make clear to American youth totlay- The physiol safety of the individual Is of little significance unless we also make safe the freedom and sanctity of the human mind and 'on! under God. SCHOOL TRANSPORTATION Presiding: JOHN M. PARSONS, Supvr. of Transportation, State Dept, of Educa tion, Columbus, Ohio Discussion leader: IVAN L. ELAND, Dir. of Safety Education, Iowa State Teach er's College, Cedar Falls, Iowa Recorder: T. F. RHOTON, Supvr. of Pupil Transportation. State Dept, of Educa tion, Nashville, Tenn. Subjects n( interest, ut;gested by memlers present; 1 Should pupils leave the bus by passing in front ot the vehicle or by passing to the rear? ?- Problems of transporting mentally or physically handicapped pupill 3 School bus evacuation in case of acci dent. 4 Accidents which happen because a school bus is stopped, loading or unloading. ,V Standards for employment of bus driver*, and what are the reasons drivers are dismissed? 6. Transportation of parochial school pupils. 7. Training of bus drivers. 8. How far are pupils expected to walk to school or to catch a school bus? 9. Loading or unloading problems on one-way streets. 10. Special license demanded for bus drivers? 11. Use of student control lights for hading or unloading. 12. Problem of school bus stops in cities, resulting in traffic jams. 13. Support given bus drivers by school officials in court. 14. Use of seat belt* in sdtool buses. 15. Number of pupils transported and accounting for afternoon load. 16. Pre-bus safetv dnll required by law-' 17. When is a supervisor for pupil transportation needed? Discussion by topics: 1. The general belief is that pupils -houlil go in tront of the bus in loading or unloading because (a) the driver can better supervise pupils entering or leaving the bus. (b) fewer accidents happen when pupils go in from of the bus, and (c) drivers of other vehicles have become familiar with pupil* using the front of the bus in most sections of the country. i Wc arc obligated to transport mentally nr physically handicapped pupils with public funds. Special buses constructed for easy loading of wheel chairs or those on crutches are recommended. Parents should assume more responsibility for getting handicapped pupils to and from the bus. Safety belts and other special safety measures should be used on buses for the handicapped. A supervisor and/or a nurse, in some cases, has proven most helpful with handicapped pupils while riding buses A special driver, well trained to handle such pupils, is recom mended. 3. Some training in evacuation of buses is needed in case of accident. The training can be given with the bus parked on the school ground. Extreme care is to be used if drills take place on the highway. A few systems train a student to stop the bus and activate bus signals in case the driver be 14 "vrhoot uni! Cottene \Vm..nr comes ill or is hurt so seriously that he cannot perform his duties. 4, There seems to be little information .-,n the numbers of accidents caused by buses being stopped to toad or unload pupils. Many such accidents could be avoided bv 'clccttng safer stopping locations, where buses could be seen for greater distances. IJettcr use ot stop signals wilt help prevent accidents caused by stopped school buses. >, Some areas have special tests or re quirements which have to be met before driver* are employed to operate school I*tt--cv Special tests given by the state safety department, physical examination-, <peci.d .h'-ol bus driving school#, local check on wral character together with fingerprint ing. naming oi drivers by local school le-ard* "f representatives, and minimum and -raximctn age limits are some of the tie- v.ce* u-<*i ?* -heck ability of proposed bus inver> Disrsi.wu o: drivers may occur under -f the following heads: violation of .r.:r*<:. dnnking. one chargeable accident, ijiamnwat of a certain age limit, except in wo-< area. hcre there is no such limit. 6. Traaspormnoo of parochial school pupil* is practiced in some areas at public expense, wider any of the following conInrai-. where they live on the bus route, when their nding will not overload the *., m cases where regular runs are made to ucfa schools, and where local or state funds are specifically earmarked for such transportation. 7. Interest is increasing m driver train ing for school bus driven. Some areas re quire the training before employment. In other areas, on the job driver training is required from once a year to once in three years. The training is received from one of rcveral sources: representatives from state departments oi education, special courses conducted in slate schools, local supervisors of pupil transportation using driver educa tion instructors in the program, in which ihe training ranges trom classroom instruc tion to a combination of classroom and behind-the-wheel activities. 8 It appears that school bus service ranges from front door loading to a walk ing distance of two miles. The trend is to offer more service lo pupils in traffic hazard areas, regardless of distance to a school or to a regular bus line. State approval U re quired in some area# for reducing the regu lar walking distance, More attention is being given to selection of afc school bus stops and increasing the distance between stops m congested areas. The lack ui time prevented a full discus sion of the other topics. The question was raised, m closing, ot how manv buses must be m operation before a pupil transportation supervisor can be justified. It depends on: the number of miles covered. the number ot runs made by each bus, and the number <u pupils being trans ported. It was suggested that a licet of fifteen vehicles would justify ,t transportation supervisor. .Another question vsa* raised in regard to loading and unloading from tiie rear of the bus when the vehicle was stopped on the left side of a une-way street. The general opinion was that the bus should park on the right side of the street and load and unload in the regular manner. The pupil is accustomed to right front door use with pupils going in front of the bus. Special doors would be required for rear service, thereby increasing the cost of v chides. 25 mt s,if, tv i EMPLOYEE SAFETY Presiding: IVAN J, STEHMAN, Coordinator. Highway Safety Education. State Department of Public Instruction. Harnsburg. Pa Discussion Leader: LESTER L. WASSERBURGER, Supervisor. Employees' Safety and Accident Prevention Unit. Safety Section. Los Angeles City Schools Recorder: H. JAMES ROKUSEK, Teacher, Montgomery County Schools. Rock* vtlle, Md, Mr Stclmi;m a-kcd Mr. WasscrburtstT In l-nefli ilc'frilw and provide background inloniiniioii mi Uir mptr m i|ucxiinn. After ihi- li.id l>evn :io.<im|>ti-.|icd Mr Stchman :i-kcd lli.it tlic sri-ii|i conduct an informal 'lUcMuin and nnwcf |criw! on employee utielv and iliM the remaining time l< de villed to till* action. The firt |>oriion of the question-answer period wa* devoted to the organizational plan used by various states, and particularly California, in determining the responsibility and authority of the various departments concerned with safety. Both the Los \ngeles plan and the Chicago plan were diagrammed on the chalkboard and com pared. The question of policy forming also came up during this time and Mr. Wasscrburgcr responded to this item by stating that recommendations are made by his depart* moil to the head of each department con cerned with an accident. Once the depart* ment receives this recommendation, it is necessary for them to take some action with a copy of their directive sent back to the safety director. The second portion of this meeting was concerned with employee accident reports. Mr. Wasserburger encouraged all persons in attendance who had this responsibility for employee safety to procure a copy of every employee accident report and to analyze tlie*e accidents in several ways. Through analyzing these accidents it is (Mtvdble to call them to the attention of m-IkiuI officials, and to make recommenda tions to various department heads in all pluses of the educational program. The question <>f standardized accident report forms was brought to the attention of the (roup and most people in attendance indi cated that they lived ilie standard accident report form prepared and distributed by the National Safety Council. in the matter m rvjiortmp v-njb-vu -kvuIciik, .1* well a* reporting -ttidni' .icrnlentx, Mr. Wnxxcrhurgcr tmngl> em phasized that it is nceeary for llte xafetv director to convince or attempt to ofliino win ml ailniinisinttnrs to set up 4 p.fm;.l prncedurc in handling accidents and in re cording accidents. His next point \ o tfi.ii incc this convincing had taken etTeri re* sponsibility has to be established for em ployee safety. Although thix session wa* primarilj ileMgnetl-to consider the lopic of empk.vie istcty, several questions were asked relative to student accidents. The question of treat ment of pupil injuries was given some consideration in addition to the question of student accident insurance. The third and last portion of this meeting was concerned with some of the procedures used by industry in dealing with the safety employee*. Two procedures used by in dustry for dealing with this problem acre- brought to the group's attention and xeemed to be applicable to school plant operation. One procedure concerned the matter recording and analyzing employee accidcnts- Hy using the three words "Material", "Ac tion" and "Accident" os heads for three columns, an industrial representative ex plained how all accidents might be recorded and analyzed. Through this method safely directors can spot major problems and uf accidents. The second procedure identified was con* ccmcd with a foreman accident prevention program. Through this procedure a confer ence between the safety director, general foreman, plant manager and perhaps another administrative official would be scheduled hy the safety .director after each accident occurred, (hiring (hi* session ques tion* nidi n* "Wlml ttappeneil "Why did it happen?", and "What action can be taken to avert a similar accident?" would be Id S'/tn>f and College Sessiout <lieiHsed. It wax brought <-*ut tls.it nvixi foremen do not particularly euim appear- tine before (he plant tttuiMgcr mr tins type <t conference, and that it stem, to indicate n arm of weakness in Itis section. Thus, this |r>.fdurc 11 iiaudled properly r,m help to prevent accidents and in tatter insure that site foremen will have dav-tn-dat contact with ins men on safety problems and issues WHAT YOU DON'T KNOW CAN HURT YOU By A. F. SCHAPLOWSKY Education Consultant, Div. of Accident Prevention Public Health Service, Washington, D. C. When >our public health deparUtienl Mudies those community problem- which are affecting its health and well living, acci dental injuries and deaths always appear as a major problem. The health officer deter mines the relative importance <>i v.-trimt* community health conditions by comparing the number of premature deaths, cases of disability and the amount of lost productivity which they cause. \ccident$ continue to be the leading cau-e of death for individuals in this country be tween the ages *t 1 and 35 years and the fourth leading cnue when all ages are con sidered. The National Health Sun e> al*n tells us that each year 10 million people in this country incur a bed-disabling accident.il injury* xnd 1.7 million 01 these are hos pitalized. We are told these disabilities re-tilt in the annual loss 0/ over 107 million workdays. You can rapidly calculate that this is equivalent to the absence of over 400,000 men from our work force everyday. Today we are at a time in our country*history' when every reource, human or ma terial, is vitally needed and therefore, tho*e measures essential to conserve these re sources have a special urgency. We cannot continue to afford human toxes among our promising young people nor among men and women of age and experience. All of you km.w a* well a* I that acci dents can be prevented by bringing about changes in man' environment anil in hi* behavior. Most of u in this room are more concerned with changes in his behavior. We know that behavior may be changed as a result of an increase in man's knowledge, improvement in his skill* or modification of in- aiiuude- 'A e al-n know that lack of knowledge allect* attitudes and belief*. In accident prevention we are faced with -erne of the same thinking that public health and medicine faced with the communicable disease* not too many years ago. Before the causes tor various diseases were known, people blamed sickness upon evil spirits or had air or some other superstitious belief. It was only after specific causes for these diseases were discovered and understood by ihe people that these beliefs were largel> dispelled, Today since the came* of acci dents are not generally known, people blame them on luck or chance. As more specific information about the causes of variou* kinds of accidents become known and are understood these beliefs will also change. In traffic many accidents can be traced to genuine lack of knowledge about the rules of the road, mechanics of the motor vehicle or. the physical laws which govern the per formance of the automobile and capabilities of the driver. Yet today there are S5 mil lion drivers and 180 million pedestrian* in this country- who must have a complete un derstanding and acceptance of the rules of the road if we are to reduce the number of injuries involving motor vehicles. Many people are still uninformed or misinformed about the advantages of using safety belts in the family car. Yet the evidence ix very substantial that the number of serious In juries and deaths could be markedly reduced if a Urge portion of the motoring public habitually used this simple device. Lock of knowledge about the quality of Mr to be used in the compressed air con tainers used in SCUBA diving recently re- 17 IVot XatinHal Safety Congress -ulied tu death for two individual! and seriuk ilinc-- for n mimltcr of others. It seems tlu--c individual* rccluvrgcd their containers at a local gasoline service station. Unknown to them the air compressor at the station tilled their containers with air containing tmv droplets of oil. After breathing this air they developed a form of pneumonia, called lipoid pneumonia, which was difficult to treat. Since pathogenic organisms had not cnti-ed the pneumonia it would not respond ( the usual drug therapy. From the large number of accidental poi soning cases among children which involve aspirin, it can be assumed that many adults do not regard aspirin as a medicine or know Muil it can be poisonous it ingested in large .(mounts. There is also general lack of knowledge that many common household ar ticles can be poisonous it ingested. In rural areas the miMise of liquified pe troleum products have resulted in many ac cidental injuries. Since these products are Untied under pressure, they have been used for such things as inflating flat tires on trucks and farm tractors and to provide air prc-iures for point sprayers. The users be cause of lack of knowledge about the ex plosive and flammable properties of this material were not aware of the possible haz ards involved. Lack of knowledge about the properties of ultra thin plastie bags during the past several years have resulted in their being used in ways which have caused the suifocation of many children. Many mothers without realizing the danger have used these material* to cover pillows or mattresses in l*uby beds or have left them within reach of -mall children. !~ck of knowledge about the side-effects i certain drugs such as tranquilizers and aimlii*taznLncs has resulted in many acci dents. It may be particularly dangerous to drive an automobile after taking some of these medications. All too many deaths are caused each year 1-ecauK the properties of carbon monoxide are not understood. It is difficult to com prehend the dangers of something which is odorless, colorless, and tasteless. These examples are just a few of many tliat could be given to illustrate the point that many accidents can be traced to a lack of knowledge by an individual. How can we do a better job of imparting knowledge* Perliaps we need to be more dramatic and utilize more imagination and ingenuity in preparing our safety educational messages. Perhaps wc also need to give more con'(deration to helping people recognize and understand the human factors which under lie many accidents. These factors are gen erally thought to be of three types: physical factors (poor vision and hearing. disea>el emotional factors (hate, fear) and physio logical factors (fatigue, drugs, alcoitol) It lias also been suggested that a list of premonitory signs could be developed m help people recognize when they are nut functioning tip to par and, therefore, mure likely to have an accident One individual I know has developed a few such warning signals for himself. For example, when he is working in his woodworking shop, if he makes several errors in judgment or in sueh things as - measuring a piece of wood, he regards this as a signal to change his pat tern of work or to discontinue work in which he is more likely to injure himself. He has developed similar personal warning signals which he uses in driving his auto mobile. He believes helping people to rec ognize such individual premonitory signs may be more fruitful in reducing accidoits than trying to impress upon people all the possible hazards in their environment Perhaps wc need to concentrate more on teaching people the "WHY" of safety gad gets or rules rather than insisting that peo ple simply leant the rules, use the gadgets or adopt a safe behavior. When an individ ual learns why he does a thing a certain way, his precautions become a part of him. In talking to a group about the advantages of using a safety belt in their automobile, one is likely to succeed in having them rec ognize the value of the device if they can see a hint for example, which shows what happens to occupants with and without seat belts in an automobile when it is involved in a collision. He may not be as successful if he shows them pictures of the goo* re* suits of accidents or tries to impress them with the statistical results of the research. When we help people to understand how accidents happen, we are helping them want to be safe and helping them to recognize that aeetdcnU like diseases have causes. 18 $dtovt and Cuitege sessions As tin example of helping people under.i.did the nu-o *t accidents, let me briefly describe a project Urn the Public Health Service lias supported during the last few years. This project was located in Missis- -ippi County, Ark, where the number of tires and burn mjuncs and deaths were un usually high when compared to other sec tion* of the country. Oi.e nun was a--igncd to the local health department and he developed a program ti-mg die traditional public health approach in attacking a new problem- The approach essentially follow* the** yteps. Defining the problem, selecting an appropriate solution and applying the solution. In defining the problem an extensive re porting system was -ct up in order that all information about nres and bums could be assembled and studied. A comprehensive in vestigation of mo-1 oi the fires occurring m the county was conducted ui order to ob tain tnfonxutkn almut all factors possibly related to cau-ati-^i A* a result of the in- ormatiott gait err.1 it ;*artuxi that most of the fire* r- \ i.-.-i.icquatc elee- trieal wiring, misuse of petroleum products and poor installation of heating .-out cook ing stoves. In relation to these cau-c-, it was also determined that many resident- did not know the purpose of the fu* in the electriral sys tem and in general just hew the electrical system worked. There was mt-undemanding about the properties of ga-nline and kero- sene. Individuals did not understand that the vapors given off by gasoline are heavier than air and that gasoline was explosive only when its vapor* became mixed with air. There was general lack of information about the flammability of other materials like hair sprays and fingernail polish re movers. The solution tc problem seemed to be the development and conduct of an educa tional program directed at eliminating these deficiencies. Such a program was developed. It was made as simple and vet as dramatic as possible. Intensive efforts were made t> reach a Urge per cent of the total popula tion of the county. CIVIL DEFENSE AND DISASTERS DISASTERS YOU HOPE WILL NEVER COME By FRED H. BRANTLINGER Deputy Dir.. Educational Relations Office, Office of Civil Defense, Dept, of Defense Battle Creek, Mich. As presiding chairman tor the civil de tent* and disasters meeting. I is informed by Dr. Ronald Patterson that one of the two speakers scheduled could not f>e present. Therefore, after introducing Francis Svarc as the recorder, the chairman announced that he and Dr. Patterson were prepared to fill in the time that might be used hv the second speaker. The writer indicated he would cover the general area of safety and fallont protection, with special emphasis on some of the misunderstand1 -js and misconceptions in the field, and pr mt guidelines as a basis for use by schools that are preparing opera tional procedures. Dr. Patterson planned to present the practices followed in the Detroit Public Schools, and to indicate places where -mailer school systems might want to make changes- His presentation could be consid ered a ''model" for a school fallout protec tion shelter program. I am sure that you who are engaged in -afety education are more aware of the po tential effects of a major disaster than any other group of professional educators. The expression disaster preparedness im plies advance planning. The plans must eon* sidcr all emergencies, encompass all sources of aid, and they must be flexible. Further, tlterc must he a continuing evaluation and ujHiatipg of these plans to assure maximum readiness, efficiency and life-saving potential. Certain simple hut fundamental concepts must be understood by all concerned with disaster relief. For example, it is important 19 1961 Natumal Safety Conorete lo know that refuge in (he appropriate part nur defensive forces are prepared to meet of a basement will afford protection against and engage the attacker. . tomad- es ami hurricanes. It equally if im(ortam to know that this is precisely the wrong tiling to do in event of a flood. "Despite Ihe damage mat we might inflict on enemy aircraft, some of these aircraft would probably penetrate our defenses far Any disaster involves both primary and enough to reteae their weapons. We do not secondary effects. For instance, most people yet have anv effective operative defense tend to associate only high water with a against ballistic missiles, and some of thce flood, and high winds with a tornado or missiles would undoubtedly reach targets in hurricane^ Obviously it is necessary to take the continental United States. In a nuclear precaution* against these primary hazards. attack, several million Americans--perhaps Not so obvious, however, are the secondary* several tens of millions--might be killed." effects of such situations. High winds and water can disrupt communications, causing confusion and panic. Power and light failure can hamper rescue operations. The water supply may become contaminated, thereby spreading disease Highways and bridges may be washed out making evacuation ex Many of the*e casualties would result from the blast and heat resulting from the ther monuclear explosion. There i no financially practical Civil Defense program that could save all of these people from the direct ef fect!. tremely difficult or impossible. One of the major problems in establishing a school disaster preparedness program is the development of a realistic, factual, aware ness of the problem. Many people believe, tor instance, that since their immediate area never been 'truck bv a tornado, hurn:me. flood, or earthquake, it never will. This despite the fact that they may live in a belt However it is a different story when we consider the secondary or delayed effect of a nuclear attack, particularly radioactive fallout It is perfectly feasible to provide adequate fallout protection for all survivors ti the direct effect* A* you may know, fallout results when a nuclear weapon is detonated dose to the ground. Tons of earth and debris are forced which is potentially subject to one or more >ti.-*ters of these types. \n even greater number of people believe `hat the continental limits of this country will never be subjected to nuclear attack. We all of course hope that this is true. However, current world tensions and tech nological developments by potentially hostile world powers tend to make such a belief unrealistic in the next decade. up into the familiar mushroom cloud. These particles become contaminated with radio active materials from the explosion. They are scattered by the winds, especially at high altitudes, and later fall to earth in the form of radiation emitting dust. These particles themselves may or may not be visible, but the radiation they emit cannot be seen. It is damaging to human tissue and can only be detected by use of special instruments. Civil defense is primarily concerned with the protection of the civil population in the event of such a disaster. On August 1 of (his year the Department of Defense as-timed new responsibilities in this field. Two basic protective measures against the hazard of nuclear radiation are distance and shielding. Various hypothetical attack situa tions have demonstrated that few areas of the country would be completely free from the fallout hazard. Further, distribution pat In a statement before the Military Opera terns will depend upon weather conditions tions Subcommittee of the House Committee at the time of, and immediately following, nn t'Jovemment Operations, Secretary of De a detonation. Titus accurate fallout fore fense, Robert S. McNamara, said in part: casts cannot be developed very far in ad "Defending the civilian population of the vance of actual attack. This, coupled with United States against the dangers of thermo the lessened expected warning time reduces nuclear attack is not in itelf a new re the potential use of distance, by means of sponsibility for the department. Our primary evacuation, as a protective measure. reliance is on U. S. military forces as a Shielding against radioactive fallout can deterrent against attack. But if miscalcula be accomplished by placing a large mass of tions. intentionally or accidentally, produce material between individuals and the radia an attack against continental United States, tion source. This principle is incorporated 20 mid College Settu-ns in ' r .Vo*- *t rntructi*'B <f fallout sf rtie-s T**r * *-p*-**-<? r: rl e nation's scien tific *.nd sreriiea! esprrts have agreed that nlJert shelter i 'tw of the not important "emnrfrwfr-* for serrivgj following nuclear attack The Ninoro! Academy of Sciences and the Vnervaa Medical Awiarion have `'"--civ urged the construction of Mich shel- vrv -fore m the Academy's words, "ade.*?** d-wWine the only effective means preventing radiation casualties," and j, adeqtnte technical knowledge to a program of shelter construction." ' **i*He the zone* of blast damage, fallout f-'i' begin to minute* to several hours i'.rr the attack depending upon the distance fr-m ground zero and the speed of the wind*. Therefore, outride of likely target ircn*. there rnav be an adequate period fol lowing an attack warning for the children to err home from ehool and the breadwinner to eet home from work. In the United States there aro over 100.000,000 people who do not live in or near a likely target area. Their primary requirement for survival is a properly stocked fallout shelter; and in most instances there would be sufficient time for the family to congregate in the home shelter or some type of communal shelter before the arrival of fallout. In potential target areas, in the developing iiii*i!e era. the situation is different. Be tween the issuance of attack warning and the actual attack, there may be only time for movement it, shelter, Although a nuclear weapon caa de-trey the heart of a city, a truss or near-iriss must be considered a di>tinct possibility. Such a mis*, up-wind, could also wipe on the city's population. un!e. the eitiBs know how to take advantage of the time following warning a seek pre viously identified and previously prepared fallout shelter For these situations, two or mere shelters are the best solution. This requires not only shelters at home, but shelters at school, shelters within industry as well as commsmy-rype shelters m the downtown or busine** sections of the city. In target arms, the reunion of the family might be delayed f-.r a period of days. One other important fact concerning fall out is vitally imfwrtant from a civil defence standpoint: namely, its radioactivity de creases or decays quite rapidly. Actually, two weeks after attack the level of radiation will have decayed lo 1 ^ 1000th of the level that would exist with the fallout on the ground one hour after explosion. It is considered, therefore, that a two-week shelter occu pancy will be sufficient for survival. In nearly all cases the majority of shelter oc cupants wit! be able to emerge in two or three days, part time at leatt, Thus the idea advanced in the novel "On The Beach," thai the fallout from a nuclear attack would gradually engulf the world and wipe out everybody, is seen to be unfounded. Obviously thi* has many implications for the total school program and particularly afety education. The chool civil defense or disaster preparedne-s program should he twophased. The first i# an action program de signed to protect student* immediately- The second is a curriculum program designed to build citizens who arc and will be competent to live in a world in which disaster survival promises to be an important continuing, and perhaps permanent part of their way of life. These phases are simultaneous programs In the schools and are not nece*anly mutually exclusive. By virtue of his office, tiie chief school administrator is the responsible authority who sets up school programs to protect lives and property. School board policy should explic itly assign him this responsibility. Often times much of this responsibility is delegated. I'm sure this is not news to those who are specialists in safely education. The point is that someone should have responsibility and authority to ettablish a disaster protection organization within the system and to take the necessary steps to assure its operational capability. Disaster protection plans must be devel oped in consonance with those of the com munity'- Protection measures cannot be ef fective unless all public agencies cooperate. In event of nuclear attack the decisions re garding protective actions to be taken locally must be made by local authorities. Thus a carefully coordinated plan for all disaster contingencies is imperative. It should be carefully detailed in writing with personnel assignments and alerting diagrams. One of the first requirements is to de termine the extent and quality of available fallout shelter within each school building. Obviously many of the recently constructed 21 1961 KiithimU Safely Congress buildings will have little if any suitable pro* tection. Basement areas of older structures may provide a surprising amount of poten tial shelter which can be made suitable with a minimum of modification. A building survey might be accomplished by specially trained persons to determine shelter quality in accordance with established standards. The Department of Defense, at the direc tion of President Kennedy, is currently em barking on a vast shelter survey program. This 5* designed to identify, mark and stock available community shelter space in existing building* throughout the United States. This will provide a large number of shelter spaces at the least cost, and in minimum time. The shelter space identified and marked under the federal survey program will also he equipped and stocked at federal expense. The stocking will be on an austere basis, in cluding water for two weeks, food for five days, first aid and medical supplies, radio logical detection kits, sanitation supplies, and tools for exit in emergencies. Some schools may be shown by the survey to have acceptable shelter space, particularly buildings with basements. In other cases near-by buildings may have acceptable shel ter space which can be used by school popu lations. The shetter survey, identification and mark ing program, will get underway in the verv near future, and will be conducted under the supervision of the U. S. Army engineer dis tricts, assisted in certain areas by shore es tablishments of the navy. Details concerning the survey In your area may be obtained by contacting the local district engineer office, Should there be no suitable shelter space in the school buildings or in other buildings sn the vicinity, the plan to be used should he worked out with the local authorities re sponsible for the safety and welfare of the l>cnptc. No one plan will fit all communities. Since the public shelter as identified and stocked will necessitate austere living therein, school curricula could well include psycho logical and social pre-conditioning for such an eventuality. The necessity for people to work together and not panic should lie stressed. It should be empltasized that new school construction rw-ght well Sncorjiorate dual pur pose shelter. A school cafeteria below ground with appropriate shielding qualities make* an excellent lay-to-day use of a shelter area Students generally occupy this facility for only short periods each dav, and the normal cafeteria food storage would serve as a good nucleus for the emergency stock. It is worthy of mention that the school system of Artesia, N. M., is currently constructing an elemen tary school completely underground. Thus the entire building can be used as a fallout shelter to accommodate approximately 2000 people. To the best of my knowledge, this is the first school of this nature in the country. In addition to shelter provision, an ade quate attack warning system for the schoolshould be developed. This must be tied in with the community warning system. The manner in which this warning is received i< not as important as that it be quick, accurate and certain. Care must be taken, however, to assure that the civil defense action signals relayed to the students cannot be confused with other signals, such as fire warning, or the dismissal bell. Within the next year or two it is planned to provide direct warning to homes, schools, offices and factories, by means of the "near'* system. `'Near" stands for "National Emer gency Alarm Repeater." Under this system, a special signal is superimposed on the power di<tnbtmon lines which operate an alarm plugged into a wall outlet. Thus any build ing or structure wiring for commercial power may, at a cost of $5 to $10 each, install the alarm device Every effort now is being made by the federal gorerwnait to expedite the installation of the signal equipment at power stations through the nation. Since attack may come while school is not in session, some school facilities may be de stroyed and others in the same system be left relatively undamaged. Therefore, each school system should make provision for preserva tion of essential records through microfilm stored at an alternate site outside a potential target area, or by other suitable means. Sim ilarly a line of succession should l*e estab lished among school officials to assure con tinuity of authority in tfic event the regularly constituted official or officials are unable to act Consideration should also be given to a student identification program. Identification agists in quickly bringing together the in- 22 School and College Sessions ,tired and their families or ai least in trans chance to survive. This will assi>t measur mitting accurate information in their behalf, ably in avoiding the so-called "srarc ap thereby eliminating much uncertainty and proach." anguish. Students must also be prepared mentally Emergency group* should be organized to depart from their daily routine' to inhabit .itnong older students for purposes or fight temporary austere facilities, and to adjust to ing 'mall fires, light duty rescue, first aid. the many inconveniences, including possible .imJ radiological nvoitoring. Training of such separation from family, that may re-ult from groups for m<tituti'al protection purposes such a major disaster. The concept that stu can be accomph-hed under the regular cur dents, after saving thetr own lives, can help riculum. but their operational function mu*t look after the needs of others will assist in 1* under competent faculty direction. keeping them busy, thereby focusing their The foregoing represents a few guidelines that must be considered in developing a school protection program. This very limited treat ment serves to point up the complexity of attention away from thetr own troubled nuntion. \t the secondary level new and more com plex items may be introduced in addition to such a program in addition to outlining the the safety aspects. I should like therefore baric considerations involved. to provide a few limited examples for con The second phac of a school civil defence sideration. program is embodied in the curriculum. Civil Social studies might include the study of defense in itself does not encompass a pre-. ideological differences of governments os o ctse body of academic knowledge. It does, basis for present world tensions; a study of however, cut across tnanv curriculum areas. community agencies and how they as a part ; At the elementary level the principles and concepts introduced mut be within the level of understanding of the particular age group, this principle has always been recognized .ind followed by safety educators an'4 there of government would function in emergency; an exploration of how weather affects fall out distribution pattern*; and an examina tion of population trends and how* they af fect vulnerability, as well a* survival chances fore represent* no departure from standard fn science the study of protective measures practice. against chemical, biological, and nuclear war These student* should become familiar with the disaster plan* of their school and fare is appropriate including effects, detec tion, monitoring, and decontamination. community. They should know the warning Home economics can include a study of a signals and what they mean and also the balanced emergency diet, special technique* nature of Conetrad (WO or 1240 on the of emergency mass feeding, emergency sani Standard AM radio dial for emergency in tation measures, as well as emergency home formation). They should understand that nursing. shelter affords the best protection against Similar appropriate activities should be fallout, and where the ctosest shelter i lo earned on in health, language arts, voca cated. Necessity for stocking certain extra tional education, and of course throughout supplies of food, water, etc. in the shelter is the safety education program. a necessary understanding. Elementary first Institutions of higher education can also aid is a further practical area of instruction. incorporate even more specialized and techni ' In addition to knowing what to do in case cal principles. It is imperative for instance of a disaster the educational system mu<i that all future architectural and engineering also strive to develop appropriate community graduates understand the principles of attitudes. Manv parents exhibit concern that fallout shelter design and construction. Emer civil defense instruction will develop a fear gency casualty care poses some difficult prolu nr panic complex in the minds of youngsters. tems with which medical and nursing educa It is my opinion, however, that many chil- tion must contend. Family welfare, control ( dren today are more aware of the realities of vf delinquency, and prevention of criminal ! nuclear attack than are their parents. I be ,tcU during periods of emergency are a part lieve therefore, that the subject of nuclear at nf sociology and or public administration. tack can be approached on a calm, objective, Emotional reactions associated with disaster laris with the attitude that there is a good situations Is a suitable subject for psychology 23 1961 Xatitmci Safety C> n^r,'jj Tliesc few example* <crve U j"imt up some of the actions necessary to accomplish the complex 1a*k which faces us. The federal government has provided some assistance in this area. Approximately 15,000 sets of radiological detection instru ments with cumcnlun guides have been dis tributed to high schools and colleges nation* wide. This was designed to provide science teachers with the necessary tools to incor porate radiological defense principles into their curricula. Further it provided a geo graphic distribution of instruments which enhance a radiological monitoring capability in event of emergency. A federally subsidised civil defense adult education program is currently operating tn 15 states. To participants in this program, a 1.2-hour course in personal preparedness in the nuclear age is offered through existing adult education facilities without charge \ number of national professional educa tion organizations have developed, published, and distributed "support" publications for their membership. These publications indi cate endorsement of the civil defense educa tion principle by the organizational leader ship. They also provide recommendations for participation of local membership to further ihi effort. The V. S. Office oi Education, Depart ment of Health, Education, and Welfare, is lurrently preparing civil defense curriculum material for student study in the areas of secondary school science and social studies. These materials should be released shortly. These are a few representative samples of actions undertaken, but the list is by no means exhaustive. As you know, President Kennedy has in dicated that there is a definite need to >trengthen and accelerate the total civil de fense effort. His active support and the posi tive steps he has taken have stimulated na tional interest immensely. It is expected that considerable additional federal leadership wilt l*r evident very soon. The nuclear age necessitates re-examina tion of the total educational program in terms of adopted protective measures and additional curriculum concepts. Planning and executing such programs for educational instiutions require people with courage, fore sight, integrity, and all the other qualities tint constitute leadership. Through thU agi;rc*>i\i- U-adcrshipcouplvd with proper planning and action, the overall effects of a nuclear attack can l>c minimize*), the majority of the people will be saved and the nation will survive. The whooU have a major rote in this preparedne`s for dia*tcr vou and 1 hope will never come. Following the talk by Mr. Fred P.ramlinger the following talk wav made by th<` chairman. Dr. Frank Dennett (in sum mary) : It is rather interesting to note that when the program was developed a year ago, little hd we think of the importance of civil de fense and the associated problems. However, vie must admit that Dr. Patterson, cliairman, and his committee made good use of the "costal ball" and planned the program, knowing full well that we would have t<> meet and discuss this very important subject. For more than thirty years, the philosophy of safely education, as expressed hy the late Albert Whitney, related to greater and better adventures for safe living. Today, our phi losophy has changed to teaching of safet> for survival. This last summer, as a reserve officer, 1 spent two weeks is Alabama ukiny a refresher course in chemical, biological, and radiological warfare exercises. With this background. I feel more prepared and confident in trying to explain some of the concepts with respect to fallout that will t* mentioned. Wt understand from Dr. Clifford Drawnell that we must all get accustomed to the fact that life at the present time, and in the future, will always involve risk and inse curity. For a long time people were not con cerned because they knew that no one would "leave this world alive!" However, with the scientific advances in recent months, Shepard and Grissom have accomplished this feat. From nuclear bombs we get effects irom blasts, heat, radiation and fallout. The ci ted* on buildings, grounds, and population vary according to the height of the target blast area. The Civil Defense Agency ha- assumed that its greatest contributiun can be made to saving of lives and property through preparation and planning in areaoutside the direct blast are*. This usuall) includes the area outside-of a zone with a radius of 15 to 20 miles. In considering every type of protection, the Civil Defense Agency agreed that it could save Uic greatest number 24 School j'td C'llfOf Scui.iiit of lives, with the -malle^t expense of money ind effort, through the u*c ot fallout shel ters. Those in the blast area would be af fected immediately bv blast, heat, and radia tion; and very little could be done for those who are unfortunate enough to be in these target locations. But outside these areas, where the tremendous blast m the bomb would suck up many thousand* of tons of dirt and debri, they would J< subjected radio-active materials which would fall the ground as tiny particles. The fallout would not occur for at least an hour, depend ing on distance from the target area, wind direction, speed, weather conditions, etc. With this amount of time, if advance prep arations have been made, there is every ra vin to believe that all could survive. In planning for ihe meeting today, I thought I would like to share with }ou vimt of the impressions of our people with respect to this important problem. Recently, f clipped statements made bv various people when they were surveyed with respect to certain questions pertinent to the problem. Take for example this que-iion; "Has your family discussed a fallout shelter*" The following are the an*wer given by three or four of thoc surveyed: One housewife said: "We've discussed a fallout shelter and come to the agreement that when the warning blast sounds I will take the children to the basement of a school a few blocks away. I wouldn't want to 'pend two weeks in a shelter by myself." One man said : "We've talked about fallout shelters, but that's as far as it has >one, I've instructed my family in the event of an attack to keep calm and do what they're told by authorities. Like everyone He. we know* we should have a shelter, but by the time we got around to doing some thing it'd be too late," One woman said: "To discuss a fallout shelter just never occurred to us. In fact, we don't even ".ike to talk about the possi bilities of needing one Well never need one, and those who are building shelters are bet ting we'll have a war, while I'm praying we won't. You know, tike an insurance policy." Another man said: "While I think ibere's a need for fallout shelters, where ran you build one in the city? The people living dose and in the dty will just have to take their chances; and from what I've read about fallout and explosive force, even fall out shelters wouldn't do much good." To a second question--"What would vou do if you heard the air-raid sirens wail steadily for 3 to 5 minutes?"--the following anwcrs were given: One man said: "Well, I tell you what l would do. I'd run. That's what I would do. And no one would see me stop until I hit the nearest corner tn the deepest hole of the nearest building. F.ven with all this pub licity civil defense is getting now, people in general still think they can duck a bomb like in the days oi World War 11. They don't realize that, man, this ain't the same bomb. A little old steel helmet on your head is not going to help you. that's for sure." Another man replied; "Ha, I've got it alt figured out . . . ! hope. 1 live near the Pat- etson Park swimming pool and the locker rooms there are underground. Pretty good idea? But, then again, I would probably be in the Court House if the sirens started. I've been there for more than 23 years, but f hope I'll never have to ue the basement here. Yes. it just *ecm a shame we even have to think about precautions like this, it really does." .Another person said . "If it happened while I was 10,000 feet up tn the air (I'm a stewardess), I suppose I wouldn't even know about it. And maybe it would be better that way. My employer has not given stewardesses any instructions on what to do in case of an attack, as far as ! know. But you know, it seems a Utile strange for civilized people to even talk about how to protect themselves and survive in case of mass extermination of the human race. Who knows? Perhaps we won't have to wait for another Ice Age after all," Another said; "If I was driving. I would pull over to the side of the road, light a cigarette, and think about the incredible stupidity that brought the whole mess about. Take shelter? Who wants to live in a hysterical world when men start throwing super-bomb* around with millions of inno cent men, women, ano children as targets * Mot me. I think some people won't be happy until 'the bombs start falling anyway. I visited Hiroshima and that grim reminder is a silent galierv of horrifying pictures and exhibits. It makes me sick to my stomach when I think it could happen again." 1961 Xali^nai Safety Congress Another aid: "Me? I'd try to get right into a shelter, that's what I'd do. And I wouldn't stop running until I was under ground in a basement someplace. 1 think shelters are a good idea tf bombs start flying around. but I guess people will de pend upon basements for the most part." To the question: "In view of the step-up in civil defense education, do you favor mil defense in the city and county schools?" the following answers were received One man replied: "Yes, 1 believe cull de fense training ts necessary. It might be best given in some additional program in the schools. It should be made impressive, how ever, to it carries ever from the school en vironment to the time outside school. Civil defense training is a definite necessity espe cially h times such as these. It is necessary. I think. Another replied; "Definitely, civil defense should be taught in the schools. Children today need to be aught the things necessarytor their protection as soon as they can absorb it. As long as the world situation continues as bad as it is now, children need some son of instruction in civil defense.** .Another replied: "I think it should be part of the child's training, but 1 don't know that it should be part of the curricu lum, as such. It it*s taught in the classroom it implies that a large number will attend, that it is pari of the format educational program. It might best be implemented as an auxiliary to the regular school program." One man said: "In these times a program of training for children certainly is needed, if onlv to enable them to look out for their own safety. It seems to me that the school ts the ideal place for civil defense training (o be given to children. It could perhaps be made part of outside activities or taught right in the classroom. Some sort of train ing is definitely needed in any case; if the sctiools can't or won't do it then it is the duty of parents to do it." Another replied: "Yes, in this day ami age I think civil defense training should be given in the schools. With Khrushchev screaming about a new bomb, every child should at least know what to do in case of attack. It should be taught at least from the high school age up. After all, they are the coming generations of this country.'* In the area of civil defense education, at 26 least, most people seem to agree that our schools should accept this challenge and in corporate civil defense as part of a child's safety education program. I would also like to share with >ou a letter that was sent to our superintendent oi schools. Dr. George B, Brain, by the president of the Baltimore Teachers' Onion. This letter, somehow, was reproduced re cently in the Congressional Record by Con gressman Ryan of N'cw York because of it* interesting pnmt nf view. Because of time, I will rend only several paragraphs that have interest for us today. The following is quoted "Vigilance concerning the welfare of our children ts of first importance. How best to protect them t* the concern of all citi zens. Teachers have perhaps been more jealous than most citizens in cooperating with civil def . -e m the past. While guid ing students in r-raid drill-, crawling under cafeteria table*, taking cover on cement cor ridor floors a la World War 11. many teachers have felt the futility of such methods of dealing with the H-bomb." We teachers, who will share with our pupils the "vecuntv'* of these method*, are convinced that the building of fallout shelters is no improvement. We call your attention to ilie statement m his report to Congress of Secretary of Defense McNamara (The Sun, August 2. 1901 > that fallout shelters are good onlytor cities which do not suffer direct hits. It is generally agreed that in case of war, Baltimore will be a primary target. The recent articles on civil defense in The Eveninff Sim demonstrated that Baltimore could be completely destroyed by- H-bombs with devastation spreading for many mi' s around. Lethal fallout is equally annihilating. Sec retary McNamara in his report stated fur ther that, "A near miss up-wind from a large city would still wipe out the city's whole population, leaving the city undamaged. "But in the nuclear age. our children's physical safety can no longer be achieved through the physical means of steel and concrete. Knowledge, intellectual ability, and creativity in dealing with the new demands of a new age are the only ways of protect ing our children's bodies. It is these ca pacities of the mind which desperately need SV/tu.'f mid C- Uegt .SVjrf.-ux io-tenng and which cannot be fostered by building bumb shelters. "Unly by achieving quality education fur .ill our children---only by providing adequate i in>-room space, reduced class size, and fully quahived teachers--<an we realistically meet the nuclear challenge Those who hope to depend cn l**mb shelter* are dreaming m the past." It i* iniere*tiny t note that in the area in' traffic safeti. it i* difficult to get people '< understand tliat they might get hit by t ear when they cross treet* improperly. In fact, vnu may note that on wet days they do scamper across because they know thev can get wet--but the fact that they ni'ght get hit by a ear--this is considered .in impossibility! You may remember that several years ago. in Connecticut, they had a strong drive, the theme of which was "SLOW DOWN-- SAVE. YOUR LIFE." The drivers did not `low down, and lives were lost. But, when they changed this to "SLOW DOWN-- \ND SAVE YOUR LICENSE." thie was for real," and drivers did slow down m -nve their licenses and ai*o their lives. In ihc are* nf nuclear warfare, while most people are certain that they won't be hit bv a car, each and every person is convinced tliat the Ivxnb will blast off directly over his hea<!. We know that there are not rmttgli, at the preent time, to strike at all ihc target- the cnemv would like to "knock out"; yet the hysteria and alarm has reached proportions where each and every person feels that there i a nuclear bomb with his name on it! This leads me to say that "what we don't know can't hurt us!" We heard earlier that the two Important factors in fallout are the concentration of radio-activity and density of barrier*. The best means of protection, of course, is "just not to be there." Therefore, every effort ts made to have as much material between yourself and the outside world--considering all other hazard factors. \V have heard many time* that we should he prepared to stay in shelters two weeks. This i* a pos sibility; however, the concentration of radio- .wlivity may be low, or the decay rates may ! rapid, so that perhaps ten MO) hours or 48 hours may be all that may be required to stay m shelter areas. Children will not have to -.lav in the highl) protected areas .it! the time. They can move -nit to make use of toilet facilities, cafeteria facilities, and others, for short periods ot time. Information will be sent via CONELRAD. giving the amount of radiation and suggest ing safety factors so that school authorities may make decisions as to whether children should be dismissed or retained in school; whether they may be permitted to go out side for short periods of tunc, etc, It may be perfectly reasonable fnr sclioot* in one part of the state to evacuate, and in another arc* in the direct path of radiation, chil dren will be kept at school. Tltis will be our "wav of Inc* for some time ahead. School authorities -Iioiild pre pare and plan a civil deien-e procedure fur their own school*. These plans should be checked with the local civil defeme authori ties, and then the information should be sent to parents so that they may know <!ic schools* procedures, and make the necessary plans for all situations as far a* possible. Those living in large cities or major in dustrial centers, may take some comfort in knowing that "Mr, Khrushchev and Company" do not have sufficient bomb* at thi* time to "knock out" all good target area*; nnd therefore it would seem that hi* first choice would be knocking out our rctahatorv capacities. Tht* would include the ,**tr:itegic Mr Command base*, missile base*, and other installations of a similar nature. Mr. Ronald Patterson, of the Detroit, Mich., public schools, read an outline of the Detroit school disaster plan and then con ducted a general audience discussion on school civil defense. Among the topic* dis cussed were; (I) the proper name for a civil defense drill, f2) system* of communi cation for various alarm signal*. C3> wltat to do when the a*crt sounds. Mr, Brantlingcr concluded the dn-custioii with this advice each school should have a disaster plan that is tailored to its special needs; the plan should be designed in close cooperation with local civil defense authori ties, 27 HOW THE SAFETY COUNCIL MANAGER AND SAFETY EDUCATION SUPERVISOR CAN COOPERATE IN THEIR ACTIVITIES A PANEL DISCUSSION Remarks of G. Ernest Bourne, manager, Utah Safety Council, Salt Lake City, Utah. Coupcrati'-n, a* our dictionaries and the saurus** tell u*. means, among olher things --partnership. Certainly you and I are part ner* in our mutual objectives- As such, (here t a deep obligation tor us to sliarc our ideas, resources, and information. To do lids we need rwo-wny communica tion ilh each other, All too often the safety education supervisor and safety council man ager don't even know each other exist! I can't tell you. for example, who, if there is one, is the safety education supervisor in the San ,fuan school district down in ihc southeast part of my state. By the same token, he probably does not know me. And that'* too bad. both ways. But from a professional standpoint, we are both missing the boat, ami I will explain why. First, lie i' missing out m maintaining possession of much valuable local safety information and access to safety educational resource materials and mining aids that could be put to good use. Secondly. I am missing out in tailing to secure optimum outlets for the safety edu cation program of my organization. These two failures, involve a great many things too numerous to elaborate upon, but by the two ot us getting together, we could discuss them in considerable detail. One of these things that would l>c proper to discuss when the two of us got together would be elements of system thinking and methods, and the timing of certain pro/* eels or activities. One can save a lot of wheel-spinning by doing so. In this busi ness of safety there are many complexities which involve inter-agency cooperation and use of varied resources. This interlace of interests and knowledge of who i* best equipped to do or assist with a project is often familiar to the safety council man ager. He is therefore a useful man with whom to work. I'.y nutnU-r-l-tp in the National Safety Council, the vrirty education supervisor h.i access to, >>r should have, the outlines and teaching guide* ,tntf other materials wc council managers find in nur Chapter li braries. These contain excellent suggestions and ideas to incorporate into classroom teach ing. Failure to use them for reference pur poses woud simply be plating the old os trich trick again. Close liaison should also be maintained with the local or regional FTA safety chair man. They in turn are usually in touch with the local or state safety council. Willi this chain of communication added participa tion in the National Safety Council Honor Roll program could be stimulated. Frankly, 1 think this is one of the finest and most appealing contributions in the entire safety program relating to the schools. As a coun cil manager, l will not be satisfied until all the schools in my state are enrolled because of die many things this program embraces and means. The safety education supervisor can and should make a real ef fort and contribution in this- The safety council manager is ready and eager to be ui help to him. Closely related to this is the need and i slue of gathering accident data involving school children. This is done by use of the standard student accident report forms and summaries. Far too many schools, in my observations, fail to use these forms. The result is often poorly directed sifety programs that miss priority targets. Be cause of this, it is only natural that some school officials are cool to otherwise needed cat'ciy programs in the school. Your safetycouncil manager would be glad to help here, too. Once the routine of setting up the ac cident gathering program is accomplished, it is not an undue burden. Overcoming inertia to get it started is the problem, it seems. But this is a fundamentally im portant part, it would appear to me, of a wtfetv educator's job. 2S Sehnol and CfHeaf irwinnr rite schools, ami particularly the safety .ilucwtion supervisors, should make it their business to and out what the priority needs in their area are relating to traffic safety. This can be done by asking city officials wltat findings and recommendations relating the schools arc contained in the Annual Inventory of Traffic Safety Activities for Ins city. If die city i not participating in this program, help get it to do so. After Ascertaining wiiat die priority needs are, oiler assistance and cooperation to the city officials is carrying out the Inventory rec ommendations. The safety council manager, on die other hand, out spur his organization to lake die developing ami promoting -iinv l<-;ist*tinn. Frequently we have observed that school people will unilaterally propose and try to get bills of a school safety nature through the legislature. Usually sucii efforts fall fiat on their face. We saw this happen at this year's session, and m other year*. The reason is not necessarily th..t the proposals themselves arc faulty, indec t some of them are good. But legislators are often prone to view with a jaundiced eje pro posals coming directly from school people. Our legislature, at least, sometimes is that way, as they have trouble enough with school financing problems leadership 10 sponsor, or assist in the de On the other hand, mea-ures tli.it are velopment of. regional and statewide youth proposed and supported by (he state safety -atety conferences and seminars. These pro organization and the fiosentor's Oliicul vide opportunities for the students to de Traffic Safety Coordinating Committee haw velop interests and activities that have broad a considerably better record of sucres*. chain-reaction effects- They also identify problems, projects, and programs tlial can tiave community-wide impact. Tlius, if school satety educators and offi cials would review their safety legislation needs with the safety council and other Ttiesc conferences and seminar* will sug simitar agencies well m advance oi the gest and assist in development of student legislative session, more success would be safety committees or councils that have possible. Not only that, sometimes even the many worthy objectives and possibilities original proposals could be improved upon Tile safety council manager should always so al to enhance not only their chances have on hand a supply ot the National Safety but avoid, mistakes that, if enacted, would Council student safety kits. These can then have to be corrected at the next session. be issued to a school, oa request. We only We have seen that happen, too! t*ue them in this manner because first we do not wish to force anything upon any one, and secondly we couldn't afford pro miscuous distribution oi tliat kind. As a close observer at trie total acci dent problem, 1 am acutely conscious of ihv urgent need for reducing and eliminating accidents in the home and its immediate These student safety committees would environment As driver education lias a car then, in turn, find it useiul ami desirable ry-over effect upon the parents, so too can to affiliate with or form u statewide youth hortie safety stimuli brought home from >afety association, and the national associa riiool by the chud. This, oi course, can tion sponsored by the National Commission be done in many wajj. One of the most ior Safety Education. helpful tecnntques is to provide the student So much has been written arid said about tiie driver education program that l am going to pass over this area with but one comment See that your school's training cars are equipped with seat belts and that the students use them. It's a good habit to get them addicted to! High-school stu with a simple home safety check-list, Tiie satety council can provide such a check list. This should be taken home, with in structions on how to get the parents help in completing it, und bringing it back to orhool for summarizing and brief class dis cussion. dents are not the only ones needing driver education. So if there is a move on for adult driver education, cooperate and as sist in such an undertaking. There is much in be done in this area of need. We have had considerable experience in 1 am not suggesting that this is primarily a school responsibility because it is not. But I do mean that the school can not close its eyes or mind to things outside the class room, or areas not directly related io it. We are told tliat safety is a way of life 29 /<V/ S'ati.ital Staffty < .tml crrtainlv tlie echo'd is one >>i the m.tin.prtngx m developing (his. But equally important, in (he same manner (hat an employer wants his worker on the job every day, so does (lie teacher want hi* student in class. Students are all ton frequently prevented from such regular attemiuice because of the stupid but prevent able mishaps that occur in the home and its surroundings. The sight of an eight-year-old boy in hare feet or tennis shoes steering a rotary power mower around the tawn never falls to chill me. This, .mil hundreds of other hazards that attention could be attracted to could prevent mishaps that would \e thousands of child-hours in the classroom over a school term, I am sure. In closing. I reiterate that a close working partnership between us can and will produce mure success in our mutual objectives. We cannot delegate to other vaguely-identified people our chores and responsibilities. By each contributing his part the end-product will be better schools, a better community, ,md certainly a happier and more profitable lire for all of us. LOCAL SAFETY COUNCILS By HAROLD COX Mr. Howard 0x. ot the lVtroit. Mich. Traffic Safety Association, briefly outlined the Detroit program. The Detroit Associ ation works closely with the schools and tite local police. The schools have an ex tensive safety education program, with a patrol group in every elementary and junior high school and the largest high scitool driver ethicalion program in the nation. The Traffic Safety- Association supplies some safety education instructional material to the schools, works closely with the street and highway department to plan safe rouln to and from schools. In addition, the Detroit Traffic Safety Association brings the satety message to tiie general public through the use of com munications media. Mr. Cox played a tape of "Showcase," a radio program on safety that is regularly aired by station WGRX. Mr. Cox concluded lus presentation with a short question and answer period where specific problems were discussed. .Mr. W. ). Danforth, manager of the Fort Worth, Texas Safety Council de scribed their school program as a "coor dinated effort to prevent and reduce acci dent*. Each school has a safety committee that regularly inspects areas such as school crossings and lunchrooms for accident haz ards, as pert of a "Green Cross for Safety" program. Every six weeks, each school re ports to the safety council. After 10 succes sive t<? (icrind* a gold cup is awarded to the school. To aid in school safety education pro grams, the safety council and local organizations have supplied over 150.000 pieces of material to the schools, including appropriate vivual aid*. In conclusion, Mr. Ibnforth commented on the program's success. He says that it has resulted in a carry over of safety praclice* into the home and community. Last year, the school system reported only 2J0 student accidents and 969 days lost due to accidental injuries. Mr. Forrest Gaines, managing director of the Greater Baton Rouge, Li, Safety Council, opened his talk by stating that a pro gram of proper cooperation between the schools and the local safety council ts of major importance to a full scale community >afetv effort. A school-safety council coop erative program that is conducted in the pioper manner can have the (ratal single impact on the total safety of the community. It is important that the council be informed of school policy and that the council abide by it in all association with the safety supervisor. Through cooperative planning, the supervisor can define major needs ami indicate the types oi assistance which the safety council can tender to the schools. fn discussing the Baton Rouge program, Mr. Danfortii emphasized that all plans ( j 1 j \ j < j i I l j I [ j 30 School and College Sesjtmu are made cooperatively. For instance, when *ne school principal mentioned that patrols needed more recognition, the safety council promoted a plan whereby on Monday and Thursday of every week, one school patrol group appears on a local television program. Among other activities, the council also -npplics (he schools with saiet) lesson out lines for the teachers, and has set up a imperative plan for promoting the National School Safety Honor Roll. Opening hts remarks, Mr. Albert Phillips, executive director of the Greater New Haven, Conn,, Safely Council, stated that the New Haven council has a particularly hliicult job because the city school system lias no coordinator charged with responsi bility for safety education. To compensate (or this Uck of supervision, the council has worked with n committee of principals in formulating plans tor safety education programs. At present, no School m ihe state of Connecticut has a coordinated program. In New Haven, the council has been working to convince schools of the need for safety learning. Although the schools do have patrols, fire prevention programs, and some participation in the National School Safety Honor Roll, thev have done no work in accident reporting. The council has partici pated m formulating a system-wide curricu lum change that will include safety educa tion as part of class work, and is working with the vctiools to >ct up a complete program of accident reporting. HOW THE SAFETY EDUCATION SUPERVISOR AND THE LOCAL SAFETY COUNCIL CAN COOPERATE IN THEIR ACTIVITIES Hr HAROLD F LILLIE Dir.-Secy., Safety Council of Greater Lansing, Mich. Since its organization in 1939, the policy of the Safely Council of Greater Lansing Iu been u support the official agencies it g<----nmcnt, responsible for the safety t our citizens, through public educatton programs. Wc would like to present two significant examples of the cooperation between our council and our schools, that has resulted in the knowledge that "we have one of the (inert school and child safety education pro grams in this nation." Hack in the early days of die organisation of our council, %ve altered our r'opniien to the local boards of education and toumi that safety education materials and teach ing aids would be welcomed in all of our public and parochial schools and would be used in every way possible, it the safety council was willing to buy or produce this material. \t that time we did not ltave a saicty director nr supervisor as such in our local system; however, a local high school faculty member was acting as safety supervisor for the schools, and doubted in brass for the satety council as chairman of our School Safety Division. This gentleman was eventu ally given full departmental status and made director of safety for the Lansing Public Schools and is still chairman of our School Safely Division. Probably many of you have heard of him or worked with him in the national School and College Section pro grams. I refer, of course, to Lewis K. Clark. Because of Lew's work in the public schools in Lansing as director and his interest in the total child and school safety programs which involve all of the public and parochial schools in Lansing, East Lansing and Ingham County, in the School Safety Division of the safety coun cil, much has been accomplished in our service area. So great i> ttw value of the safety edu cation materials available from the National Safety Council--both as a teaching aid in 31 IVtit Xahanal Safely c ,*i>/ri'ss (he school* ami as it is carried home from the schools--that, at the present time, our council purchases and distributes, cadi mnntlt, to 126 schools administrators, de partmental directors, and to teachers, the following quantities of N.S.C. school and college safety education materials: U5 subscriptions monthly to Safety Education magazine 2-350 Lower Elementary and 1,530 Upper Elementary Safety Lesson Units, monthly 140 Secondary Safety Lesson Units, monthly 685 Elementary and W Secondary fosters, monthly 10 subscriptions monthly of the Safe Driver magazine for driver education instructors It has been our policy also, outside of the materials mentioned above, to supply on re quest additional materia!* that are asked tor by departmental directors for use in special programs. Some of these are: school safety Are packets, fall proof pamphlets, safety education reprints shop safety, school shop safety poster packets, food service safety check lists and safely education data sheets such as Safety in the School Lunch We know the value of the wide-spread use of this material, and can report to you that business, industry and government who support the Safety Council of Greater Lansing, are only too happy when we re port on the expenditures we make from our budget, for the school safety education ma terials that have proven of such worth in our area. Another valuable example of the coopera tion between the official education agencies of government and our council, comes about through die programs designed by the School Safety Division, cJiaired by our school safety director. This division, made up of public and pa rochial school administration, departmental heads, elementary and secondary faculty members, and enforcement officials from laming. East Lansing and Ingham County, plans and design* and writes pamphlets, booklets; flyers and brochure*. These pub lications are act only used is our schools as teaching aids, but are distributed through the schools. P.T.A,`s and other dub groups through our Womens Division, and arc earned into some 50.000 homes in our serv ice area. This type of material is printed and pro duced in the safety council office and is specifically designed to meet the needs of cur citizens wherever a potential accident hazard is apparent, or wherever a need for greater safety education m a specific field is felt. As an example, in our City of Lansing, we have some 8,000 licensed bicycles--We Iwlleve there must be a like number of un licensed bikes--There was much concern cm die part of parents, teachers and enforce ment officials over the bicycic problem in our area. The result was the writing and production of 100,000 pamphlets "What Every Bike Rider Should Know." which has been used during the past three or four years in the schools and homes of our community. Some ot tile others that have resulted from this program, and made similar use of, are: Wise Walking Pamphlets, Hunting Safety Blotters and Bookmarks, A Message of Importance To Parents on Rainy Day Safety, Safety Hints for Christmas (Re prints from N.S.C. pamphlet). Winter Fun Pamphlets, The Child In Lansing Traffic Book (annual edition), Lansing Traffic Rule* (for driver education classes). City of East Lansing Traffic Law Digest (for driver education). The Talking Hike Scripts, What Every Operator of a Power Laws Mower Should Know, A Guide for Elementary Teachers (safety education book). Squirm the Safety Bookworm, Traffic Safety Placemats. Green Pennant Posters, Stop - Look - Wait - Walk (screen door stickers). Both Lansing and East Lansing have been three time winners of th America's Safest City Award. We are unable to evaluate how much the cooperation of the safety educa tion supervisor with our local safety council has helped us in gaining this recognition, but by all standards, we know, we are doing everything possible to assure the greatest degree of safety for our >oungsters in the schools and in public places, and to give them a strong background of safety education to meet their needs for the future. 32 SV/i-/ ni t- *.-rti.>i# STATE LAWS FOR SAFETY EDUCATION By JAMES F. NIHAN Dir. ol Safety Education, State University of New York, Albany, N. Y. The purpose ot this study was to evalu- lie existing safety education laws and regu'-uionx and to make recommendations lor heir improvement. The Jaws were compiled (`tom official statutes. The regulations were abstracted from state education department publications. Forty-eight states have legislation and l' have regulations affecting at least one major phase of safety education. None have legislation or regulations pertaining to all piiases. Several stale education departments ti'c the iaws in lieu ot regulations. Evacu ation drills are covered by law m 54 states by regulations in nine. Twenty-four states have laws regarding driver education; 15 have regulations. General `ifety education >- included in the laws of <25 states, in the regulations of 14. Fire prevention education is legislated in id states but covered by regulations m only one state. School safety patrols are provided for by law in 12 states, by regulations in four. Statutes providing ;<ir traffic safety education were found in 11 iatc*. regulations in only three. Civil leien>e education is affected by legislation three sates, by regulation* in five. Six tales have laws dealing with education in '(rearms safety. Many laws fail to provide flexibility for local initiative and adaptability. There are conflicting standards among the states and within state* Many codes are ambiguous as to authority and responsibility. Several dates' regulations arc hortatory rather than regulatory. The laws and regulations identified were abridged and the major provisions refined into separate evaluation instrument* A panel ot seven state education administrators evaluated the proviion> m the instruments and applied to each item a qualitative rat ing of Excellent, Good, Fair or 1`oor, The judges favored exiting regulations over laws. They accepted more prescriptive de tails in the regulation-, but confidently criticized excessively prescriptive <<r inor dinately permissive item*, .V quantitative value was applied to each of the four evaluation terms. To be rec ommended. an item required two-thirds of the maximum value attainable The follow ing recommendations reflect the fundamental principles contained u> the 26 legislative and 49 regulatory items which qualified. Safety education taws should; I) require all schools to offer instruction in the several pluses of safety; 2> authorize state education de partments tu regulate the details of such instructions; 5) authorize the expenditure of school funds for safety instruction; 4) ...old prescribing the details of safety in struction; 5) not mandate (hat non-educa- tiunai agencies participate in, regulate or wntrol education function*; 6) refrain ir<*m providing special financial support for certain phase* of saiety instruction and. 7) not involve the schools, directly or in directly, in the granting of licenses or permits. Safety education regulations should: 1) establish the basic, framework within which school districts may adapt safety instruc tion and, 2) provide uniform minimum standards relative to granting credit for -aiety courses, time devoted to saiety in struction. distribution of safely education funds, grade level* for such courses, and the extent of participation by non-educationa! agencies. 33 /9rt/ Xiitwnai Safety < <>m/r,-ti THE SAFETY EDUCATION PROGRAM OF THE PHILADELPHIA PUBLIC SCHOOLS By DALIBOR W. KRALOVEC Dir., Div. of Safety Education, School District of Philadelphia. Philadelphia. Pa The 1`rublem and tlx S'eope The main purpose of tin- *iul> wa tf. describe aml analyse the *afet> V.lunhwi program ni the Philadelphia public schools. This involved four problems: I. to trace the early development of safety education in (he Philadelphia public school*, 2. to determine the present status of the program, 3 to develop an evaluation questionnaire for Phil adelphia based on national, state; and local recommendations and standards, and 4. to evaluate according to the evaluation queslionnaire the present status of the safety education program of the Philadelphia public schools. This study dolt primarily with the in structional program of safety education in the Philadelphia public school*. Kmphasis is placed on the organization and administra tive phases of the program. Evaluation of the program U based on the evaluation ques* tionnaire for Philadelphia developed In con nection with this study from national, state, and focal recommendations and standards. The need for safety education in the mod ern world is everywhere apparent if one reads the newspaper accounts and pictures of mishaps in traffic congestion and other liazardous conditions; and in the statistics of accidental deatlu and injuries in the home, at school, in play and recreation; with fire, in work, and in numerous other situation*. The critical need for safety education in a large metropolitan city such as Philadelphia is especially acute because of the extent of exposure to hazards. Stack and Elkow point out that "In a world of constant change, objectives cannot i*e set for all time." There was need, there fore. to study tlie safety education program of the Philadelphia public schools to see that it was attuned to the facts and the times. No recent comprehensive study or analysis of the program has been made. The need for a study of the type projected here was evident from a review of previous research studies in safety education. These slu-lies are primarily of a broad survey nature. The present -tu-lv i Wis'-*1 give a detailed analyst* of the ,* --;**--v vitety education program of the jrubhe schools. It may be. in aj-L:, -r means of stimulation and insp^aii-ji: * communities in the organ.cation ui*i i*traiion of viral and adequate satet- *: bon plugtarns. The safety education program i f t* adeiphia public schools has -votvJ considerable period of time. There a;;**.*"to be a need to ascertain direction and ; '*ent status of the program. Thi- vv.dv > addition, should be of considerable >iur the improvement of the safety ed*> a-- program of the Philadelphia puhlie v- Method of Inrestigatum General reference* ui the irci wi re^r^r. methods and terhraqurs and spwsne -a ter, research refercoco aod Studies indicated in the bibliography were consulted. Special attendon was devoted to doctoral studio in the field of satetv cdocacxm. Bochgroutni for this study was developed over many years through a study of tlie literature ui safety education and long-time -ervire m safety work. Historical Aspects of the Study Chapter IV of this dissertation. *\\ Hi-' tory of Safety Education in the PliiL<lel|hia Public Schools from 1818 to I960.*' un written almost exclusively from pnnurv source materials. A study to discover ref erences to safety and safety educati<i un made. and statistical report* from the m: perintendent's office were culled for refer ences to safety and safety education lo cally published educational magazine- were consulted. Additional sources of informa tion were early manuals, courses oi <iu>!v, reports, bulletins and letters contained m the files of the safety office of the scho>-! district of Philadelphia. Personal interview * with leaders in the safety movement in Phil adelphia helped to fill in gaps in the printed material. Careful notes were made from sources of imiteriul* indicated. Tlie data 34 Sffiaol and College Session* `Ai-rc arranged in a chronological sequence tu give the story of the development of afety education in tlsc Philadelphia public ~*hoola. The evaluation questionnaire for 1'hila- .eiphia was specifically developed for use ~ ftody to serve as an evaluative in- -jiu for the safety education program ih* whoofa and a* an administrative de* .* -Xi thought and activity in the - fO#* ie safesy committee of tlie Phila.etptw* ywbhc schools prepared a short j.ery ebaefc 5* tntmded for distribution to ceacipals &*caghout the Philadelphia pubs It was called "School Safety wrni for the Principal and His Staff " tv q^esttosmatre was never distributed to c school*. It was used in this study as a urtag poet and basis for the development i the evaluation questionnairc- Thc first plan for the evaluation question naire for Philadelpliia consisted actually in the development of four questionnaires along the line* of the original "School Safety Di agnosis for the Principal and His Staff." The four questionnaires were designed to ascertain the reaction oi administrators, teachers, parents and pupils to safety and to the safety education program of the Phila delphia public schools. An -attempt was made to have all four questionnaires similar in construction and in general items in order that reactions of die four groups could be compared and summarized in a significant manner. Several months were spent n the develop ment of these questionnaires, but they were eliminated from the study because they at tempted too much and the) were ton general n nature. It was decided to concentrate on xez questionnaire directed to the principal _-. the administrator of die school. A single mprehcasive questionnaire seemed to have ,-,-sibtliue* tot coverage of a variety of -ufety areas m a much more detailed. petrie and objective manner. The evaluation questionnaire for Phila delphia, then, follmved the general plan of the original "School Safety Diagnosis for the Principal and His Staff.'* The questiocmaire developed for this study, however, was considerably enlarged and was made more specific and objective than the original questionnaire. The qiie.*iionnaire was aug- mealed ami changed i imhidc elements trom national, state and !i\d standards for oifctv education together with numerous items which teemed (lartieuhirlv appropriate to the Philadelphia situation. The question naire considered five areas, namely: 1. General organization and adminis tration. 2. School plant and grounds. 3 Instructional program m safety. . Community relationships. 3. Evaluation. The questionnaire was revised a number of times in the light of suggestion made by the sponsoring committee and a jury or ex perts in safety education and by an informal pre-test of the questionnaire by a limited number of selected principals. In early April, 1939, the questionnaire was mailed in duplicate to all Philadelphia public school principals with a covering letter iront the superintendent. Kesponxs were checked against the distribution hat tor completeness oi the returns which were requested to be returned by May 15. 1949. In view of the official nature of the questionnaire and its covering letter, little difficulty was encoun tered In securing a one hundred per cent return. The principal and his staff were requested to answer the questions m terms of "So," "Partly," or "Yes," or "Slightly," "Moder ately" or "Extensively," and they were en couraged to make explanatory' remarks on any pan of the questionnaire. In view of these directions several methods of tabula tion were considered. It was decided that a liand rather than a machine tabulation would meet the needs of this study, since only a part of the questionnaire response was numerical in character. As a first step, the questionnaires were -orted for ease of handling them into the right administrative districts from which they came. Returns from elementary* schools, junior high schools, and senior high school*, including vocational-technical school*, were veparated within the district returns. Blank questionnaires with a "No Response" column added served as forms to tabulate the numerical return* from the question naires. Explanatory remark* were taken verbatim from the questionnaire* returned from each of the administrative districts 35 I'?6I ,\ otionat Safety C ongr.-js and thc.*e were i.rgatuzcd in term* of the Inc major uren* owered in the <|iic*nunnairc. The handtonk hi liie whuni district of I'liiladclpliia for I'lott li-ied the following whool units as of September 1959; TABUS i NUMBER OR DAT SCHOOL UNITS Senior High School*.......................................... if Senior-Junior High Schools............................ 2 Vocational-Technical School* ............,.......... 3 Junior High School*................... 2* Elementary Schools ................................. ]m KMldential School* ............................... I W It) addition, twenty-two elementary school annexes were maintained and attached or ganisationally to other schools. Six of these annexes were considered by the principal to be sufficiently different train the parent school to have questionnaires submitted sep arately for them. A total of two hundred fifty-four questionnaires were returned and used in this study. The conclusions consisted of interpreta tions of the most important findings pre* -ented in the summary. Recommendations were offered for improvement of the safety education program of the Philadelphia pub lic schools based on the findings of this study, in term* of the possibility and desira bility of constructive practical application to actual situations of at least some of the con clusions, and in terms of the need for fur ther research or study. Nummary of Historical Development of Safety Education f the Philadelphia Public Schools. 1. Twenty-five important communications were found in the early journals of the Hoard of Education concerning general "physical hazards" between the years 1875 ,nd 1908. 2. Twenty-five important communications were found in the early journals of the Hoard of Education concerning specific "fire escape" needs between the years 1875 and 1907. i. Safety patrols were established in Phil adelphia in 1914 by the Philadelphia Rapid Transit Co. Safety patrols were officially approved as an integral part of th plan of instruction in February. 1925. 4. Safety patrol operation, except duties no school grounds, was suspended from 1929 to 19,11. In May, 1931, the superin- tendent of schools was authorized and di'cvied to organize school safety patrols in ivrnnl.oicc with section 510 ot the school Uw* of Pennsylvania. Safety lalrols have ntwrated continuously since that time, from 1*>3I tu the present time. 5 Safety education became an established part of the curriculum oi the Philadelphia Public Schools in 1932 with the issuance of a "Syllabus in Safety Education." 6. The Philadelphia public school detente committee which was organized in 1941 im mediately after Pearl Harbor became the forerunner of committee organization for safety in the Philadelphia public schools. 7. The driver education program was in stituted in the Philadelphia Public Schools in September, 1950 by the Board of Public Education. 8. The safety office in the driiuun us physical and health education of the Phila delphia public schools was established Lv of ficial action of the Board of Public Educa tion on July 10, 1951. 9. Safety education was centered in the safety office, division of physical and health education, from 1951 to I960. 10. The division of safety education wav established by action oi the Board of Public Education at its meeting on July 1 I960. 11. The division ot safety education began its official operation on September 1. I960 Summary of Present Status of the Safety Education Program 1. In 1960, there were more titan 6.000 safety patrol boys serving in the public schools. 2. la 1960, a new safety patrol manual was issued for pilot study in a number of schools throughout the school system. 3. In I960, there were 34 full-time teach ers in the driver education program tcacliing approximately 4.000 studous to drive in a fully approved state-standardized program. 4. A new course called "Resource L`nit Outlines for Safety Education in the Ele mentary Schools" was issued few pilot *tudy m 1959. 5. No independent time allotment was provided for safety education at the ele mentary or secondary school level in the Philadelphia public schools, except in driver education. 36 School and College Sessions * Approximately 30 written safety com.'utirauons were issued to the schools each 'if. At least one original safety flyer was ,rii.|rd h> the Philadelphia public schools h irar to carry a significant safety mes ..r tn attractive way to students and ents. .* Ail Philadelphia public schools received : each month of Safety Education mag,'oe oi the National Safety Council '* The traffic safety program of the Philletphia public schools was supplemented by r iull-rime services of six traffic officers f't the Philadelphia police department. :0 Philadelphia had a force of 720 . not school crossing guards. II. Bicycle safety was a regular part of Wety education program. 12 Railroad safety programs were of Ted b> the major railroads serving Phila- ;hta. 13 Eire safety regulations were spelled .: in administrative Bulletin No. I en*'cd ' Fir* Safety in Schools." 14. The ore safety program of the Phila!elphia public schools was supplemented by : e fdl-Ozac service of three firemen from v e Philadelphia fire department 15, Safety in the home received emphasis the school program. 10. The playground safety program util ised many of the safety personnel and serv ices offered during the regular school year >afety program: the safety patrol supervt*-r; six police officers assigned to the pe destrian safety education program; three Bremen assigned to the schools; and the services of numerous community agencies, including the automobile clubs. 17. The schools were active in the civil defense program. 18. Supplementary-tvpc program* included afe handling of dogs, kite flying, soliciting rides, and port tours, 19. Safety conferences such as teen-age conferences, bus driver's safety institutes, and coordinator's conferences were held as a regular feature of the safety education program. Summary of the Evaluation Questionnaire I. Teachers and/or safety patrol sponsors were designated as safety coordinators in mo-t Philadelphia public schools. Vice prin cipals were given this responsibility in a nurrler of secondary schools. 2. \ committee comprised of the safety <.o>-rduuior and other staff members assisted witi: the school satety education program in 76 f<r cent <>t the schools. 3 School* achieved balance in the safety education program in more than 94 per cent oi the schools by including safety in all areas of the curriculum, using a variety of generally-recognized valid methods and ap propriate aids and involving ail personnel. 4. Approximately 97 per cent of the shoots declared that they eliminate safety hazards by encouraging cooperative group action, reporting hazards to proper authori ties executing an appropriate inspection plan, and following up on complaints and .-uggestlons. 5. Eighty-nine per cent of the schools checked with the staff each school term on the rules and regulations contained in Ad ministrative Bulletin No. 1. "Fire Safety in Schools," safety information ind suggestions contained in the safety file and directions to the custodians. 6. Ninety-three per cent of the schools made known fire and defense procedures to faculty, children and parents through such means as oral communications, written com munications. and drill exercises. 7. Ninety-one per cent of the schools dis seminated information contained in safety communications from tlic Central Office through such means as assemblies, faculty meetings, special communications to parents, suggestions to the coordinator, bulletin boards, special safety projects, and through evaluation of the program. 8. Seventy-eight per cent of all the schools had the "Course of Study in. Safety Educa tion-Grades One to Six" available for teachers' use. Ninety-two per cent of the schools reported that they have safety pamphlet*, booklets, or books available for use. Ninety-six per cent indicated that audiovisual aids arc available for teachers* use. 9. Eighty-nine per cent of the schools de clared that they had organized a school wide system for the use of Form KHV 51, Record and Report of Accident, and 82 per cent said they have organized a school-wide system for the use of Form M 98. Record 37 W6I Xatumal Safely Lunyress ot Illness and/or Injury. Eight)'eight per rent asserted that they followed up accident reports. tO. Student safety groups were organized in the schools as follows: 33 per cent had school safety councils; 89 jr cent had school safety patrols; 87 per cent had indoor safety guides; 26 per cent had junior (ire patrols or departments; 38 per cent had civil de fense messenger service groups; .and 74 per cent had sanitation or good housekeeping squads. It. Schools claimed thru they checked regularly on the proper functioning of stu dent safety groups as follows: on the street. 90 per cent; in the playground. 89 per cent; on the school bus, 44 per cent; and within the school building. 94 per cent. 12. Seventy-six per cent of the schools stated that they used the literature and serv ices of recognized safety agencies in or ganizing and planning the safety program of the school. Approximately 90 per cent used the booklets, pamphlets, potters, flyers, and magazine* of such agencies. 13. Eighty-eight per cent of the schools made use of Safety Education magazine by circularizing the magazine among faculty members; over 60 per cent reviewed articles and used the lesson outlines; 12 per cent claimed to write for the magazine. 14. Schools generally reported moderate provision of In-service safety education for -tall members. Approximately 80 per cent mi' die schools reported the u*e of resource jtersons and participation Its safety meeting* and divussions. 13. Eighty-nine per cent of the schools reported moderate to extensive provisions for acquainting new teachers in the school organization with the safety education pro gram of the school. 16. Ninety-seven per cent of the Phila delphia public schools reported that they in structed (he staff and students to live in a safe environment 17. Ninety-five per cent of the schools in dicated inspections of the school plant and grounds in order to eliminate hazards such as slippery surfaces. loose plaster, unsafe furniture and equipment, broken glass, de fective pavements, steps, and blocked pas sageways. 18. Ninety-seven per cent of the schools .levinred that they took precaution* to - iliat all exit doors are unlocked and ur-.' Mructed during school hours. 19. Approximately 96 per cent of t.- *eh**ilt revealed proper ue of "butlf <r` -afetv features of the school building st.> a* janic bolts, fire door*, handrails. ar. alarm systems. 20. Sixty-seven per cent of the sch<* noted that they have studied the traffic to., on stairways and in corridors. 21. Schools reported on the question > taking special precaution* to insure *ttf. in special areas as follow*: 41 per cent. r. shops: 39 per cent, in home economic room*. 33 per cent, in science laboratories; 42 p* cent, in cafeterias; 73 per cent, in auditori ums and stages; and 92 per cent, m g)rnasiums and playgrounds. 22. Ninety per cent of the schuoU *bo*c tliat they checked with the custodian to ter that an adequate inspection ior hre and tuuards was made or (he buiMing 1 grounds at the close of each day. 23. Eighty-six per cent of the scm* rr corded that they have made plans and guards to meet common neighbor!***! K*. ards. 24. Over 94 per cent of the schools r*. ported that teachers and parent* observe children for unsafe behavior o that tl emay improve planning, instruction. upcrt: *km. and environment factors in safety. 25. Approximately 83 j<er cent of :: - schools indicated that they have diagnose*: moderately or extensively, i)*c school ace: dent report to determine what can be d* r.-. to reduce accidents by improving the safes* factors in school activities, curriculum, su pervision, and environment. 26. Eighty-two per cent of ihe vcbo..Jfelt that they developed the judgment and maturity in their pupils which would enahlr the students to arrive at the wisest way t*deal with the safety factors in any situation 27. Over 80 per cent of the school* stated that they instructed pupils in the safc-i routes home. Fifteen per cent of the school* reported that they do not instruct pupil* on the safest way home. 28. Approximately 84 jer cent of the schools reported moderate or extensive op portunities for pupils in the safety program to assist in the purposing, planning, organ- 38 School and College Stsrimt i/iHU. administering. practiomy:, and surveym,i ut the program. 2V. Eighty-five pc* cent ot the schools ,,ave evidence of teacher use of a wide varivt\ "i safety activities in terms of pupil ired* appropriate to the developmental level t me child. .at. Schools declared that teachers encoura.-ed children to participate creatively i..!ImUx: 81 per cent by initiating projects ..i their own; 82 per cent by writing original -.icty plays, stories, and poems; 94 per cent I,v drawing or painting posters; and 62 per .t'tti by conducting needed surveys. .11 Over 80 per cent of the schools de. Ured that their safety programs afforded |.|H.ruiniiie* tor integrating safety activities tu the subject matter areas. .52. Approximately 90 per cent of the ,'IimmK asserted tlsat their safety programs in. htdol traffic, school, home, playground, -,re, *e3*rm;d. and civil defense safety. ,.V f Ker 90 per cent of the schools afdial they took advantage of the op- ---rtttmtie* offered by special events such as -loLti-, emergencies, vacations, and special trite* 34. A high percentage of seltools used a ...rift* of media in be safety program. Ninety-nine per cent used posters, 84 per vent u*ed dramatics, 72 per cent used origi nal writing*. 97 per cent used assembly pro- 90 per cent used safety patrol activi ties tW per cent used bulletin boards, and f>4 |r cent used slogans. Twenty per cent mi the schools revealed tliat they have not u-cil original safety writings. ,53. Schools reported that they plan for *,<iet) with tlte staff and community in a <-operative effort. Sixty-eight per cent hold -ufety meeting* and discussions. 76 per cent Ilob! home and school meeting*, and 87 per cent u*e community resources and agencies, Kiiiy-six per cent cooperated in and/or sponsored conferences and campaigns. 36. Approximately 90 per cent of the schools indicated that they did not sponsor mr-Ii community activities as courses, fo rums, and debates. Approximately 30 per cent revealed that they did not sponsor disiiiS'ion* and plays on safety. 37. Over 90 per cent of the schools pro- niMietf an instructional program of pedestrian -,u`y which included observation of traffic iMutrul*. tiltcilieiice to trallic cumrol person nel, u*e of javemem*. ;u*l ulcrtm,-** for turning cars. Eighty |>cr cent of the schools had pedestrian safety instruction on safest routes home. 38. Approximately 60 per cent of the school* nude systematic attempts to inform parents of pre-school as well as school as* children of safety habits through special meetings, written communications, distribu tion of ufety materials, and information on available safety services, J9. Approximately 75 per cent of the schools declared that they promoted a pro gram on home or out of school safety by means of written communications, meeting* and discussions, and distribution of safety literature and provision of speakers. 40. Approximately 30 per cent of the *clioclj affirmed that they informed parent* of regulations governing automobile loading and unloading and request parental coopera tion. 41. Eighty-four per cent of the schools recorded that they cooperated with com munity efforts to prevent accidents during holidays and vacations by making playground space available. 42. Approximately 90 per cent of the schools asserted that they fostered the build ing of Informed public opinion and the de velopment of public support for program* designed to make the community safe for children and adults. 43. Ninety-one per cent of the schools reported that there are fewer accidents. 44. Eighty-right per cent indicated that accidents are less-serious as the result of the safety program. 43. Eighty-four per cent felt (hat there were fewer near accidents. 46, Ninety-one per cent evidenced safe liehavior on the part of the children. 47. Ninety-one per cent of the schools as serted that they cooperated with other groups in safety programs. 48. Eighty-five per cent of the schools stated that fewer complaints are received. 49, Seventy-nine per cent of the schools believed that more commendations are re ceived for sate practices. 30. Sixty-five per cent of tlte *chools re ported tb.it they are li>terl in the National Safety Council School Honor Roll, 39 I9<il Motional Safety Congress Conclusions 1. While much attention was given to (lie physical structure and condition of school building*, according to the early journals of the Board of Education, the matter of in* adequate fire escape facilities appeared to dominate the evidence. 2. Safety patrols have played a significant part in the safety education program of the Philadelphia public schools since 1914. 3. The instructional program in safety in the Philadelphia public schools made its first steps as an organized program with the issuance in 1932 of a "Syllabus in Safety Education." 4. World War II gave considerable im petus to the safety education program of the Philadelphia public schools. 5. The driver education program which was started in 1950 has expanded consid erably. 6. Guides and/or courses of study in the Philadelphia public schools made use of spe cial techniques such as Integration in the various subject areas to provide time for safety education in the school curriculum. 7. Many safety communication?, safety materials, safety services and resources were furnished to the schools. 8. The safety education program of the Philadelphia public schools featured a wide variety of safety activities. 9. A number of school-year safety' educa tion programs were carried over into the summer playground program. 10. Safety conferences formed a signifi cant phase of (he in-service education of teachers and other school personnel. 11. Safety Patrol sponsors, safety coordi nators in each building, and driver educa tion teachers were key persons in the safety education program of the Philadelphia pub lic schools. 12. As a result of the safety education program, significant effort was made to eliminate safety hazards. 13. Considerable emphasis was placed on fire ami defense procedures. 14. A high percentage of use was made oi safety communications, instructional ma terial and services and resources furnished to the schools. 15. Accident reporting constituted a sound basts of the satrfy education program. 16. Student atety activities played an important pan in the program. 17. The Philadelphia public schools gave a high degree of attention to the safe use of school plants and grounds. 18. The instructional program in safety appeared to be comprehensive and used a wide variety of approaches. 19. The evaluation questionnaire for Phil adelphia seemed to indicate only moderate individual school efforts in community re lations in safety. 20. School personnel generally felt that the safety education program was achieving its purpose Recommendations As a result of the findings and conclusions drawn from the body of this study, the fol lowing recommendations arc made: 1. Complete files of historical materials in safety education should be kept so that these materials may be readily available for subsequent reference and research. 2. The safety patrol manual, issued in 1960 for pilot study in a number of schools, should be revised ui the light of suggestionreceived and should be prepared for printing. 3. Driver education should be continued and expanded in order to reach all students of legal driving age. 4. The new course called "Resource Unit Outlines for Safety Education in the Ele mentary Schools" issued for pitot study in 1939 should be revised in the light of sug gestions offered by the schools and should be prepared for printing. 3. Time allotment for safety education in the curriculum should be considered for ele mentary and secondary schools. 6. Additional financial resources should be sought to support the distribution of original safety flyers which meet the needs of die Philadelphia situation. 7. The safety education program of the Philadelphia public schools should be con tinued and expanded to meet growing safety needs. A study should be made of staff needs in order to implement an expansion of the program. 8. Safety conferences such as the teen-age traffic safety conferences, school bus driver's 40 School and College Sessions v.niety institutes, and school safety coordina tor's conferences meet a real need and should be continued. V, Items from the evaluation questionnaire for Philadelphia developed for use in this study should be examined one by one by those responsible for the safety education program in the Philadelphia public schools to ascertain possible areas for improvement m the program. 10. School personnel should be encour aged lo contribute to safety education maga zines and other media of public information. 11. Research of the informal and formal types in safety education should conltnue to be encouraged. A few re-earth projects for suture consideration might include: Development of improved curriculum -.nudes in the many areas of safety educa- nun including driver education, vocational aiety education and science: Creation of new approaches and materials in safety education with special emphasis at the junior high school level; 5ludy of the influence of safety education on the lives of students in terms of the de velopment of safety attitudes and the meet ing of civic responsibility; Development of an employee accident pre vention program to a greater degree than 1* presently in operation; Determination of the direction of the fu ture development of the safety education program of the Philadelphia public schools as a whole or in its various facets to in clude new developments such as air safety, boat safety and other safety needs as they CASE STUDIES OF ONE-CAR ACCIDENTS INVOLVING YOUNG DRIVERS Br RICHARD W. BISHOP Asst. Prof.. Highway Traffic Center, Michigan State University, E. Lansing, Mich. The purpose of this study was to de termine who was being involved in one car accidents, hote and why they were be ing involved, and what implications the find ings had for driver education and improve ment To accomplish this general purpose the investigator worked through the follow ing specific problems: 1) to prepare case studies of selected one-car accidents in volving young drivers, 2) to determine com mon characteristics or combinations of be havior, conditions, and biographical factors in ihec case studies, and 3) to develop educational content and technique based on an analysis of the Individual case studies tnrl the cases viewed collectively. The population studied consisted of drivers tinder 30 years of age involved in one-car tfcidenis in three central Michigan counties during a three month period in 1939. In formation about the accidents and the drivers was obtained from police accident reports, interview* with the drivers, visits to the accident scenes, state driver licotse records. and school records. Aid from one college and two high schools was obtained to help determine effective procedures for using traffic accident case study analysis to achieve driver education objectives. One hundred twenty-four driver* were interviewed out of a possible 133 drivers involved in the type of accident being in vestigated. Interviews with eleven drivers could not be obtained because the driver lived too far away or refused to be inter viewed Five interview cases were eliminated when the information supplied by the driver proved to be unreliable. So 119 cases were ultimately used in the study. With few exceptions these 119 interviewees were co operative and seemingly uninhibited in dis easing the accident Common Characteristics and Comhtitattons of Factors Related to the Accident Each individual case included from 2 to 12 factors which appeared to relate to the accident Most individual cases included 41 1901 .Yu/newf Safety L'ungresx driver, v chicle, and environmental factors. underlying factor* which prompted the "trig In only one case did (lie driver seem to ger" event, speculation replace* certainly. Ik a victim of circumstances. Alcohol, worry, fatigue, or poor altitude 7 he accidents tended to occur within i\ mite* nf ilic driver's residence (67 per cent); at night (69 per cent); in open coun try (65 per cent); on a straight road (60 ivr cent) ; on highways of asphalt or con crete mnMniction (77 per cent). Subsequent uunrmation will *lniw other environmental may be present as a circumstance, but the condition may or may not be a cause. The biases of the investigator toward accident causation further complicate the process > trying to identify objectively and accurately tite factors which contributed to the acci dent. This study was not exempt from the factor* related to the accidents. problems and limitations expressed here. The ratio of men to women involved in the accidents is 4 to I which is identical in the male-female ratio for alt accidents m Michigan during 1959. This ratio is not consistent with the male-female ratio of Michigan drivers under 50 years of age which is 1.8 to l.1 However, these figures do not consider the driving exposure rates tor the sexes. Women reported fewer miles driven than men in this study, but the in formation appeared to be too unreliable for any accurate comparison. As planned, each acadent was studied a a "whole." Case studies were prepared from a view of the interacting driver, vehicle. wl environmental factors. An accounting system was developed to determine how frequently each of the accident factor* oc curred. A subsequent step revealed the nto-i common combinations of factors. Each ac cident was classified according to the fol lowing prominent human errors which di- . rectly precipitated the accident: 1. .Asleep or blackout--18 cues. Fourty-tour per coil of the subject* com 2. 1 hstraction--J6 cases. pleted a high school driver education course. 3. Perception--judgment errvr (6 ca~c- Two-thirds of this group were under 20 v,-nr* of age while only two of them were m the 25-50 age group. This condition made 4. Passenger fell from vehicle--t ca-e-. 5. Lack of skill in backing--l e*< it pnimic** to compare the driver education The distraction cases were further cla--i -.roup with the others. Analysis of driving record* revealed: 1) that the subject* reported to the interviewer an average of 2.00 accidents while die of ficial records showed a 1.76 average; 2) twenty-six per cent of the subjects, alt men. Itad accumulated from 5 to 20 vio lations, or at least J within the last year; ,U torty-one per cent of the drivers had tin previous accidents, but none of these were men in the 25-29 age group A study by Siebrcrht and others* con cluded that 1 out of t4 women drivers and fi out of 10 men drivers under JO years <1 age have an accident record In this investigation more than 1 out of 2 women and 2 out of 3 mot had as accident record tied under pre-occupation, passenger dissrx non, and distraction within or outude titvehicle (non-passenger). Specific error* un der the perception-judgment category tr dude misjudging approach or critical ipeed to curve, misjudging surface and skill errur. misjudging critical speed on straight slip lery surface, overdriving jperception dis tance. and misjudging position of which Three of the passengers who fell fnen the vehicle were children, and the ftxinh wa a teenager attempting to ride on the hot-! of the vehicle. Underlying human factors, vehicle defect- and highway and traffic engineering di ficiencies were related to the direct causedescribed in the preceding paragraph. before being involved in the one-car acci Human factors which appeared in at tea*: dent investigated. 20 per cent of the cases reviewed were- Numerous factors combined to create each of the traffic accidents in this study, and 1) alcohol; 2) unsafe attitude toward speed; 3) emotionally upset or excited; 4) fatigue: frequently one of these factors stood out 5) in-a-hurry; and 6) popr corrective action. as an obvious cause. For example, the The only vehicle defect appearing in more driver "fell asleep," "reached for a cigar than 5 cases was "smooth tire*" How much ette," or "exceeded the critical speed on this deficiency contributed to the accident ,i curve." However, when one looks for it highly speculative. 42 School and College Seatons Highway and trailic engineering defect.-. .ipIKMrcd m 44 per cent of the cases, with "defective surface" accounting for almost oitc-haif of tlic*c defects. Other engineering detects were: I) inadequate or detective -boulder, 2) curve poorly designed or marked, roul J) exceptionally narrow road nr bridge. Table l 'hows the number of times each <f the underlying factors appeared with more direct causes of the accident* Fatigue .md alcohol appear prominently in the '.I'lcep" accidents, and emotional factors -how up in 22 of the J6 "distraction" cases. The most certain conclusion seems to be that alcohol, attitudes, emotions, fatigue, etc. Mii contribute to almost any direct cause. The interview data were reviewed for l<.ickground attitudes and emotional prob lem* which *rcmcd to relate to the indi vidual's driving behavior. Attitudes which ippeared mn*t frequently were: 1. Fatalistic attitude toward chances of .indent imuIvcmcnt--JJ per cent of the vases. 2. Lnrealistic attitude toward own driving diility--22 per cent of the cases. J, Hostility toward traffic law enforees'em-- IJ per cent of the case* Twenty-six driver* had a history of nervdisorder* or emotional instability, and l' of these subjects were emotionally ujshim prior to the accident. .Iteult'nt huslystt Try-Out in Driver Education Clajset Representative case* were selected to use >n two high school driver education pro gram*. Top priority was given to those ease* l-est demonstrating that the .tccitlem could liave been avoided if the driver Iiad |Ki*'e**cd Accurate information, different altitudes, bettrr control of his emotions, or improved 'kill. Furthermore, the case- -elected in volved drivers near the age level ot those who were to analyze them. The two high school teachers involved did n t use the same technique in pre venting the cases to the students. Teacher A divided his class into small groups and gave each group a different case. The students analyzed the case within their group for caues and preventative measure*, and then each group reported it* composite and in dividual conclusions to the class. Eight cases were analyzed in one period. Teacher B requested the students individually to ana lyze each of eight cases and write their conclusion* This required more than two class period* The same evaluation form was administered in each school. Both students and teachers responded favorably to the accident case study analysis as a learning experience in their driver education classes. The specific learnings mentioned most trcquemly. and those the students felt would help them become better drivers were: !) the importance of attend- (Sued or interview data and visits tu the accident scenes) Related factors Hireef Causes kJ < e-- J TM > SJ--5 Asleep ..................................................... IS S54 4 14 35 1 11 Stack out........ ..................................... 3 0 0 0 I 1 20 01 6 Distraction t non-passenger) .... 14 4327310444 Detraction--passenger .......... IS 003811173$ Preoccupied *2137351757 Misjudged speed--curve ............. i7C474<20iicg Misjudged surface--skill error ..I* Misjudged peed--straight slippery surface .......... . 12 2 9 3 $ 4 3 OJ* 6 7 227324Q74* Overdrove perception distance .. JO l 75-2 13 1527 Misjudged position ........................... 6 2 ( 3 I t 0t 32 4 Passenger fell from vehicle ..... 46600010227 Improper backing................ .. 10001000600 Total case* ................ tt* 27 ift 37 4 40 2S 9M3CS3 (<* of total cases) .......ilOOrt)<2S%>U5<*><31'*M3ttK34%)(21S4> (1%) (56%>(*>t44<',ti 43 IfXil Xatit-mal Safety Congress inc and adjusting to road and weather con ditions, 2} the importance of avoiding dis traction* which take a driver's eyes off the road, 3) an understanding of driver er ror* in emergency situations, such as skid ding. driving on the shoulder, etc.. 4) the nerd tor intelligent interpretation and judg ment in operating a vehicle, and 5) the danger of driving when emotionally upset. The** factor* happened to be highlighted m the *iecle*l cae* If the teacher desired to Mm' the effects of fatigue and alcohol r other factors, he would choose cases in which these factors were involved. The students permitted to analyze the -av* in small group* and then report their findings to the entire class rated the aeetknt analyst* technique higher than the stu dent* who wrote their individual analyses *<t each ease. General Benefit* suggetted by Mr Try-Out ot Aretdmt Analysis tm Driver f dueation Clatter 1. Studying actual accident cases focuses student attention on the "crucial learnings" needed by drivers to operate safely and efficiently on the highway. 2. An accident rase may involve impor tant concepts from all the traditional units of driver education instruction. Integrating and relating the concepts around a foc.nl point, the accident, tends to establish a meaningful learning experience. 3. Students learn that most accidents in volve more than a single cause, and that none of the factors arc trivial if they were needed to create the accident 4 Teachers discovered that accident case* "triggered** group discussion which helped students to clarify their beliefs, attitudes and understandings of concepts involved in the accident. 5. Students felt that the accident analysis experience helped them develop the ability and desire to recognize accident-producing situations and adjust accordingly. 6. Accident analysis shows promise a* a way to modify and evaluate the interests, attitudes, knowledge, and thinking habit* of students. 7. Based on student reactions, one *>f the greatest values in using accident case studies for analysis appears to be in pre paring drivers to react correctly in enter* .tency driving situations. 8. In summary, this technique seems to integrate content in a meaningful, vital ami interesting way; placing emphasis on crucial learnings needet* to survive on the modem highway. Selected Accident Report Data on One-Car Accidents m Two Differ,nt Three-Month Periods A comparison was made between the three month period of this study (OctoberDecember 1959) and the preceding three months (July-Scptcmber, 193d) to discover similarities and differences. Since no inter view data were available from the JulySeptember period, only police accident re port data were used for this comparison. This u a collateral phase to the stud* designed to identify different results one might expect if another three month period were used. Little, if any, difference was found be tween the two three-month periods in the following: 1. Ratio of driver* under 30 years of age to those over 30 involved in one car accidents--3 to 2 ratio in each period. 2. The mean age of the drivers under 30--mean of 21.62 in July-September, and mean of 20"1 in October-December. 3. The male-female ratio---4 to 1 ratio in each period. 4. Locality of the accident--approximately 61 per cent in open country. 27 per cent in a residential area, and 12 per cent in a shopping or business district, in each ihrcc month period. 5. Road characteristics--exactly 49.6 per cent happened on a straight and level road in each time period. Considerable difference was found when comparing: 1. Frequency by light conditions--aco ck nts during darkness 16.4 per cent higher in the October-December period. 2. Surfaces and weather conditions--twice as many dry road accidents happened in July-September compared to October-Decem ber, and it was snowing in 12 per cent of the October-December accidents com pared to no mw in July-September. 3. Road construction--a higher percentage happened on gravel roads in the July-Sep tember period. 44 Schooi and College Sessions \ comparison between the actual fre quency ot accidents for the combined pe riod (July-Dcccmber, 1959) m three age groups--under 20, 20-24, and 25-29--and the expected frequency, if the accidents were in direct proportion to the percentage of drivers in each age group, revealed that the under 20 drivers had 1.76 time* the expected number, and the 23-2*) group had 45 of the expected number, Implieotiont of the Findings for Research When convinced they will he anonymous, young drivers involved in a one-air accident will consent to an interview and freely dis cuss the causes as they see them, They will also reveal their driving records more com pletely than the official record- Since this is true and since a review of 246 one-car accidents over a six month period involv ing drivers under 30 indicated a highly disproportionate number under 20 years ot age, a study of this group alone seems appropriate. The project should aim to de termine the intellectual, physical, physio logical, social and emotional difference* between teen-age driver* with an accidentand violation-tree record and those with repeated violations and accidents. If studied now. aJI the drivers in this uroup would have completed a stale ap- proved driver education course due to the Michigan driver education law which be came effective in February, 1967. This iact would permit the investigator to evaluate and suggest improvements for driver edu cation, ui addition to discovering informa tion on teen-age traffic violations and acci dents. Furthermore, findings of this study sug gest the need for research into the follow ing areas: 1. To determine the differences between men and women in the human factor* related tn neeident causation, so that appropriate educational efforts can be designed to meet these differences. 2, To compare the case study method suggested in this study io other teach ing methods with respect to their po tential for imparting knowledge, modi fying attitudes and affecting driving behavior. NOTES Guraid F. King. The Age Charactemtus of Michigan Driver#. East Lansing, Michi gan: Highway Trade Safety Center. Michi gan State Unirerslty. 1S54 . E. 8 Siebrecht, C. F Schumacher, and A. ft, Lauer. "Accident Characteristic* of Olivers at Various Ace Levels,'' Traffic Safety Research ftevieto, 56 (December. i9S9>. pp. 29-32. A SURVEY OF GENERAL SAFETY EDUCATION COURSES Bj JOHN E. CORBAL.LY Prof, of Secondary Education, University of Washington. Seattle, Wash. Preface At the i960 annual meeting m Chicnspi of the College Safety Education Division of the National Safety Council's Higher Edu cation Section, a work project was ap proved that would have as its purposes (1) collecting of various course and curriculum outlines in safety education, (2) analyzing such course outlines, and (3) recommending a "model*' course outline that might be used as a guide for colleges and universities which are offering safety education for the first time. Out of such a study it was hoped that there would be found many common elements in baste college courses in general safetv education. A committee was appointed in January, 1**61, tn evaluate such college course*, Meml-ers were Lillian C. Schwenk, Iowa State University, Ames, Iowa; Dr William A. Stebbins, State University College of Edu cation, Brochport, NVw York; l>r. Robert T. Bowers, Jr., The University of Georgia, Athens, Ga.; and Dr. John E. CorbaUy, University of Washington, Seattle, Washington, as chairman. This study would not have been possible without the help of Dr. James F. Xthan, 45 Ill'll ,National Safety C^nnrrfs linrinr i<i ^i.n i .Iik ,ui>.ii i.i ilu- Si.ile t'lnvcrol* ut N'i'w \Wk. and Ur licmaril I, Lnft, AiMtfiate J`r.fewr of llealtli and Safety at Indiana University, and members of bis classes. l>r, Xihan' prepared and dis* tribiitet! tiie inquiry form used in the study, and Dr. Loft and hi* Mtxlenls summarized the raw data. Memt<r* of the committee made specific *uggestion* which have been incorporated in the Anal report. /n/rnditr/ii'n---Those who have taught a central basic course in safety education rec ognize that there are many topics that might and should be included, that there is great variation in time that might be devoted to each topic, that various methods can he lived elTectivcl. that many resource persons are available, that the held is rich in audio visual aids, and that all age groups need mvtrurtion in safety. How to prepare pros pective teachers so tliat they will lie equipped to tench and practice safety in the school environment is a continuing problem in teacher education. N`ot all teacher training institutions provide a course or courses in this held, nor do all teachers recognize their legal re*pon.*il>ilitv for the safety of their |ui|4ls. A basic course should be developed in *uch a way to be of value to all teachers --elementary or secondary. It also should have in mind school administrators and pros pective college teachers in this area. Such a course. loo. might have an occasional appeal to college `indents in areas oilier titan teacher training as an elective. \'nt only is there a need for more higher institution* to nfTer work in safety, but it is imjiortant tint there be some uniformity in a basic course as a means of up-grading teacher preparation in safety education. Teacher* who receive their training in one date may teach in another, and to facilitate transfer or acceptability of credit there need* to l<e comparability and equivalency of course ottering to make such transfer pos sible. Many other reasons could be advanced for such a study, hut to tltose working in this area it is obvious that a start such as this one should stimulate further curricular re search and provide an incentive for re evaluating one's own offering using the ttgycMed course outline developed from the data obtained. /'riirrrfgrr--fiarl.v in March, l%0 a letter wa* wot to various colleges and iumcr*itu-throughout the Uniied Slates asking them to forward outlines of their basic courses in general safety education. Respondents were asked to indicate (I) total credit hours for the course; (2) total clock hours; (J) numlgr of minines devoted to each major topic or subject area; (4) textbook pre ferred for the course; (5) recommended references; and (6) teaching technique* and audio-visual aids used. These schools were selected not only by geographical location. Ixit also by the reputation of each institution for having a valid general or basic eour** in safety education. Forty-six colleges and universities sent course outlines and supplied the supplemen tary information requested. Since two failed to give sufficient information, the data u*cd came from 44 higher education institution*. These were well distributed geographically, and included public and private teacher*' col lege*. aryl oriter colleges and universities. It seems fair to assume that this repre sent * a valid sampling for the purposes <>t thi* study. Analysis of the Data Total credit hours for the eourst. Of the 44 schools reporting, 26, or 60 per cent allowed three semester hours of college credit toward graduation. Eleven school* granted two semester hours; two allowed one and one-half semester hours, and one allowed one semester hour credit. The moM common practice wa to make this a lime semester or five quarter tiour credit course. Total rloek hours. There was a wide varia tion in practice as to the total clock liour* devoted to the course and credit allowed. This is shown in Table I. TABLE I Total Clock Hour* Devoted to the (`mir*c in Safety Education Number of ScIhvIs Clock Hours Scmest* Credit 1 60 3 13 50-59 3 11 40-49 3 3 30-39 3 7 30-39 2 2 20-29 2 2 20-29 m 1 tO-19 2 1 10-19 t I 15 2 4A Schoni and College Sessions The range m hours tor three semester credits was from 30 to 60. For two credits the range w* from 15 to 39. Three schools u.tvc three credits for 30-39 clock hours, while seven gave only two credits. Xwubcr of dock hourt devoted to each major topic or subject area. Twenty-three <f the 44 reporting schools supplied infor mation for this part of the study. This time wa* broken down into the following general trea*: introduction, farm and home safety, tire safely, industna! safety, bicycle safety. I>edc--trian safety, traffic safety, sport* safety, winm4 safety, civil defense, legal responsi bility. ami evaluation. The range in time is -Ik-wii in Table If. TABLE If Nmnlr of Clock Hours Devoted to Each Major Topic or Subject Area Range Topic or Area t tnirorjucrion in time I-31 2. 1 \trm and Home Safet y 1-18 3 Fire Safctv 1-6 4 lndu*trial Safety 1-9 3 BSeyrie Safety- t-9 ft. Pedestrian Safety 1-9 7, Traffic Safety 1-18 a Sports Safety 9 School Safety 1-9 1-12 10 Civil Defcn'-c 1-9 II. Legal Re*p><n*il4lity 1-9 12. Evaluation 1-9 Average 7M 4 3 ? 2 2 4 2 A'A 2 2 2 More rirrr . {nt in introducing the ' -iir*c than on any other topic. The average time was almost twice a* much as in the areas of school safety, farm and home safety, and traffic safety. Textbooks preferred for the course. Only tour different texts were used by the 36 institutions replying to this question. Twenty- two preferred Stack and Elbow, Education for Safe Liiing; nine used Florio and Stat ion! Safety Education; three selected Brody and Stack. Highway Safety and Driver Education; while one institution used the Amenean Automobile Association text. Sportsmanlike Driving. Teaching Techniques. Tlte lecture method wa* found to be predominant throughout those iatitution* which reported on teach ing procedures. Other methods used, usually to tipplement the lecture method, and the number of institution* using these arc shown in Table lit. TABLE III Teaching Methods and Frequency of L`*e in Gasses in Safely Education Method 1. Group Method 2. Oral Reports 3 Guest Speaker 4 Class Discussion Outside Written Rct*rt ft. Field Trip* 7, Panel 1 lismssion .T Demonstration Number of Institutions 10 9 8 8 $ 5 3 2 Audit-visual aids and recommended ref erences. Audio-visual aid* used to assist in teaching were many and varied. Those mot widclv ti*ed bv the respondents were: flannel Uard. po*tcr and charts, display boards, tuijU'cti ami model*, magnetic boards, tape recorder*, projectors, slide*, p*ycho.physical testing devices, testing for alcohol consump tion, auto stimulators, brake reaction deto nator test devices, and film. Films preferred by the retort me wlmoU included: Titm Ttile Safety Patrol Anyone At All Pattern for Survival How to Have an Accident m the Home Safety Doen*t Happen Stwrre Dept, of the Army, Giief of Chaplains Wadiington 25, D. C. Cuyahoga Falls Police Dept, City Mall Cuyahoga Falls, Ohio laisy Mfg. Ox, Rogers, Ark. The Coca-Cola Co., P. O. Drawer 1734 Ktlanta I, On. National Safety Council, 425 X. Michisan ' ni-ASft II. III. (Continued > next page) 47 1961 S'atiemal Safety Congress Film Title \lla* the Killer Coal Gas Dancer Sleuths Fire Exit Drill at Our School Industrial Arts: a Safe Shop be Safe at Home !.et`s Stop and Go Safely I'lan to Live When You are a Pedestrian Source Bureau of Public Roads, Photographic Section, Washington 25, D. C Cleveland Automobile Club. 2605 Euclid \vt~, Cleveland. Ohio Convair Motion Picture Section, Dept. 98-80, P. O. Box 1950, San Diego, Calif. Dept of Attorney General Parliament Building, Toronto, Ont. Dept of the Army, Deputy c/* tor Pertonnet, Safety Division, Washington 25, D. G City of New York Department of Water Supply. Gas and Electric. Room 2217 Municipal Bldg.. New York 17. N. Y. Calvin Co, 1105 Truman Road. Kansas City &, Mo. Audio Production*, Jnc, Film Center Bldg, 630 9th Ave, New York 36, N. Y. Calvin Co.. 1105 Truman Road, Kama* City 6. Mo. Some excellent reference matcnals were listed. According to their frequency of selec tion, they were: 1. American Automobile Association, Sportsmanlike Driving, McGraw-Hill Book Company, Inc, New York, 1955, 480 pp. 2. Florio. A. E, and G. T, Stafford, Safety Education, McGraw-Hill Book Com pany, Inc., New York, 1956, 527 pp. 3 Hrody. Leon, and Herbert Stack, High way Safety and Driver Education, Prentice-Hall, Inc, New Jersey. 4. American Red Cross. 5. Stack, H. J, and J. D. Elkow. Educa tion for Safe Living, Prentice-Hall, Inc, New Jersey, 1959. 6 National Safety Council, "Accident Facts," The Council (Current Issue), Chicago. 7. Halsey, The Neat Let's Drive Right, Chicago. Scott, Foresman. 1958. 8. Journal of Health, Physical Education and Recreation, by American Associa tion of Health and Physical Education. 9. Todays Health, by American Mental Association. 10. The Casually and Surety Journal, 11. Seaton, Don C, Safety in Sports, Pren tice-Hall. Inc, IMS. 12 American Association of School Ad ministration, Safety Education. N.E.A, Washington. D. C, (18th Yearbook.) 13, Heinrich, Industrial Accident Preven tion, 14. Tysor, H. ,1, The Fundamental Prin ciples of Driving, Banks Upshaw and Company, Dallas, 1953. 15, Driver Education, New York Univer sity. 16. U-'ho it Liable for Pupil Injuries, by National Education Association. Conclusion--From the information ob tained from the 44 colleges and universities, and from an analysis and evaluation of the cremes of study submitted, a typical or representative basic course in Safety Educa tion Is submitted for consideration. A Suggested Basic Course nf Study in Safely Education !. Total credit hours for the course--3 semester hours. 2. Total clock hours--three class meetings per week, 18 weeks, or 54 class meetings of 50 minutes each or equivalent. 3. Textbooks mentioned most frequently for the course: a. Stack, H. J. and J. D. Elkow, Educa tion for Safe Living, Prentice-Hall, Inc, New Jersey, 1959. b, Florio, A. E, and G. T. Stafford- 48 Safely Education, McGraw-Hill Book Company, New York, 1956. I Content: I. Introduction (Lecture) 7dockhours A. Need for safety education B Nature and scope of the aeeident picture 1. Motor vehicle 2. Occupational 3. Public, home, farm, recreation C. The accident problem--philosophy and principles of prevention it Home and Farm Safety (Lecture, oral reports) 4 clock hr.ur* V. Home accidents l. Annual deaths and injuries 2 Falls cause most fatal home ar. cidents 3, Bums, poisons, firearms rank next in order 4 Cau*e< and related factor* B- Farm accidents 1. Machinery and equipment 2. Animals and plants } Insecticides and pesticides 4, Flammable* and explosives C. Preventing home and farm acci dents D, First aid (See footnote at end of outline) III Fire Safety (Lecture, guest speaker) 5 clock hours A. Nature of Are problem 1. Loss of life: injuries 2 High economic cost .* Decreasing earning power; in creased taxes 4 Causes R. Fire prevention 1. Gasses of Are; Are extinguish ers 2, Learning and understanding a. Chemistry of combustion b. Correct use of matches; smok ing iiabits c Care of defective and over heated chimneys and flues d. Spontaneous combustion; housekeeping e Use and maintenance of elec trical appliances f. Holiday precautions C. First aid School and College Sessions IV, Occupational Safety (Guest speaker, written reports, held trips) 4 clock hours A. Overview ot occupational hazards B. Elements in a complete plant pro gram 1. Machine guards 2. Personal protection 3. Instruction in safe practices C. Home shops D. First aid V, Traffic Safety (Guest speaker, class and panel discussion) 3 clock hours A. Nature of tnmc problem 1. Rural and urban motor vehicle accidents 2. Pedestrian problem 3. Relationship of alcohol 4. Accident factors: age, rision, speed, vehicle defects, weather, and the like 5 Bicycles, motor scooters, go- karts B. Driver education C. First aid \ |. Pedestrian Safety (Guest speaker, demonstration) 4 clock hours \. School child 1. Community-parent responsi bility 2. School responsibility for safety education 3. Some guiding principles B. Student aids 1. School patrol 2. Safety council ' 3. School parking problem C First aid VII. Safety in Swimming and Recreation (Lecture, class, discussion) 4 clock hours A. Physical education; interscholastic competition B. Water activities 1. Swimming 2. Skiing 3. Boating 4. Fishing * C, Individual sports D. Hunting E. Camping F. Vacation Safety G- First aid 49 /*?/,/ Vntional Safety Congress VI n School Safety f(iiii-*t |ic:ikcr, lecture, jrrntip method) (/clock hours ,\ I'kmt 1, Building* and facilities 2. Grounds J. Inspection and followup TV To and from school ), Pedestrian 2- Vehicular a. Motor scooter h Bicycle e. Auto d. Buses ('. Stuileiit activities 1, Fiehl trips 2, Surveys O, School shops and laboratories K. Helation to community program F first aid l\ l-ega) Responsibility (Lecture, ;nie*t `peaker, written report*) 4 clock hour* A. liability i Tearher Z School B. Negligence C. l.egal defenses n Fin.it-'ifeelU-n t, itiMinuire 2. School Uanl E. Student insnra-ice I* Workmen'* compensation X, Disaster Preparedness and Civil Defense (Lecture, panel discussion) 4 clock honr- A. National emergency IT, Riots; demonstrations C, Fire D, Natural disasters E, First aid \f. Evaluation 4 clock hour* A. Class participation B. Projects, panel, survey C. Special assignment* D. Mid-term examination E. Final examination 5. Bibliography. To be built around local. state and regional problems. 0. Audio-visual aids, a* available. manly Incurred In ili uw under Sir or unique to the area of discussion Where student* In the course hat* fe drawn from a particular area of speriai tlon, opportunity should he provided for rusalon of safety problems and their pr* {{no In that area. STUDENT PROJECTS IN COLLEGE SAFETY EDUCATION COURSES Br C. FRAZIER DAMRON Dir., Research, and Teacher Preparation in Safety Education University of Wisconsin, Madison Student project*, onrctully conceived and electeif, provide an excellent opportunity for supplementing the instruction and team ing involved in regular class procedures. They atso pro\ide a motivational environ ment for the specific need* and interests of the student. Both factor* are vital when it Is recognized that one college course in safety allows a very limited amount of lime for teaching content alone, much less the time to provide experiences that will motivate students to be actively involved m developing gf-od safety programs wher ever they are. It i* fortunate, and nece-arv, that we term heavily upon the student*' prevtou* educational background* and exjienences for the general qualities involved m a go*l teacher. However, when it come.* to teach ing them specifically how to teach safety, the thinking, planning, and design of our courses must take into account two major problems. We must insure that students know* and continue to plan and demonstrate good instructional techniques. We must he certain dial we teach, thoroughly, course content and all that this implies. A project, to provide optimum learning 50 Sehflot and College Sessions opportunities, should be selected and as signed on the bans r,f three general cri teria: (I) U i a *|>ccific task involving a scholarly investigation. U) It is an educational experience that requires initiative on the part of the stu dent (J) it *upjdement* or extends beyond the basic course content discussed in clai*. Other question* to le considered when projects are being selected and assigned arc: 1. Does it provide opportunities of learn ing something that tor the student is worth knowing, something to stimulate him to be a better teacher and leader in safety.2 A few suggestions oi projects ot this type arc: plan and develop a filing system tor <atety education, plan a safety program for a particular school, community, or or ganization. identify organizations (local. ute, or national) that are involved in safety activities and describe their contributions, develop a plan for integrating safety into --ejected subjects in the total school curricu- 2. is the project activity of general in terest lo the student and is it related closely to the common activities in which thev ire or will be engaged) For example, an industrial an* major may prefer to do a project relating to shop safety, while s history major might be interested in de veloping the history of the rety program in in* school or state. 2. Dues the activity pertain to the kind ot experiences teachers will have both on ami oil the job. Projects of thi* type could include: the ptanmng and demonstration of ,i TV program nn the values of a good uiety program, an outline of the function* and value* of safety committees in the --IiomI or community, or a senes of fiveminute speeches planned for groups such as the l'TA, civic club*, school faculty, or teenage dub*. 4. Doe* the project provide an opportu nity for students to select, develop, and demonstrate real or simulated learning situ ation* such as: how to conduct skill tests in driver education or bicycle safety, devcl*p n mlc playing situation in which a -afety program is planned by ihe school faculty, or design anil construct an off-street driving area for driver rdueatton. Does the project activity have an ap plication on integration potential with other rfrea* of knowledge) Examples: identify and describe the safety implications in teaching a particular subject, i.e,, science, math, ptiy>tes, civics, physical education, etc.; dehnic the issue of "subject matter integration versus special courses" in safety at the ele mentary and secondary* levels. 6, Does the project activity lend itself to creative thinking and original ideas 4 Tins is one oi the most valuable point* to consider. Projects which promote new thinking about how to teach for safe be- luvior arc a fruitful frontier endeavor, Ex amples: construct and design a teaching machine with tests for use in safety instruc tion; plan and develop a new series ot bulletin board materials tor classroom use: plan and develop a series of attractive safetv exhibits for promoting safety in a school 7, Ivc* the project activity lend itself to the building of tlie safely profession1 Examples: develop plans tor building the state safety and driver education associa tions, list and evaluate selected free and inexpensive materials in safety education, outline a scries of ten newsletters ior mem bers of the Safety and Driver Education Association, or design a brochure tliat de scribes how to get safety legislation passed in your state. Any project .assignment should provide ipecinc opportunities for students to explnrt and think through as many important safe behavior concepts as possible. They should be encouraged to apply these concepts w behavior patterns that apply to their own everyday activities and teaching responsibili ties. In essence, this means that those of u* who are responsible for preparing teacher* in safety education should be very concerned that our students have such basic knowl edge ot safe behavior that it is a definite example to those they are to teach. SI I /!><./ Witi. rull Snfety iT'nrtrrsj COLLEGE AND UNIVERSITY ADVANCED COURSES IN SAFETY EDUCATION By J. DUKE ELKOW Associate Prof.. Dept, of Health ft Physical Education (Men) Brooklyn College, Brooklyn, N. Y. m*Tehneaonpdinrieofnlescnt pornefutfero4mbyex(pAecriwenrciteerhatsreprhou- fessianai tdtntiAcation as m Visiting Associate iPtdroufceasfstoonr , Of XSucation, Center .Vete York University, lor Safety nor do they indicate acceptance or endorsement of these remarks by that fine institution. Our small town newspaper, 7he Neu York Times, editorialised last weds on n shocking fact: . . half the operations performed m American hospital* are done by physicians `unqualified* to perform in accordance with the standards of the Ameriran College of Surgeons." Equally shock* ing is the fact that safety education func tions are earned on by persons who, at the time of their initial appointment or in some instances individuals currently func tioning or about to function, are unqualilied to meet the vital functions of preparing youth for safe living in our complex en vironment Comparatively few areas within our na tion have established standards for the ini tial appointment nf safety educators that meet even the recommendation* of the Third National Conference on Driver Edu cation, or the consistent exhortations of national leaders in the field of safety edu cation. This profession of safety education does desperately need a national conference on the professional preparation of safetyeducators. Such a conference would es tablish current standards and give direction to future professional growth. The safety educator has need for many competencies. He gams ihcm from many sources: his early exposure to safety ex periences, his academic and pre-professional curriculum preparation, his laboratory and field work along with practice teaching, his in-service training, his convention and con ference participations, his certification for competency within Ins state, and like ex periences. It is the concern of tilts brief report to identify the course work that may be made available in the development of the 52 -afetv educator--more specifically the ad:Mi<vd r.firf.' work. To further delimit the *eope only credit course preparation is to be considered. In the fine publication, Safety F.ductfion, September, 1960. a listing of "College Safety Education Credit Courses" was published At 156 colleges and universities in 43 state* courses are offered. No doubt some had escaped inclusion. The listing identi fies haste and advanced courses of varyins credit* and accreditation at undergraduate and/or graduate levels. More careful count reveals the following distribution: Safely Education Courses Advanced ....................................... 78 Basic.................. 175 Advanced and Basic .................... 10 Undergraduate ......... . ....... .201 Graduate ..................................... 37 Undergraduate and graduate ... 35 The identification of baric or advanced was left to the mental agility of the in dividual reporting his courses to the Na tional Safety Council. Significantly course* called basic at one institution were labelled advanced at another and vice versa. To set the stage-- far the purpose of more leisurely and lively review later--there fol lows a listing of baste, intermediate and advanced courses labelled by this writer: Baric Title Safety Education (or General Safety Ed ucation) Safety and First Aid Driver Education (or Driver Education $; Traffic. Safety) Intermediate Advanced Driver Education Civil Defense and Disaster Control for Safety Education Community Organization for Safety School and C-dlcae 'letrums Communication Media and Public Rela tions in Safety Education Industrial Applications of Safety Educa tion Organization, Administration and Super vision of Safety Psychology of Safety Education and Ac cident Prevention Education Traffic Engineering for Safety and Driver Educators Traffic Enforcement for Safety and Driver Educators Driver Improvement Programs and Tech niques Workshop in Safety Education .tdvaneed Current Literature and Re.'careh in Safety Education and Accident Prevention Field Experiences for the Specialist In ;iucty Educniion and Accident Prevention Professional Seminar* in Safety and Ac cident Prevention Thesis Seminar in Safety Education You may well see that through capri cious judgment <25 years of professional experience) the task of identifying advanced work is here simplified- The above docs require much review and revision. Of that there is no doubt, it would best be achieved by group discussions. Admittedly intermedi ate is more advanced than haste but time is too short to comment more fully on any but the advanced. To discuss and describe a few of the advanced courses is the next task: there are singled out for elaboration three courses that are offered, in this instance, at New York University. Field Experiences for the Specialist in Safely Education and Accident Prevention. 120 hours. 6 credits. Two semesters. (Re quired of all full-time students--exclusive of summer sessions). The course descrip tion follows: Directed group investigations of educational, governmental, private, com munity and industrial agencies :md organi zations concerned with safety; critical evalu ation of safety education programs. Within this program guided visitations are made to 30 agencies each semester. Studied are facts of size, personnel, func- lions, purpose, accident experience, safety programming, budgeting, program empha ses, special safety problems, measurement oi program effectiveness, publications, and, cooperation with other agencies. It might he added that the proximity of targe industry in the New York City area lo the university materially enhances op portunities for rich experiences. This would be true .-vs to other large urban centers. Written reports, compilation of collected materials, ten independent visitations with critical reviews are required of all students as part of the course work. Students who have taken this program have been simply thrilled and the instructors rewarded not only with the wealth of integrative safety experiences but in knowing more fully the scope of the safety movement. The second advanced course: Current Literature and Research oi Safety Education and Accident Pret ention. J hours 3 credits. One semester. (Graduate) The course description: Directed readings and class discussion of current literature, critical analysis of research in safety education and Occident prevention; steps involved in prob lem solving. (Outline appended but sub ject to current revision). The last mentioned course has been conducted by Drs. Cutter and Elkow. Dis tinguished resource personnel lecture to stu dents and discuss their research and publi cations after students have studied the materials under investigation. Students also mdy various advanced texts, research in the field, and prepare critical reviews of publications assigned them after individual counseling. They report the course to be intellectually stimulating to an advanced degree and highly motivating to them for initiating their own research and writing. Thesis Seminar in Safely Education is the third advanced-level course. Obviously it is close to the final level of achievement of doctoral candidates and needs no further comment here For a report of this type a summary1 would be too time consuming. But a few recommendations might well be in order: . . * that there be established, perhaps under (he aegis of the Higher Education Section, a committee of leading safety edu cators to develop acceptable, concise ter minology for advanced course titles, eon- 53 I'JOi Safety Congress lent ami accreditation, ns well as acceptance mto the many colleges and universities. . . . that perhaps under the College Safety Education Section a similar effort in rei:t> ti<*ii in undergraduate foundation courses in v.n'cty education be initiated. , , . that there be conducted a profes-(nul preparation conference to achieve mller identification of tlte reeds for courses, level* of attainment in the safety educa tion JiehL , . that scholarships anti fellowships be made more readily available by private and iT'ivemmcntal ourcc to aid in the prepara tion nf persons with advanced competencies m tin* field. . . . that recognition of advanced prcpar-4. tion lead to improved professional stand ards--even licensing within a professional area of safely education. . . , that recognition of advanced prepara tion and improved compensations of a fi nancial nature be more fully publicised. . , . tiiat each of us recruit keen mindfor a service in safety education that re quires devotion, dedication, long and arduouwork, inadequate compensation (tentative1 --until the millenium when--through work ing together to advance our profession greater safetv and adventure will lie ti.i heritage of all our muhIi. .dl *i the in habitants of this universe. THE COLLEGE-UNIVERSITY HIGHWAY TRAFFIC AND SAFETY PROJECT By S. A. ABERCROMBIE Assistant Secy., NEA National Commission on Safety Education, Washington. D. C. There arc two g*jd turn-' to talk about . research protect. One is before the project i initiated, when one can speak in gloxving term* about the new knowledge which will l*c lortlieoming from it, and of how the tinding* will redound to the benefit of all tiuutkind. Tlte other good time is after the project i itnplcicd. Tlicn one lias at hand the (ivcincf tint related to the doing of the project--including the unforeseen problems encountered along the way--as well as the outcomes tliat have finally been set forth in black and white. On this occasion l fear dial the report is being given at a different and somewhat awkward time--offer the project has been initiated, but before it has been concluded, f ortunately, my assignment is to talk about the purposes and procedures of the collegeuniversity highway traffic and safety proj ect. This gives me the opportunity to re view with you the nature of the project, who is involved, Itow it was initiated, how it is being fiursucd. and what may be ex isted to result from it. First, some background information lead- 54 mg up to the project. In the late l'*>f* .. -,'rtiup ot five organization* intcrc-ted traffic safety joined forces to -porw-r t- first national institute for traffic *ate*y training. Seven other organization* w.' -imi.ar interests cooperated. This nr-i ditutc, held at the University of Mirkiu:--i during two weeks of August, 1938, ws* attended by 142 persons who enrolled in six different one-week courses and partiajate in ten general meetings devoted to sue! traffic safety topics as tlte car, the road, the driver, accident records, public informa tion. etc. Over the next dozen years, national in stitutes for traffic training were held an nually on college and university canipu-c. throughout the United States. One purpn.t of these institutes was to provide in-service (ratning for personnel employed in po-ition- carrying responsibility for one aspect <r smother of traffic safety. Another purpose was to broaden and strengthen the traffic safety activities of the, several institution* which had or were considering offering* in traffic safety. A third purpose and hope of these institutes was that of fostering the development of additional specialized Sehont and Callrae Sessions allege and university centers, bureaus, or institutes that would provide education, re search, and service m highway traffic safety. In 1945 the NEA Commission on Safety Education published a report on a question naire of "College and University Activities in Safety." The survey sought mtormation about the existence of bureaus or institute*, courses, extension service activities, campus sifety, and the coordination of safety ac tivities inside the institution and liaison with outside agencies. Of 259 colleges and universities surveyed. 199 reported one or more activities in or related to safety. The ictivities reported ringed from the mere provision of a safe college environment in 35 institutions to impressive lists of activi ties in all five areas of inquiry reported by 20 institutions. In 1949 the NEA Commission on Safety Education published "College and Univer sity Traffic Training," a 12-page statement iexcloped in a workshop on college and university traffic training held in 1948 at Northwestern Unixersity, The report dealt with specialized in-service training, special* irrd pre-service training, integration 01 safety content in undergraduate courses, and public -atety institute type programs. In 1950 the commission administered the national conference m safety by colleges and universities which was attended by 233 persons. The published conference report treated safety in relation to agricultural education, engineering education, liberal am education, tocher education, university ex tension services, and campus safety. In 1951 Michigan State College (now University) "undertook a study under the auspices of the Association of Land-grant Colleges and Universities to determine whether a land-grant college or university could be of substantial assistance to the people responsible for highway traffic ad ministration within its state, to judge the appropriateness of an educational institution devoting some of its resources to that type of service, and to ascertain specifically what it could do to help." A 97-page report entitled "What Can Colleges Do About the Traffic Problem" resulted from this study late in 1953. In his letter of transmittal addressed to members of the Association of Land-grant Colleges and Universities, Michigan State president John A. Hannah said: l suggest that you regard this re port ... as a fairly applicable analysis of the traffic problem and what xour college or university can do to help solve it." In 1958 the commission and the U. S. Office of Education published the finding* of a joint survey of 1,933 colleges 3nd universities, conducted to determine the ex tent of college and university offerings in highway traffic and highway safety. The survey report showed that 975 offering* were then available in 328 institutions. Some 82 per cent of the offerings were regular courses, the remainder being short course* and conferences- The breakdown of these 975 offerings by areas of major interest was as follows: education, 42 per cent; engtneenng, .35 per cent; enforcement, 10 per cent; motor vehicle fleet operation, b per cent; and specialized offerings (such as accident records seminars and school bus driver institutes}, 7 per cent. This brings us to the report on the purposes and procedures of the college-uni versity highway traffic and safety project, which is now under way. The idea for this project germinated with the American Association of Land-grant Colleges and State Universities. The land-grant group accord ingly set up a project committee headed by president Albert N. Jorgensen of the University of Connecticut.* Funds became available for the project through a grant from the Automotive Safety Foundation. The NEA National Commission on Safety Education, because of its unique experience in the field to be investigated, was asked to administer the project. Stated broadly, the purpose 01 this proj ect is to bring together from selected col leges and universities baste information and experiences related to their work in highway traffic and highway safety that will be of mutual benefit to all land-grant colleges and state universities, and to other institutions as welt. It was determined early that the basic information and experiences would be gathered through personal interviews with the presidents and other key persons on the campuses of selected institutions. Following three-way discussions among the land-grant group's committee. The Au tomotive Safety Foundation, and Commis sion on Safety Education staff, a project content and procedures committee was or- 55 1961 Katumal Safety Congress tng what the job opportunities are. It is lor these reasons that I have asked to ap* pear with you today. What is the Army civilian career pro* gram for safety management personnel? Safety management is "the art of plan ning, organizing, directing and controlling available resources to eliminate accidental lasses through safety administration, safety engineering, safety inspection, and other re lated activities.''* Civilian career planning is directed toward the technical, scientific, and managerial de velopment of employees within career fields. The safety management career program, along with all other career programs in the federal service, had its birth in a recom mendation of the Hoover Commission. The commission pointed up the necessity for federal employees to have a planned de velopmental program not unlike those avail able to their counterparts in many elements of private enterprise. Accordingly, the De partment of the Army, in July of 1937, published Army Regulations 690-5 which prescribed the general plan governing the establishment and operation of civilian ca reer programs within the department. And, in June of this year, the Department of the Army added another "first" to its many pioneering personnel management efforts when it published Civilian Personnel Regula tions establishing the Army civilian career program for safety management, the first plan of its type for safety personnel in the federal service What are the objectives of the Army `tviluin career plan? a. To meet the Army's continuing and future civilian manpower requirements with the liiv-luM quality staffing. b. To provide a system of foreseeable career opportunities and planned programs which will attract, retain, and develop quali fied personnel to meet key civilian staffing requirements. c. To provide an effective means for selection and assignment of qualified em ployees on the broadest feasible organiza tional base. What occupational field does the program embrace? In the safety management career program of the Army, there are three basic occupa tional series; namely: the 018 or the safety management series which includes safety assistants at the GS-5 and the GS*7 levels and safety officers at the GS-9 level and above; the 803 which is the safety engineer ing series for safety engineers; and the 1820 which is the safety inspection scries for safety inspectors. In addition, the career program includes individuals from several other occupational series who are assigned full-time to sup port the Army accident prevention effort These include, but are not limited to, the following occupational series: aviation safety specialists, nuclear weapons safely engineers, microbiologists, bacteriologists, physicians, physicists, and chemists. The latter group may register in both the safety management career program tntd in the program for their specific senes when such an additional career program has been established and published la this way. these individual's have an addition] ojporrwity to progress up a career ladder should they desire to do so. How does one get into the 018, the 803, or the 1820 senes? GS-018's are taken from among federal service entrance examination (FSEE) digi- bles, This is an examination which is used to recruit the bulk of college people i<* government The FSEE is designed pri marily as an avenue through which young people with promise may enter the federal service.* To those who Itave a college education or equivalent experience, this examination offers'many advantages. Persons who qualify are considered for trainee positions at the entrance level in a wide variety of career fields in various federal agencies and geo* graphical locations. Sixty career fields are offered through this one examination, it is, in effect, one application for many em ployers at the same time. It is a thorough examination and one which serves as an effective screening in strument For example, during the 1960-1961 school year, 182,081 persons applied for the examination and 114,200 took it. Of these, 42,702 passed. Upon passing the written examination, the individual's name is placed on the list of eligible* from which many different types of positions are filled, in cluding those of safety assistants. 58 School and College Sessions QS-&CU's are taken from among those individuals who have established eligibility in appropriate engineering examinations. GS*1820'i are taken from appropriate civil service commission registers. What kind of a person is the iirmy look ing for to fill its safety management needs? We are not looking for a man who can fit into the program ke the last piece of a jigsaw puzzle, fo, -ve know such a man docs not exist. We are, however, looking for people who have the intellectual base upon which we can build--hence, the re quirement that GS-018's come from among federal service entrance examination chgibles. Once we have a man with this intellectual late, we are prepared to develop him by scheduling him tor a series of training and work assignments. Moreover, if the indi vidual performs satisfactorily and can grasp the training provided for him, he may ad vance rapidly at the lower grade levels. For example, a young man who has passol the FSEE may start as a GS-OI8-5 (safety assistant) and. after six months of satis factory on-the-jcb performance, may be promoted to a GS-018-7, And. after an additional twelve monthof satisfactory performance, he becomes eli gible for a rating at grade GS-9 as a safetv officer. This If the extent of command train ing and promotion agreements with the U. S. Civil Service Curacmucn. Upon reaching the grade GS-9 leveL an individ ual's rise is dependent solely upon his per formance. Ins willingness to accept a variety of assignments m any area of the free world, and his demonstration of a willing ness to develop himself through correspond ence study, evening courses and other selfdevelopmental exercises and activities. What of employment opportunities ? Within the next five years, we will lose through retirement, disability, death and other causes, some thirty per cent of the some 700 safety management personnel whom we now have in our inventory. Within the next ten years, we wilt lose more than half nt our people to these same causes. At the present time, in fact, there are open ings tor some thirty persons in the Army program. What are the elements of the safety man agement career program4 1 shall comment briefly upon each of the following five ele- a. Inventory* and referral service. b. Recruitment and selection. c Entrance-level training. d Appraisal and counseling. e. Progressive developmental opportuni ties. \Mitch of the dements are of special interest to colleges and universities? Ac tually, all of them. However, I should tike to highlight two. recruitment and selection, nnd progressive developmental opportunities. in doing so, 1 should like to state my views on some current thinking regarding the type of training the "safety man'1 should have. The best bet for a successful acci dent prevention specialist is that individual who already has had professional training in a specific discipline or one who has a very- good liberal arts background upon which to build. Accordingly, our recruiting is directed toward quality college graduates who have passed the FSEE. Once we have men of (his caliber, it is not difficult to develop them in accordance with the plan outlined m the career program. h would help the cause considerably if colleges and universities could offer a /donu-ntals, a survey or an introductory course tn acesdou prevention doctrine for majors in various fields of study. In this way, tome of these individuals might be in spired to apply their talents to the control ui accidental toss and make it their career. Ta illustrate this point. 1 should like to relate a recent happening in the Army. A joung mechanical engineer joined the safety staff of one of the Army's tech nical services. From his record, it was ap parent that he could have made out equally well with any one of several employers and in any number of vocations. Curious as to why he had chosen to come with the Army for development a* a safety specialist, I discussed this with his super visor. I was told that the individual re ported that he hadn't thought of a career in accident prevention until one day dur ing his senior year when a guest lecturer pointed up the many contributions he could make to society by applying his talents to the field of loss control. 59 1961 National Safety Congress THE LITTLE RED CAR AND WHERE IT WENT By DIXIE A, THARP Mill Creek School, Jefferson County Public Schools, Louisville, Ky. The story ut the little red car began tn the fall of 1956 soon after the school term started at Mill Creek School, Louis ville, Ky. One of the students in my third grade classroom suffered a broken arm in an automobile accident as she was riding with her mother. With this dose-at-hand example, I felt that the thirty-one thirdgraders would accept safety instruction if ( made it interesting for them. The year before in art class, we had constructed a school bus from a large re frigerator box for the purpose of em phasizing safety on the school bus. This had appealed to the chddren very much since it was Urge enough for a driver and three or four riders. Remembering the enthusiasm of the children and after dis cussing it with my husband, who would be oiled upon for the basic construction, we derided to build a mock car to use ;ts the motivating device. Since parents of several children were employed by an automobile plant, the thirdgraders accepted the idea of assembly tine construction for our car. The chassis, which was made from the running gear of a coaster wagon that had been acquired with trading stamps, was built in my husband's workshop at our home. It was large enough for the driver and a rider. The car's body was made of cardboard and the steering wheel was donated from a garage. It was then moved to school and the art period was used for painting the little car a bright red and for adding other equipment The car was used for teaching commonsense rules of automobile riding, safe walk ing, bus riding and bicycle riding. Safety instruction became the main theme of other activities in the classroom for the enthusi astic group of children. The teacher gained pinny new ideas but the school term ended before these could be carried out. How ever, note was taken and plans made for later and more extensive use. During the following summer, my hus band decided to rebuild the car and to use wood for the body to make it more durable tor our activities in the classroom. Since dual headlights appeared on current or models, we needed the change. This time, the little nr rolled about on ten-inch wheels with rubber tires and white side walls. The steenng mechanism wa attached to the front wheels so that the wheels turned in the same manner as a conventional car. The steering wheel from the previous model was used. The body which was six feet in length and almost three feet in width was again painted bright red. The interior received upholstery of red plastic. The trunk at the rear was a c-xivewcnt stonge space for other teaching rids. Bump ers were made from slats of Venetian window blinds and painted with aluminum paint. When taken to school, the new group of thirty-four children were very excited as they had seen and heard much of the little red car. They added refinements that they considered necessary such as the li cense plate. They also installed a speedometer, a clock and an AAA emblem. Many said that from a distance, the car might easily be mis taken for a foreign import. Although tiir children propelled themselves by "walking'' as they rode, they were very happy to receive a tum as driver or rider during instructional periods. Expression of gratitude is due Mrs. Leona Gutermuth, the principal of Mill Creek School, for her enthusiasm and encourage ment in our "Aim for Safety Around the Clock." Miss Virginia Wheeler, supervisor of safety and the school lunch program of Jefferson County schools, offered many help ful suggestions and lists of available ma terials for the teacher. Her visits were enjoyed by the children since she always complied with the request, "Come ride with me." Since an alert and' courteous attitude is important to safe living, the class adopted. "Always Alert, Nobody Hurt," as their motto. After discussion of good citizenship. 62 School and College Sessions die class worked on key words for a bulle tin board in the hall iust outside our class room. The words selected were "For my school. I promise to listen, learn, coop erate, respect, exert best efforts to keep M.C. proud of mo." We arranged the words so that the name of the school. "Mill Creek," was obviou*. Patriotic colors of red, white, and blue were used. A figure representing our school drum and bugle corps, plus the drum major and a gold key of safety placed above our motto completed the picture. Other keys to good citizenship such a* trl (-control, responsibility, courtesy, duty, thoughtfulness, and sportsmanship proved effective in building correct attitudes for safe living at all times. The words were posted in the room, also combined into a class dictionary for the children- In traveling to and from our school, the great majority of the children must ride the school buses. t`. S. Highway 3IW. which is four lanes and very dangerous, leads to the schooL The little red car then must of necessity go to the bus stop and help teach the children to nde safely. After ideas were suggested, they were il lustrated with posters by the children for the bulletin board. When these were removed to make room for other posters, they were made into a booklet with an attractive cover. Each area of safety studied was combined into a large scrapbook that was presented by a parent. Members of the ichool Safety Patrol became our honor guests. They came to the room regularly to talk to the children and inspect Mill Creek's safety car. S'rw words were added daily to speaking vocabularies and these primary children were surprised to find themselves known as "pe destrian}.'* Comic drawings of pedestrians proved amusing but convinced the children that they should be "smart pedestrians." A miniature traffic light used with the car emphasized proper walking habits. Twin brothers in the room became known as the stop and go twin*. They dressed in red and green shirts to ptay the role. Parent* helped map the safest route to school. Living at school safely was another prob lem. Teaching what to do in the classroom, the halls, the lunchroom, and on the play ground was important. Ideas for safe play were carried home to younger brothers and .isters. The car was a valuable rid in teaching the children their re<ponsibi!ity while playing near traffic and parked cars. One right year old organized a neighbor hood safety club of playmates "to teach them to do what was right." It was convenient during the arithmetic lesson of circles, rectangles, and triangles to call attention to the nod markers. The pupils teamed to identity alt tvpes of road ugns, These lessons were enthusiastically carried to the homes. One parent stated that while driving on the expressway he was cautioned by his nine year old son: "Daddy, slow down. There's a >e!!ow dia mond shaped sign." Since every child in the room wanted to drive a car some day, hand signals were popular. This practice would l**vci to the next fart in the program fm .he little red car. The hand signals were important in the teaching of bicycle safety. The children made a survev of the number of bicycles owned by Mill Creek pupils. Eight hundred ninety six children were contacted We found that seven hundred sixty six had bicycles that they rod* regularly. Riders numbered about the same in each grade from one through six. Booklets on tips for the safe rider were distributed. An inspection bv police was conducted on Saturday at the Shively Park. Each member of our class wore a badge proclaiming this as "Bicycle Safety Wei" One of the group won a third place award in the AAA annual poster cmtest. A child in another third Grade won honorable mention. Holidays presented different problems. Suggestions for triek-or-treaters were written and taken home at Halloween, At Christmas time, the third grades were in vited to present a play for the P.T.A. This involved our class and three other*. An original play. "Santa's Safetvland Parade," was written. The little red car figured prominently in the presentation. Every* chiM was given a part and (heir costumes re ceived the safety touch. There were the pedestrian*, the driver*, the road signs, the traffic dights. the bicycles, the toys, and of course Mr. and Mrs. Santa arrived at Mill Creek from Safetvland in the red car. Our theme song. "Safety First," was written to the tune of "Jingle Bells." 63 (Vbt National Safety Congress Our Junior Hex! Crow project included .i tree made from an umbrella frame, cov ered with poultry wire and painted gold. Red and green ribbon* fastened candy cane* and lollipops of many colors. The mock trip to the Children's Hospital was made m the little ear and Christmas tree safety was learned on the way. Home safety and fire prevention were combined. The children found many haz ards when the check list was completed A Urge doll house was used to focus at tention on home. Ribbon banners ran from the bulletin board signs to different areas. Kaclt child made an interesting booklet to carry home. Four years prior to this projeet, the principal liad asked the sixth grade classes to think of something that would appeal to the younger children and encourage bet ter safety habits. Thoughtful Tim was cre ated. When children obeyed safety rules, Tim displayed his smiling face. When they disobeyed, Tim was sad and embarrassed and the reverse side was shown. Each class room had a small version of the figure which was placed by the door to report accidents with his red face. Now, we found that Thoughtful Tim was an excellent helper with the little red car. We worked hard to keep him smiling. How did these activities fit into the basic program? The children were given many opportunities for reading. They now searched for stories concerning safety. The book, "In Siorm and Sunshine'* of The Road to Safety scries by Buckley, White, Adams and Silvemale, which is published by Ameri can Book Company, was most helpful. Sev eral copies were purchased by our P.T_A The children collected new words from highway markers and other sources. These were printed on tagboard and inserted in the rard holder to be learned. They later were transferred to a large envelope and used by the pupils for a check-up on word recognition. The Social Studies program also was correlated with safety teaching. Studies of other lands included winter safety with Norway, bicycle with England, water safety with Brittany, strange animals with Spun, and sun exposure with Africa. Film strips were shown ami tlie children were asked such questions as, "Are there stop signs? Any cars? Any bicycles?" "How are po licemen like the ones in our own country;'* "Cut you read some of the signs?'' The map study included activities of charting vacation trips with string Canceled postmarks located capital cities Children helped parents plan trips to travel safely. Scrapbooks of interesting places to visit were made. At one time, we had in our classroom a book for each of the fifty states. Letter writing, important m English les sons, was made interesting with a small post office constructed in the room. Let ters written to parents concerning safety gave writing and spelling a real purpose. Many parents sent replies to school along with their suggestions. Newspaper items were exchanged here. also. Safety talks and dramatization were much more effective with the use of a play micro phone. The art period was a good time for pre paring posters and signs. A very* attractive mobile of safety items and messages was hung in the hail window. Each day a group of children were looking to discover what the third graders had added. The pupils loved to sing safety songs and to create original ones to fit familiar tunes. There was no `'special" time set aside iust to teach safety. It vru mierwoveu with every activity and every subject As a follow-up for the class, a fourth grade teacher found that when the grout* studied transjortation, they wanted to in clude train safety. A fifth grade used clippings for a hall board. In grade six, our special art teacher stated that this group produced many ideas for safety bulletin boards and posters. Of the original group of thirty-four chil dren, twemy-stx finished with the sixth grade of our school last June. Twoity-two ot those served on the Safety PatroL Enrollment at Mill Creek School totals over onc-thousand pupils. One hundred sixty-five were in grade six. The patrol had thirty-five members. We found one minor home ac cident reported that resulted in loss of one day from school. Parents reported that saicty liabits oi the children were greatly unproved. Re lating classroom lessons to safe living at 64 SV/roid mid C>'ll\ije S'essi^m home proved an effective technique m se curing cooperation from (ormi* They were eager to help the children appU ways of safe living to their eiervL artivities. The project also had ede*t uf<n parents Neither mother or father dared make a mistake while driving with a ~-aiety-cou> seious" child sitting by his wW. Helping these youngsters get a -tart on becoming good traffic ertuw t*. a real challenge for any instructor. Words arc inadequate to de-.-nl-r v - -- -- . has when one walk- .?;* a .............. sees a group oi Iv.j;> . . I,~- * Ur. juet* of red rose*, thetr vurprise way oi riving ly the Irarliir, "Tltatik vmi fur the little red car." ACKNOWLEDGMENTS ! indebted to a number ot people tor Ideas, suggestioas. and encouragement, t And it Impossible four yean later to furnish an accurate bibliography since materials were Irani so many sources and used to accompany our special need. t am very grateful to Mitt Creek School, the Jefferson County Board of Education. Louis ville Safety Council, and the Louisville Auto mobile Club for materials. I wish tv thank the National Safety Council Program Committee of the Elementary school rL-tian for giving -- "* .......... ...............* " ,--rt on this proje VALIDITY, EFFECTIVENESS OF VARIOUS SAFETY EDUCATION TEACHING TECHNIQUES (A GROUP STUDY) Led by: JAMES W. MANN, Professor of Elementary Education. Roosevelt Uni versity, Chicago, Illinois. With the assistance of: LUCILLE CAVANAUGH. Representing Association for Childhood Education. Homewood, Illinois: CLARISSA HUG, Representing Coun cil for Exceptional Children, Chicago, Illinois: WALTER H. SCOTT, Principal, George G. Meade School, Philadelphia, Pennsylvania: RICHARD TOLSMA, Representing National Union of Christian Schools, Cicero, Illinois. Recorded by: HELEN MAE SMITH, Illinois Conference of Seventh-Day Adventists. Brookfield, Illinois. '.'riterta inr determining me validity and Ctt*-i"ttvene<* atr*\ vuica'i-ei ie, l ni*iiii ly the grout- 1. In launching a program ..1 *aieiy edu cation, the intercut of the children mu*t be captured. Children mti*t be a part of the planning if exjteriences are 10 lie edu cational 2 To nuke -afety education more effeclive, we must involve the parent*, enlist ing their cooperation and their active par ticipation. e\cn i** the point at imisttng cm better law enforcement if necessary. 3, Good sately education has carry-over value. Thr follow mg activities are sug gested to determine how much value: a. Send letter with questionnaire to parents to di-cover trends lor pur poses of compaxisMi. b. Check in die ninth grade to ascer tain, if possible, the good habits ami practice* that have carried over from previous learning (and teaching) of good safety practices. 4. A school safety program u* lv effec tive must have the cooperation oi all adult* in the community. We mu*t help adults to develop better attitudes toward <aiety by: a. Parent teacher meetings and letter* to parents. We should call on parent* to assist in safety education activi ties including informing the com munity. b. Encourage participation by commu nity organizations -- safety council. TV. radio, newspapers anti so forth --and city departments--police, fire, traffic engineering, recreation and so - forth. In addition it was suggested that m-service education for teachers in safety not be left for summer sessions and that credit be given for such education. On J961 Notional Safety Congress Sik-' t and College Sessions TRAINING DRIVERS TO MEET EMERGENCIES The point to be made in the present dis o provide the stu*'-*nt with emergency skill* cussion is a very simple one. Emergency for the occarion of need. training is a feasible concept, ft has been There are several facets to the concept of By ALFRED L. MOSELEY utilized in other areas with coo-idcrable tf- emergency training which art worth review Chief Investigator, Research on Fatal Highway Collisions Dept, of Legal Medicine, Harvard Medical School, Cambridge, Mass. feet and with a reduction in the severity of ing cm this occasion. They are ftsuiamental injury and a reduction in the inci-ience of w any procedure in which emergency skills death under extreme circumstance* In ad .ire to be developed. A lady from Gloucester left downtown Boston on a very hot August afternoon and headed northeast on Rt. 1 and then on Rt. 128. While driving in the high-speed lane, the right front tire blew. The car went out of control to its right across three lane* of traffic and over the curbing. The driver managed to regain some measure of steering control and. tor a small distance, the vehicle went parallel to the curbing and then crowd it again. In the process of regaining the roadway, the vehicle turned violently to its own left, crossed three lanes of traffic again, and then crossed the median. As it emerged in the opporing lane of traffic, it was hit at right-angles b> a second vehicle which was in turn hit in the rear by the third. None of the persons who survived this cir he hud neither ttmc nor dLtance i; which to act, or tor his acts to become elective. The driver of the third vehicle w.a* coinplctelv without choice. When the vehicle- came to a sudden stop in front of him, hi* following distance was such that there was no possibility of avoidance. One of the in teresting things that came out in this case was the observation that in the third vehicle there was evidence of two head impacts in the windshield One of these was from the tnside out, indicating that a passenger had hit it. The other one was from the outside in, indicating that some human body had been acting as a projectile and had impacted this windshield while in flight The question was, what is the appropriate identification of this person? j * f dition, it has provided skill*, concept*, atti tudes and "presence of mind." so that in situations which were complete!* uoyredieted the basic characteristic* of the iraming tvirm to the aid of the individual in the unexpected problem. In making a plea for et-iijer*!w < <mcrgency training for driver education. it is necessary to engage in a small tts-.iat criticism of our standard procedure* The criticism is not what you might expect. We know very well that training a principle is extremely sound in any area aM that, where it is properly carried out. it provides a person with information, with habits, with skills, with attitude* with ideal* with con cepts, with emotional orientation* which act favorably concerning his capacity to meet Multiple factors-*In every area of man .nd machine relationship* events occur, >caw!:K*e> instituted by the man. sometime* m-nrated by the machine, sometimes origi nating m the environment around them, which pnJaee the opportunity .for errors, or war acridsc*. or collisions, or accidentsMany of these occur under circumstances in wfeaeh more than one factor combines t" prodnee a deleterious effect. It is the team- jag up of these factors under the conditions li{ orJanary lift that tad one to believe that allowwg chance to control the destiny of a penes a an emergency is foolhardy. It is usual to find in the cases we arr ttudving, under a U. S. Public Health Serv ice Grant, that in automobile deaths many important causal (actors act simultaneously cumstance. and there were seven who did, were able to give any account at all of what Careful laboratory work established Utc~ the practical requirements of life. Driver For instance, it is perfectly usual to see a education is no different from any other person with a strong and important emo happened There were some false memories; there were some estimations; there were omc guesses; there were some impressions. "U all happened so fast.*' When the driver of the first vehicle be came aware that something was wrong, the vehicle was moving out of control. There M-a* no evidence of braking at this time. The engineering term "feedback" might well be applied. In this instance the steering control that the driver of the vehicle which wet:! out of control originally was the one wh had impacted the windshield of the third vehicle. It is of interest that in the invent- gaticn of this particular case, no note had been made of this unusual circumstance b> any of the investigating officers and rx.nc of the survivors had any awareness at all that a human body had been hurtling through the air as a missile. field in these areas and it t* <uccessful in .accomplishing many of these objective*. In the various studies which have been conducted to describe the difference between the drtver-education-trained-driver and the person who receives his training front a triend or a member of the family, the ad vantages which one would hope to find oa a statistical basis do not appear as consistently as might be wished A part of this is due tional maladjustment history, driving a ve hicle with a compromised condition bccau-c of lack of maintenance to one or more com ponents. The person has fallen heir to long period* of work and shows a chronic fatigue; He ha* now been out tor many hours and may be described as being in a fairly acute sure of fatigue; he has had alcohol to excess and is operating under condition* of low illumi motions of the driver were overeorrected With the orientation which has bees raise-j But the driver did not know quickly enough in your minds on previous occasions, >ou to faulty statistical manipulation of the data nation, when some component in the vehicle, accumulated. Another part of it is due to such as a tire, goes flat and the vehicle is what the control meant in terms of actual change m the direction of the vehicle Thus the driver steers too far to the left and is out of control. The driver in the southbound lane was on his own side of the road minding his own business. He was where he had every- right to be, and, in all probability, was within the speed limit. He was on a collision course twyond a point of no return before he had any realization that anything was wrong. Suddenly a missile came out of control across the median and entered the lane of traffic ahead of him. He had time enough to make a very small steering correction and to make the earliest pressure change in the braking ** ,icm. but these were of no avail because will naturally be concerned with the degree to which protective devices were in use in this particular circumstance. The answer is very simple. With the exception of those devices which were built into the car by the manufacturers, there were none in use. This case serves to illustrate; (l) that the time factor involved is very short, (2) that the difficulty of managing a vehicle un der conditions of explosive decompression in a tire is great, and (3) that the effects of the driver's control movements and his knowledge of their effects is of fundamental importance. The case may serve welt to un derwrite the concept that it is a real tragedy for this driver to have had her first blowout an the last day of her life. the fact that, while driver education accom plished what it set out to do, it did not set out to do enough. The training did not go i.ir enough to prepare the driver for the ex treme circumstance. It is not subject to proof at this time, and l must freely admit it, but 1 hold the opinion that the reason why our driver-educationtrained-students do not show- the advantages that we might wish is due to the fact that their training does not go far enough to equip them with skills to meet the practical emergencies of highway travel Therefore, what I am saving is that poliey decisions favoring the addition of emergency* training must be made. The goal of this training is .,ut of control The principle underlying this description is not an oddity. It is the rule i that multiple negative factors occur simultaneously, com promising the capacity of the human opera tor to appropriately protect himself by an intelligent course of action. It is entirely possible that the circumstances with which we are concerned as highway emergencies, are not predictable as to time and place. H ts possible that they are predictable in how they wjll run their course. In reasoning from what is known inthe treatment o disease, for instance, we might say that a physician might not predict which of his patients will get malaria, but he can, 67 66 1961 National Softly Congress with fair precision, describe what the course the *itmuon immediately following the of the disease will I*. when the temperature Imt in days succeeding, no detail* are H-ilJ go up and when U Hill drop and wliat wrlhcd which enn be used as anchor (ryint- the decree of rise and fall will be. He on an.iind which to understand the nature of predict what the probable physiological re the collision course and what the human op actions will be if the person i given no erators did. Many of these people fabricate. medication and what will happen if he gives Bv this I mean titat with their imagination him s medication which U specifically for they simply fill in the blanks of their mem this particular disease. Can we become fa ory and then describe something which they miliar enough with the course of any given itunt (o believe is (rue but which objective emergency situation so that we can then investigation can show very dearly is not. take its basic nature and utilize it to our educational benefit? first lujnr of danger--One of the very im portant factors, now appearing, 1$ that the Short timt mtcri'at--The time interval in signs of developing emergencies may be which an emergency arises is very short. obscure. This means that we find interview This means that time U at a premium. I evidence, in eases where there has been a have already mentioned that one may be on blowout, that no explosive sound gave an a collision course beyond the point of no audible warning to the driver. The term return before he Icjmwx that anything is "blowout'' itself almost directly implies a wrong. In the Grand Canyon accident of sudden sharp sound to go along with the Iw-o airliners sometime ago, a fraction of a failure of the tire. I find myself using the second of warning was about all that any term "explosive decompression" by way m one had and the pouibility of control, when indicating the rapidity with which the air that information was available, was not leaves the tire, hoping by this means to within the ralm of the aerodynamics of the avoid the implication that there is a so<asd aircraft in flight. The meaning of the in that comes with it. ferences concerning the factor of time i* clear. If the preparation far that last cru cial moment is not completed ahead of time, there is almost nothin? to fie done about it. short of an act of the Deity, There may be other dues that a tire is tailing. One of these is that the hub cap will go sailing down the highway ahead of the vehicle, or off to the side and attract attention. The second one is that a tread When you spend * good deal of time in wave is set up as the tire begin* going flat terviewing persons who have been involved and this is felt in the steering wheel as a in injur)' and death-producing accidents and strange type of road shock. But by the treat them as witnesses, sou find several time these things happen, the process of de types of phenomena. Two of these are ex compression has gone quite far and the prob tremely important. Many of them suffer an lem of control is quite severe. The point i* amnesia. In some circumstances it is con a very fundamental one. If the signs of de cerned only with the moments of the event veloping emergencies are obscure, it is all In other circumstances, the memory loss the more certain that intelligent reasoning reaches back for a period of several minutes, would lead to experimental investigation of quite often, and sometimes even a few hours the nature of these circumstance* and die prior to the event Some of these losses development of means by which the** can are related to brain injury. Others may be be determined at their earliest time. related to emotional trauma. In any event it means that whatever useful information might have been provided by these persons is completely lost Correct response, too slow--In addition to these factors, there are observation* t:"-il in the course of training for onergencies in other situations which give rise to wxne vers The second type of response is from a per thoughtful concern in the highway field In son who apparently does not exhibit this the use of the Dehmel trainer in aviation type of shock reaction, but simply responds safety, the control operator an set up any with an almost constant, uIt happened so warning circumstance so as to teach the fast** N'ow this mean* that in spite of all pilots how to diagnose difficulties and Iw.w of the careful questioning that can be to carry out control procedures. Over and brought to bear on tlie^e people, not only in over again, Lite training record show Hat. 68 School and College Sessions after basic indoctrination and f.irmharieation, the crews are able tu perceive the dangers ami deride on the appropriate mean* hy which to manage them. When this has been accompli-hcd. what do you find irt your appraisal ni their re sults? The multiple negative factors are set up in the panel so that the altimeter *how a drop, a wing is low. another prop is leathered, and a fire begins in another en gine, then what i* the pttot to do? He show's irt his training the capacity to do the correct thing. The unfortunate thing is that he does it too late for it to be effective. Obviously, this due means that the train ing has to go far enough to accomplish speed in the recognition oi the problem, speed in the accurate deri`ion concerning what to do. and speed in carrying r.ttt the decisions with dispatch and with skill. This is what the emergency training procedures are in tended to do. Panic--In an interview with an instructor at Camp Pendleton. California, concerning emergency underwater evacuation from a submerged helicopter, an interesting thing was learned. About one in 100 of the Ma rine recruits wi- ;o through the underwater escape training program panic, though fully aware that the situation is one admitting of considerable control. If this can happen in circumstances where the training i under good control, what might you expect oi this panic-stricken person when he is confronted by a horrendous experience? It suggests that live training should go far enough to sort out the limit of the emotional opacities of the trainee. If an individual i< to be in con trol of a situation involving the lives of other people it is entirely reasonable to wonder if he should not be selected out by -ome such appropriate protest The following factors and mwxim;- apply to the psychology oi emergency training : a. Emergencies happen fa*t b. Skills cannot be developed when you have only one instant requiring perception of the developing trouble, diagnosis or ex isting trouble, the need for immediate, ac curate decision, the need for accurate rem edial action. c. Tu meet this problem, the person ex posed to the dangers should be placed in training situations where the educational pro cedure and the engineering devices have been ..artfully structured l>> .ippropriatc research ,tnd which conform claclv fn the operational characteristics of the real emergency, 40 that he receives first-hand experience in the diagnosis and management of the emergency -tiuation. L The training program should be car ried to the point where the student <how his tendency to panic and is eliminated; or -hows his incapacity to properly manage the emergency and is eliminated; or devefnp* .i -kill and capacity to respond to the emer gency by doing the correct thing in time for it to be effective. e. These step* will bring the student l" a point where he brings a skill to the occa sion of need. f. The more significant the contribution af the man to the <tercfsful performance of the man-machine relationship*, the more important it is that the training of the hu man operator be carried to a degree where he can successfully manage nil types of problems which ari-e We are dealing here with the attempt to reduce a situation fraught with danger to a point of control and to provide a skill which will act under condition* of imminent danger. g. Since many primary variables may af fect the operational control of a vehicle in emergency training to a considerable degree, consideration of the** variables must be taken Into account in the training. This wdi mean that if there * a qualitative change in how a given kind of factor U managed an a function of velocity, then the student will f< given an ample amount of indoctrina tion concerning tiii- clianuc under opera tional conditions. h. Emergency training is by no means a guarantee that the details and the training and the procedure, though fallowed through with accuracy and speed, will produce no injur)' and no death. There are significant data in aviation presented by /ones', m a paper concerning 650 emergency bailouts in the U. S- Navy Indicating that ui most of these bailouts, the pilot had tittle choice but to abandon the aircraft Eighty-five per cent of the bailout.* were successful in that tlje lives were saved and in 50 per cent there Wiu no injury at all. This is certainly a marked advance and accomplishment ever what might have been the case and what certainly would have been the case other- 69 1961 Xatirnat Safety Congress wise. These data represent a marked im provement m survival but not a complete solution. I Sound emergency training must include more than procedures and their successful accomplishment during the training pro gram. It is necessary also to indoctrinate students on the nature of the various components in the physical system and their maintenance. Practice should be extended, not only to the area of maintenance of the emergency* skills, but also to the mainte nance of the system concerned with their successful completion, \ltitudinal orienta tions are also very important. >. In real life situations, individual fac tors of an emergency nature do not happen one at a time. One, two, three, live, seven, nine team up and they operate simultane ously. This means that perception time and comprehension time may be extended, be cause of the nature of the complexity of the various factors and the effect of the combination of factors in occluding the clear symptom of the beginning of the emergency problem, to whatever extent this can be taken into account in training. k. Once emergency* training has been ac complished and people with this training are carried into practical situations, there must be an automatic means by which to feed back their observations of these condi tions to the training program so that the emotional factors, details and training pro cedures and modifications of technique, both in training and in engineering, can be ac complished for increasing the success of the program in the future. l. The nature of habit systems must be taken carefully into account in emergency training. Under stress a person tends to fait back on the oldest and most highly developed habit system that he has. It is necessary that these matters be taken firmly into account in setting up the system, not only in evaluating previous experience in driving a vehicle, but in evaluating habit system* coming from other circumstances which may come in to play here. For in stance, if a person is in the habit of scratch ing his nose, when a horrendous experience begins developing on the highway he will first scratch his nose before he does any thing else The nature of these habit trends must be taken carefully into account in setting up the basic system. In military and civil aviation, many problems developed because of the shift from one type of aircraft to another. There was no standardization of the nature of mechanical operation of a component nor its designation. A crank that turns clocki`e on the right-hand side of the cockpit might, in one craft, lower the flaps and, in another craft, lower the wheels. Very ac complished pilots then demonstrated the capacity to make a landing with the wheels up instead of down. This type of error simply means that whatever emergency training is carried out shoutd be done on the basis of a habit system not dependent on the vehicle in which it is applied. Standardization of the controls and their location and operation ran go far in solving thi< problem. The following examples of emergency training applications are given by way oi giving support to the principle that emer gency training is a well-established proce dure. Appropriate administrative decisions concerning this type of training have been made on many occasions. Feasibility ha* been established. Training programs have achieved successes which have modified the expectancy of injuries and deaths which otherwise would have been proven true. Emergency training has proved its worth. Bailouts in naval aircraft--Jones1, ha* de scribed an analysis of 50 bailouts from fightet attack, trainer and other types of naval aircraft which occurred during a five-year period beginning Juty 1, 1944. through June 50, 1949. All of these were emergency* bailouts. Several of the descrip tions which Jones has given are pertinent to the problems under consideration here He describes as follows: "One pilot wa involved in a rather severe mid-air collision in which the tail surfaces of his plane were badly damaged. However, he was able l' climb to 10,000 feet to test the stall >.haracteristics of the aircraft He deter* mine*4 that it was not possible to make a cart, r or watered landing with the plane damaged as it was. He jettisoned the canopy and trimmed the plane as much as possible However, as soon as the controls were re leased, the aircraft went .into a nose-down spiral at about 200 knots. The pilot ex perienced some difficulty getting out and had to climb back over the fuselage to get completely clear. By this time he had lost 70 Srtuml mid C'df.*;/<* Sesn<ms ibout 2,000 fceL In spite of all these diifi- rulties, his only injuries were minor . . . 'abrasion*' . . This is an interesting example of how baste emergency training prepares a person for a situation involving some unpredicted difficulties. Atr transport drill--Jones describes how- one Navy squadron illustrated a necessity for emergency training practice m large transport planes The captain tiad 27 pas sengers aboard, all of whom, because oi their duties either as flight engineers or orderlies, had some understanding and familiarity with safety equipment and safety procedures. Without any prior warn ing, the pilot shouted, "This is a drill. The right wing is on fire. Put on your parachute and get out as quickiy as possible. Get out" h took the first man in this plane two minutes and 20 seconds to evacuate. The 20th man was out of the plane in four minutes and 20 seconds. The 2"lh man never got out. The officer in cliargc of the night lined the men up outside the plane ant inspected them to see how well they had carried out the emergency evacuation procedure. He found that five of these persons had their chutes on upside down. Five of them had the harness wrong side out. Several other* had attached the buckles of the harness to the wrong component and several others (tad attached the harness so loosely as to fall out of it in the air when the rip cord was pulled. Following this, some detailed instruction was given about how to attach the parachute anil fasten and adjust it under these conditions and how to evacuate the plane. The drill was then repeated with the following results: The first man was out vf the plane in 8 seconds. The 27th man was out of the plane in 20 seconds and, in every case, the gear was properly attached. The dissenter--In any circumstance m which there is a new type of procedure, theoretical calculations can be made on the basis of previous operational, clinical and experimental evidence and very sound estimates of how to meet the predicted circumstances can be made. These arc occasionally substantiated to a large degree by succeeding events, some of an experi mental nature and some essentially acci dental. In the case of high altitude bailouts in the Air Force, it was expected that beuuisc of the decreased density of the atmosphere at high altitude, there would be no severe opening shock. This line of reasoning did not take into account the possibility that the rarity of the atmosphere would serve to increase the rate of initial acceleration because of a diminished drag, ami that therefore there would be opening shock. It was expected that the jump would require prolonged use oi owgcn because it would take a fair period to get down to where the oxygen pressure would be sufficient to maintain normal respiration. Colonel W. R. Lovelace. 11, MC, U.S. \ir Force, made an experimental jump to study these conditions from 40.000 feet on June 24, 1945.* "He suffered an extremely hard opening shock which rendered him unconscious and caused him to lose both gloves from the left hand. When he re covered, he bad a frozen left hand and was suffering from shock. The nylon glove re1,lined on tiie right hand served to protect it from frostbite," On July 5. 1915, Major i'. ,!. Ritchie made an emergency jump without oxygen from 32,000 feet. "He delayed pulling the rip cord until lie was about to lose con'ctousness. He remembered a terrific open ing shock as Itis chute opened, and he lost consciousness shortly afterward. Examina tion showed he had a dislocation of a lumbar vertebrae." Another Air Force officer in August 1944 was given permission to conduct an experimental free fail jump iron 42,000 feet to take Into account the tests and predictions that had been made in the above cited information. He chose to use no automatic parachute opening device and proceeded to carry out the experiment. He fell 42.000 feet and landed in the desert sand, fracturing every bone in his body. In all probability, he was dead before he hit. The death would be attributed to lack of oxygen. The objective evidence indicated that he had m-.de no attempt to pull the rip cord. The literature does not make a clear description of the degree to which dissent played a part in this particular instance, but the objective material reported strongly flavors the cir cumstance with dissent, to the poiat that even secondary* protective apparatus was not included 1961 National Safety Congress If this has any meaning for emergency training in the highway field, is simply that the dmoitcr, who chooses to "By by the scat of his own pants/' mil disregard the accumulated knowledge, results of ex periment. and descriptions of the variables, to his own destruction. Steps must be taken to idaitisy him and to understand him, so that compliance with the requirements of the problem can be accomplished. Escape by parachute--la one of Da Vinci's drawings, there is a picture of a parachute. When the Wright brothers Sight-tested their aircraft at Kitty Hawk, they made no provision for getting down independently it something went wrong. As experience with aircraft developed, it became clear that something was necessary to make it possible for the pilot to escape from the plane under certain conditions. Parachute training developed in remarkable steps after basic designs were completed. We have a high degree of sephistiotion in this held in the military areas. fn Jones' study of bailouts, he makes the point that bailouts, under relatively con trolled conditions, are generally safe. They become hazardous, at best, when the plane is on fire, or plummeting out of control, or after a mid-air collision. No matter what the circumstance otherwise, the pilot may make matters worse, no matter how badly off he was to start with, If he (!) waits too long, (2) loses altitude so that the craft is too low, (3) stands up in the seat so that he is swept away into the tail section, (4) opens the chute too soon and becomes entangled with the plane so that he is dragged down to his doom with the aircraft. The reasons for bailouts in primary' categories involve mid-air collisions, power failure; fire, loss of visibility, traveling in inclement weather and being lost, a normal spin, an inverted spin, loss of fuel, structural failure and also the category in which the circumstances are unknown. la order to underwrite the whole process of emergency escape from a plane in flight, one of the steps taken by the U.S. Navy was the development of a bailout trainer for practice on the ground. This is accomplished by tying the plane down with the tail elevated in a flight position; with the engines running, the slip stream of the plane's propellers enable the student to simulate the jump at air speed and the student lands in a net along side. L'ndcr these conditions he is able to learn correct techniques, and especially the kinds of things not to do. One of the important advantages of this training is that it reduces the time required to clear the cockpit in an emergency escape. As the speed of aircraft became higher, and the maneuverability of the planes changed, and as dual rudders were de veloped, the problem of bailing out became a very different one. In order to properly manage c>ea{-c from an aircraft under these conditions, it became necessary' to consider how to propel the pile: from the plane bv yme automatic means. Automatic ejection nemed to be an answer. Election--It might seem that the problem of ejection cculd be handled very simply by some means ot getting the pilot out of the seat so that he would clear the craft, but many other factors get involved in it. Commander Webster* describes the main hazards is escape from high speed and high altitude aircraft as follows: 1) separation from the structure of the plane, 2) aero embolism, 3) opening shock of the para chute, 4) anoxia, and 5) frostbite. Mr. Richard Frost* looking at the prob lem of ejecting a pilot from high perform ance aircraft describes them as follow's: I) decision to abandon the aircraft, 2) operation of emergency controls, 3) removal of obstructions to egress, 4) egress from the crew station, 5) avoidance of airplane structure after egress, 6} prevention of injury caused by impact, pressure, temper ature, deceleration, and/or tumbling, 7) prevention of injury caused by ambient pressure and/or temperature, 8) retention and protection of life-saving and survival equipment until use. 9) operation of life saving equipment, 10) prevention ot injury during landing considering both vertical and horizontal velocities and type of surface encountered, 11) counter-acting effects of surface environment, including hunger and thirst, 12} facilitating search and recovery* operations by friends and avoiding these operations by enemy, and 13) training in the operation and maintenance of the system. It is dear in viewing the Frost list of engineering problems here that once the 72 School and College Sessions f.`Kaso from the plane is accomplished, a ' ->n of brand new problems enter the pic:st, which mu; be dealt with in advance .-*d carefully planned tor. Some ot these ,'f'jblems require that the means by which ;hey are managed be carried along with the pilot co his wav down. It Is interesting tv *e that the solution to a problem often brmgs co other problems which are very liffieult to manage. Colonel H- G, Moseley*, of die USAF, -.it described 757 known ejections from rtgh performance aircraft. Five-hundred e.skty-four or 77 per cent of these were > nfatal. One-hundred seventy-three or 20 ;<r cent were fatal. In the nonfatai cases, :'.6 were without any injury: 158 had only injury; and 110 or 15 per cent had major injury. In analyzing these circum*smcr, Moseley round that mechanical ejecrica was clearly the answer to the removal ct the crew from high performance aircraft He found in analyzing the cases that tbere were difficulties in initiating the escape procedures and that special training and engineering design had to go into this phase /i the operation. He found that there were luficulties, related to 87 deaths, in separat ing from the scat once the seat had been ejected from the aircraft. He also found that there were difficulties in deploying the parachute. It is very interesting to see that the choice of the altitude and the entering velocity in ejection have much to do with the success of the ejection from high-speed and high-altitnde. If the chute is deployed too quickly, the opening shock may be so great as to rip the harness in two so that the parachute and the aviator fall sepa rately. If the person docs not fall for some distance and is not carrying oxygen with him frees high altitudes, he may suffer an i-noese death before be reaches the area where the oxygen-partial pressure is suffi cient to maintain normal respiration. One of the benefits derived from the study of the unsuccessful ejections is that if the body is allowed to go through a free-fall for a distance, it actually slows down so that the rate ot fall is not as great is velocity as the initial velocity was in leaving the aircraft. This means that the person accomplishes a moderately high-speed descent into areas where the oxygen-partial pressure is considerably more favorable, that he leaves the area where extremely low temperatures are unfavorable, and that he slows down sufficiently so that the opening shock of the parachute will not be so great as to tear it apart. In experimental and operational studies of high altitude bailouts, Mazza' describes his test in which a free-fall drop from high altitude was earned out. "In the first free-fall drop from 37,066 feet, the subject free-fell 80 seconds prior- to automatic opening of the parachute. In the second drop from 41,586 feet, the subject free-fell 90 seconds. Ground personnel tracking the drops by radar, estimated the openings to occur at approximately 15,000 feet above sea level." These data give some indication of what the time factor is in the problems of low oxygen pressure at high altitudes, If you had the experience recently of having the pilot of a jet airliner give the temperature, vou have probably been surprised to hear iitm say that you were travelling at 23,000 fret and the temperature outside was 40 and then, with a pause, add "below zero." In the drop experiments oxygen equip ment consisted of a mask connected to a bailout bottle: a second bailout bottle with a simple pipe s>iem was uuhzcd in case the primary system should fail. Both of these were checked by actual use prior to the jump to be sure that they were properly functioning. In addition, each of the sub jects in the experiments wore a stop watch and an altimeter sewed to die sleeve of his outer garment and a knife sewed to the trouser teg so that he w-ould have informa tion concerning the length of time invoh id in the fail and the altitude, and means by which to take care of problems which came up in Sight Aircraft accident analysis -- Zeller* has analyzed the information developed in the investigation of 536 Century series fighter aircraft accidents in the period January I, 1953 to June 30, 1957, Inclusive. His data are carefully managed from many stand points " and some of his comments are apropos. "The role which the knowledge of emergency procedures played was consider able. Study of the accident reports indicated that in 148 accidents, some type of oner- 73 1961 Xanana! Safety Congress gency procedure kv necessary* 133 instances, some emergency procedure was used Of these, die incorrect procedure was applied in over half of the cases. It is noted that Century series experience apparently has little effect on whether or not the correct procedure is accomplished. This finding is not unreasonable because emergency procedures are ordinarily of use only when an emergency occurs. Whether the pilot experience* the emer gency during the first five hours or the several hundredth hour of flight time has little beanng on the knowledge of these procedures if he has not speeifirall)' prac ticed them in the meantime.'' "The high number of incorrect emergency responses suggests that controlled use of simulators and trainers which permit prac tice of emergency operations should result in a decrease in accidents caused by the pilot having an inadequate knowledge of these procedures." This point is very similar to the one made earlier in which it was mentioned tiiat some procedure was neces sary for the maintenance of emergency skills in die highway field once they had been developed. Helicopter accidents--At Camp Pendle ton, California, a helicopter dunking device was employed in order to teach military personnel how to escape front a submerged helicopter after falling into the sea due to the loss of a roter blade. The machine is so designed that an instructor and nine men can sit in the passenger compartment of (he helicopter as it is dunked, in a controlled procedure, into 15 feet of water. The pro cedure, as described by Sgt. Edward A. Roberts and Lt. Colonel W. T, Shafer', is as follows: In the first experiment, the recruits are given a basic description of what is to occur, where they are to sit and how they arc to manage the problem ot getting out of the aircraft. They go through a minimum of two immersions. In the first instance, the machine is dropped into the water ami stopped at chin height. Here they are given a description of how to take a last breath as the water forces air into compression in the upper part of the fuselage. Men are equipped in this circumstance with full field equipment. This means normal arms, rifle, a light pack, helmet, an ammunition belt and full combat clothing, including boots. In the second experiment, the machine is dropped to the bottom. They follow the procedure of waiting until the wheels touch and until the motor gives signs of stopping to take their last breath. If they wait until the water is up around shoulder height and take their last breath, they finish it just as the water comes up over their chin. They remove helmet and place it underneath the seat because the chin straps may get caught in the corrugated floor. The other personal gear which they are carrying is removed and put under the seat The recruits hold onto the seat with one hand dunng this operation so that they will maintain a stable position and not interfere with the motion of other people around them. While still holding onto the seat, the} trip the buckles of their seat belts and leave in designated order. As they go through the door, it is necessary to grab the door and force themselves down in order to avoid some of the hoist mechanism gear which is attached to the fuselage at a point above the door. It seems necessary to exhale a small amount of the air which has been taken in in the last breath because it U, in fact, compressed. The rest of the procedure is to swim to the surface of the water. Tliti has been a successful program. It has turned up the interesting finding on panic, already mentioneiL "It is important.'' says Sgt Roberts, "it you are going to panic, you do it here where you can get away with it" Flying civilian aircraft as o private pilot -- It is an interesting experience to take the position of a student pilot and begin t<> learn from actual experience in flight wlut the various structures in aircraft mean and how* they* perform their functions in flight The meaning of trim, aileron, stabiliser* pitch, roll, yaw, the reading of instrument* and the reliance upon them is enhanced by the procedure of becoming a student. The concepts undergo important Changes a* tbr -tudent sees the structures in use m flight. In interviews with student pilots arvl with instructors, one gets the impression that in teaming to fly. much of the under standing of the nature of aircraft and flight is accomplished by deliberately doing the wrong thing. This means that you accumu* late experience under relatively controlled conditions. You come to understand what .-4 School and College Sections meaning >our action has on the capacity 2. Sensation of diving whil* recovering of the plane to perlorm. You learn what from a turn. The reduction of G forces the symptoms of these types of problems noticed on recovery from a tum produce are as they begin, so that this information the same sensation as reduction of G forces can be utilized when it is critical for your noted in a dive and mav be interpreted as j safety. such. i The pilots who operated as bush pilots 3. Sensation ot diving following recovery [ many years ago and, who * 'll do, report from a dive: in the pull-out from a dive ! that thev find themselves aln st constantly certain G forces are imposed on the body busy while in flight looking for a place which are reduced following the pull-out. where they could land if, at this moment, This reduction tends to give the same sen [ they were to lose their power or if they sations as are experienced in a dive and i were to run out of fuel. The process of consequently may be interpreted as originat | c*Umating a glide path and estimating the ing from a dive. | ! , | means by which one would get to a place where an emergency landing could be made ts a tremendously interesting phenomenon to observe from experience. 4. Sensation of opposite tilt during a skid: Bcrgm states that tn a perfect turn, where the ground or horizon cannot be seen, the angle of bank cannot be sensed became 1 Putting a plane into an altitude where the resultant of gravity and centrifugal j it stalls at 6,000 feet, knowing a spin would force must fall at right angles to the trans- be the inevitable result if it were not con versed axis. In blind fl>ing, the deviation of trolled, gives you a very sound idea of what has to be done to protect the plane the resultant, and, with it, of the angle of tum indicator, may be sensed a* an inclina from going into a vertical or an inverted tion of the aircraft to the side of the `pin. When you anticipate that the rate of deviation. If, in blind flying, the aircraft fall here would be roughly 12 feet per skids during a tum on account of it not second from the altitude, plus the initial having been given adequate bank, then the entering velocity, it is very important that resultant no longer falls at right angles U- the characteristics of the stall and the spin the transversed axis. Thus, the sensation is and the management of this problem be that of tilt of the aircraft as opposed to i j dearly understood and the control reactions be very quick. The reliance upon instruments as the the true one." Flight simulation--At the United Air Lines Flight Training Center in Denver , means by which to get information is can be seen one of the most interesting critical. The psychological responses to the simulation centers in civil aviation. Pro attitudes of the plane under conditions of instrument flight lead you to believe that ficiency training, check flights, and practice in emergency procedures are the business vour capacity to judge what is going on by of, the day. Herd are simulators for the the means of your sense organs is not only incorrect, but is misleading to the point of being dangerous. CV 340, DC 6, I1C ?, B 720, DC 8 and Caravellc. Training programs are desi^r**d to meet federal requirements, Indoctrinate Shafer' describes some of the talse sen- and provide practice in new aircraft, and , vations that result from the stimulation of make training use of the vast experience 'he otolith organs in the internal ear as a accumulated in scheduled passenger opera result of acceleration. "For example, in the tions. absence of visual cues, G forces which are present in various maneuvers do not give adequate stimulus to differentiate the type -t maneuver; consequently, the pilot may interpret the G forces of one maneuver as originating from an entirely different maneuver." What procedures are included? Maneu vers such as authorized maximum gross take-off weight with failure of a critical engine; maximum weight landing in tour engine aircraft with most critical engines at xert thrust; pull out from maximum landing weight with critical engine inopera "I. Sensation of climbing while banking: tive. The lesson plans for emergencies in die resultant G forces of a coordinated clude problems such as fire and smoke, tum may produce the sensation of climbing. emergency descent, power plant malfunction, 75 ''jf Xalinal Safety t xngre.it hydraulic failure, electrical system failure, and wheel and gear trouble. Jt was an interesting experience to watch the progress o a simulated (light. In the procedure to land, the co-pilot radioed for instructions. He was advised to maintain altitude to the outer marker and then de scend to 7,000 feet. The flight engineer began the approach descent procedure and reported the first six items on tiie check list were complete. The tower called United K20 and said, "Geared to land, runway 126." The check list continued: landing gross weight -- 175 M; threshold speed -- 121; ejectors -- extended; seat belt light -- on; anti-skid -- armed. The captain called for a weather report and found the ceiling to be 550 feet. The flight engineer abruptly reported a flame-out in Xo. one engine. The crew at tempted a normal, in-flight re-start while continuing the approach. The engine failed to start. The crew positioned the fuel Shut-off lever to "off and continued the approach to land. The tower was advised of the engine flame-out with a request for standby equipment. On passing the inner marker at JQQ feet altitude, scud clouds rolled over the field blacking out the nmway, and the captain elected to go around- The tower ws* advised and United 820 was rt-sequenced to the outer marker for a seccod 1JLS approach. On turning inbound at the outer marker, the Are warning light came on, with the alarm indicating an engine fire in the No. two (left inbound) engine. The captain pushed the master fire warn ing light to "reset." The crew checked the N'o, two engine instruments, noting a high exhaust gas temperature. The captain pulled the fire shut-off lever full forward and positioned the fuel shut-off lever to He asked the eo-pilot to pull the fire agent discharge handle and check for low pressure indicating light "on." The co-pilot reported fire agent discharge. The captain requested the crew to complete the engine fire control procedure. The flight engineer moved the generator drive disconnect lever to "disengage" posi tion and positioned the Xo. two hydraulic pump to "by-pass," and checked the No. ihree pump to "on." By this time the fire light was out on Xo. two and the co-pitot advised the captain, "Fire light is out" The captain requested the co-pilot to advise the tower of the condition and ask for emer gency equipment to stand by. He also re quested a precision radar assist. The flight continued down the glide slope, crossing the inner marker, with con tinuous advice from ground radar. The plane settled in a normal landing without incident. The above description shows how the flight simulator and the flight check sene to maintain the emergency skills developed in thousands of hours of flying. These pro cedures are an intimate part of how the aviation industry carries out its efficiency and skill maintenance programs. The air tine may carry passengers with full confi dence that skills to meet the occasion of need are "built in" each one of the flight personnel. Suggested emergency training -- Some steps in `emergency training can be taken now*. These are steps that most driver training instructors know or could work out for themselves. 1. The soft tire. It is easy enough to set up a simple situation in which one of the tires cither on the front or the rear of the vehicle has 10 pounds of air in it and allow the driver to travel at low speeds to get the feci of the situation. Obviously, much driving of this sort is going to damage the tire, so a special one should be used for the purpose and watched care fully for evidence of failure. 2. Brake pedal toss. Under seme condi tions the bririce pedal shows a sign of a slow brake loss. You have expcnoiccd a mushy and spongy' pedal where you have low fluid in the system or a leak in a wheel cylinder. This happens also when the adjust ment of brakes is not up to standard. One of the important things here is to teach the person how to recognize that the feel of the pedal itself is not right. This is not to suggest that the person should be asked to operate a vehicle with defective brakes. The point is to teach him how ro recognize, by applying pressure to the brake-pedal, that something is wrong with the braking system. It is recommended that the person be taught how to stop the vehicle with the use of the hand brake. Under conditions of 76 'School and College Stations massive brake failure which occurs while the vehicle is in motion, the possibility of stopping is dependent upon the land brake and upon having a dear area ahead. The hand brake is certainly going io operate at something less than half braking efficiency in many conditions. If the hand braking system is not in goid condition, then the driver is in terrible trouble. To think of the hand brake as a way out requires much practice. To teach the driver from the beginning how to use the land brake as a means of stopping the vehicle is to provide him with a skill which is extremely im portant. 5. Ignition loss. Go sonic occasions the operator of a vehicle will lose the ignition while in transit This an be simulated very easily. While the student is driving in a normal fashion, the instructor can shut off the ignition switch. The task ior the driver Mould be to determine that this had hap pened and to leave the travelled part of the roadway as quickly as possible m order to avoid obstructing traffic, and exposing him self to collision. 4. Protecting the scene. 1'rotecting the scene of an accident means giving warning to vehicle operators coming in both direc tions that there is trouble in the road ahead and that it should be approached with extreme care. Staking out the vehicle with flares, fuses, flashers or flags is required. Distance from the vehicle must take speed into account. The standards of the Inter state Commerce Commission ior vehicles traruporting cargo and passengers across vote lines would appear to be basic stand ards ior the teaching program. Protecting the scene hu to do both with an accident and with tbe condition of vehicle failure. a. Sign reading. Sign reading is a far more ssporus: matter for many circum stances than is generally realized. A great deal has bees deec on legibility, and on cum--xr^jig the language and the number of ideas presented to the driver at one time. The traffic engineering profession has con tributed sc *>!> to these matters. The acq^phh.'iii.'..t are occasionally completely lost when a piece of roadway is either in cccutroetxjQ or in reconstruction. Tempo rary signs, signals and markers are put cm Learning hot to interpret these changes sad bow to make sensible judg ments based upon them is a very important matter to the driver. 6. Inspecting the % chicle. One of (he most important basic areas in which vuund and practical training can be given is on procedures for inspecting the vehicle In the highway field we assume that human failure is the nearly complete prob lem and we do not look at the rest of the Situation. Our published reports in this field are accurate insofar as data arc reported, but they arc completely inadequate because systematic investigation of die vehicle is not earned out by any public agency in any state automobile accidents. Therefore, it i> extremely important in principle to teach students- how to look at each component ui the steering system and lest it tor adequacy. Students should leirn where the weak parts are, where connecting mechanisms that can become loosened or disconnected are located, which parts are fragile in design and sub ject to failure. Tires arc extremely im portant. Each component in the exhaust system, from the manifold all the way to the end of the tailpipe, needs to be mpecied regularly. 7, Deceleration protection. We have es timated in our cases at the Harvard Medi cal School that a large number of persons who are killed are on the receiving end of missiles which go out ut control and cross into the driver's path In one of our recent caves three persons were travelling northbound on a four-lane divided highway. They were all sitting in the front seat. Without warning the vehicle went out of control, crossed the median, and then entered the southbound lanes. The driver of a heavy vehicle going in the op posite direction observed the vehicle while it was in the median and realized that it was coming into the lane. The driver hi: his brake and left skid marks for a very short distance, while making a very slight turning movement of avoidance. His re actions appeared to be excellent under these conditions. He was on a collision course beyond a point of no return before he knew that anything was going wrong. In spite of all that he did, there was no possibility of avoidance. None of the persons killed in this accident were using seat belts. When other drivers go out of control, or other vehicles fail 77 Rational Safety Congress while is motion, whoever is in the tm* mediate vicinity is in extreme danger. Is such cases, the only help possible is that given by deceleration protection. The term deceleration protection here is intended to mean door iodts that resist opening, padded foam on the visors, padded loam on the dashboard, a recessed-post type steering wheel and seat belts for each separate occupant in the vehicle. This is a minimum. Research--Some of the types of emer gency training that could be suggested can not be readily carried from the stage of concept to the stage of teaching activity. Some of these items require detailed opera tions research. Some of them require engineering design work to devise and manufacture devices to help- The following list is presented, without attempting detailed description at this time, to indicate some of the teaching precedure* which should be available in the future. They are; 1. The panic stop. This has been men tioned before. You might easily argue that this term should have been in the first listWhile this U a defensible position, it is also true that under some panic-stop con ditions, secondary emergency problems arise. Until these have been worked out, the panic stop should not be added to the teaching routine. 2. Sudden braJee loss or sudden brake failure. At Harvard we see the circum stance of having lacerated brake hoses or disconnected tines. We see the results of the vibration of the metallic line against another metallic structure so that the fluid leaks out. Without any prior warning the car is without brakes. Controls are limited. We do not yet know how serious thi* prob lem is, statistically. 3. Sudden power steering toss. This re fers to the type of thing that happens when you are going along in a perfectly orderly fashion, and the power steering fails and you don't know it. You start to steer and during that first moment your hands simply slip across the steering wheel. You have to recover, move back again, grip the steering and then start a recovery movement with added strength. It is during this critical period of finding the failure and developing the strength to override the power steering mechanism that jeopardy occurs. s Returning to shoulder. In many pans of the country we have shoulders along the highway made of sand or soil or stone. The shoulder surface may be two inches or three inches below that of the pavement. When the new driver runs over the edge of thi<, lie may have a great deal of difficulty in getting back. Teaching him how to do thi* without running the risk of putting (he vehicle out of control is important. One possible means U to decelerate without braking, and gain the roadway at low speed. 5. Explosive decompression. Explosive de compression in a tire is a term used in preference to the term blowouts, in an at tempt to indicate the extreme rapidity with which the air loss is accomplished. We have demonstrated in o - clinical work that to put your foot on t.te brake for a massive deceleration under the conditions of a blow out is asking for death, because whatever steering problem you have as a result of the tire failure will be magnified many time* by the hard application of the brakes. Pro. redures for managing the deceleration and the steering control need to he worked out experimentally. 0. {'ehiele control What should the pa*- i-enger do when the driver of hi* vehicle obviously loses control ? We have one ease in which the passenger was obviously trying to give aid. The vehicle continued out of control and hit a tree and the passenger was killed. What his action should be under con ditions of fainting, seizure or sleep is a complete unknown. 7. Skidding. The vehicle which goes into a skid is in a serious situation. Sometimes a person can go into a controlled skid and avoid some other type of problem by its use. This takes a degree oi skill which is be yond the range of most oi us. What about the ordinary* situation when you lose trac tion on a wet road? Or when you think you can stop on ice or snow and you find you can't, what do you do? These proce dures are being tackled by the Committee on Winter Driving Hazards of the National Safety Council and very soon they will have some recommendations to make. One of the important things here, of course, is careful evaluation of the type of equipment in use on the vehicle respecting winter driving haz ards. 8. ,t/ijxi7rr. What about the situation in which the other driver shows signs of being oo the collision coarse; but you don't know 1/100/ and College Sessions what to do about it ? .Assume that he is in toxicated or asleep. Procedures need to be worked out to adequately handle this matter. The idea of clicking your lights up and down could hardly be more foolish. If a driver has gone to sleep at the w-heel with his own car all around him and his own en gine and headlamps going, it is almost cer tain that your hcad'amps are not going to wake him up. It i< suggested that the horn be used in an attempt to wake him up. In the meantime, pulting over to your own side of the road protects your liability interests. Other work on this problem needs to be done. 9. Pedestrians. A short time ago a news paper writer phoned and asked my opinion about the appropriate action of a driver when ,i dog runs into the street in front of him. His question included the comment that he had checked with the local safety council. The advice given was that they did not rec ommend that the driver make any attempt to avoid the dog. Reaction to this was very simple. This is a useful training ground. We have an im portant pedesinaa death problem ut this country. Nearly 8.000 pedestrians are killed by automobiles in the course of the year. When a dog runs into the street, you have an opportunity to use the situation as a training ground for avoiding the pedestrian. The actions of the dog and the pedestrian are probably equally unpredictable, and this give* you a chance to develop emergency <ki!!s. If you can avoid the dog, you can also very probably avoid the child. This statement of principle is not a so lution to the problem of how a driver should behave with respect to pedestrian decelera tion, but until experimental work is accom plished to set op the means by which the pedestrian avoidance procedure can he estab lished, this philosophy is certainly a useful one. At the present time we don't even use a horn to wam a pedestrian of a collision course. The principles of protection applied for occupants audit to be extended to de sign work for pedestrian protection also. Problems of emergency training--There are several problem areas which need to be looked at rather carefully In looking for ward to adding emergency training to the driver education procedure. It is not nec essary to go into great detail on these, but some of them are of basic concern. The first of these is to justify the re search which it necessary to develop the mining procedures and to devise the engi neering devices. There will be some who will find no possible justification for a train ing procedure which may have an element of danger in it. We get in the habit of "jay walking" to the point that the very success of this ac tivity leads us to believe there is no danger in it. We drive automobiles under all kinds of conditions, including the most severe weather, with hardly a thought that anything will go wrong which will lead u$ to injury. The traffic casualty statistics are accumu lating at such a rate that the probability of involvements of any of us gets greater and greater as time goes along, as traffic density increases and the number of mites traveled increases. It behooves us, then, to look into the areas where we know unsolved problems exist and to lake firm and intelligent and thoughtful step* in order to manage these circumstances. A'e cannot prove how many persons die due to blowout conditions. We can document that existing emergency pro cedures in other areas find their extreme problems amenable to both engineering and educational methods. It behooves us to take the steps neccsary to add thee method* to the highway safety field. Research m this field is a fundamental necessity, Research which is basic in an at tempt to decribe the variah'es, to properly develop training procedures, and to create sound engineering devices to support safe training. Research mut he carried to such a point that we will achieve an almost fool proof system of training in each of the everal areas where envreenev training pro cedures are justified. No amount of effort and money should be spared to *ncce*fuUy nrcnmplirit thi degree of perfection. When these several matters have been settled by appropriate research, there are other problems which need to he taken into account. What should be the level of skill develop ment reached by the student at the time he begins "to learn an emergency skill? This requires special study. It Is a special in stance of learning readiness. What are the physiological responses to stress which are well known to occur under 79 /Piit Motional Safely Congress other circumstances that will become in volved in this tvpe of training? What hap pen* to the adrenal* and to the autonomic nervous system ? What i* the shift in the srcneral adaptation syndrome in the human body? What is the effect of these observed physiological changes to a student who pos sesses a given disease or pathology? These are matters which need to be explored un der experimental conditions with sound med ical scientists carrying out the studies. What can be done to device nn automobile to be used for this tvpe of framing? The dual-control car* which are presently in use all over the country have served well for the circumstances for which they were de signed. For the tvpe of training which is being described here, complete duplicate con trols will be necessary in order to guarantee that the safety of the occupants during the training period will be assured. The engi neering genius of the automobile industry can certainly accomplish this objective in line with their long-standing policy of giving sound support to the driver education field. In manv educational jurisdictions, there art existing poliev decisions on record indi cating that the student cannot under any conditions be placed in a situation of danger while in dnver education. We may be quibbling with a language problem to raise this one, but it may be a very real prob lem, Whatever steps are taken to accom plish emergency training, it is important that all interested parties participate in the developments from the very beginning so that the accumulated experience of public officials in every field can be utilized to ac complish a sound training program. School 1*uird personnel should be participants in the development of the program. What legal requirements should there be for instructors who take on the tasks that we are suggesting? Should they have first aid training? Should they have special in doctrination concerning the mechanics of vehicles? Should they have teacher train ing preparation with an appropriate stamp of approval by the State Department of Education? Should they have some addi tional qualification as certified by the de partment concerned with driver licenses? These several matters must be taken into account so that problems which might arise in the application of the materials can be handled in advance. What emotional problems develop in the circumstance of training that can be detnmental to the health of the student or detri mental to his safety in the condition of the emergency training? Preoccupation, lapses which come by virtue of illusions, fascina tion and marked degrees of imagination concerning the lessons must be considered. What of the emotional responses which lead to nausea and vomiting? What is the effect ot the training on his sleep? Does unsuc cessful activity deleteriously affect what hap pen* in classroom studies in other areas? Tlie*e many matters need to be looked at one at a time and very carefully. The road set is one which requires exhaustive prep aration and very fundamental research ac tivity, 1. It is the argument of this paper that % policy decision should be made in cadi of the several jurisdictions concerning It that emergency training in automobile safety is a step which wc should take. 2. All interested parties should sit in con ference and explore the many step* to be taken for a sound program far developing emergency training areas, training tech niques, training materials and engineering devices, and teaching personnel. 3. Steps should be taken to obtain ena bling legislation or administrative decisions, where it ran be done by decree, to give suptort to the development of emergency train ing for highways. 4. The emergency training programs which are developed should be subjected to exhaus tive testing prior to use. Experimental comparisons should also be earned out to assess the value of the training under controlled conditions. This author recommended several years ago that successful completion of an au thorised driver education course be required before the license examination for on origi nal license to drive. This does not mean the first license in California, then the first license in Nevada. This means the first license to drive an automobile. Three states have adopted some such provision in the meantime and some others are considering it presently. It is necessary to repeat this recommendation and urge its adoption. We know that the procedure is a sound one and that it contributes significantly to the long- 80 1 1 ' 1 j > i School and College Sessions run successful operation of the vehicle by the student. Consider along with this some other rec ommendations which you wilt agree are very radical. These are not offered indi vidually but should be appraised as a group -- which, in tact, cannot be accomplished at the moment. The original license to drive for any driver should carry restriction permitting the person to drive a vehicle for a period of one year, but at no time with iny passengers aboard. During this period he could carry with him an instructor, and the instructor would aid him in the prepara tion for a re-examination which would follow. It i not possible to give a complete sta tistical support for the no-passenger restric tion at this time. However, the National Safety Council has provided data, from 13 states in 1937 and 10 states in 1958, which indicate that for each of these years the accident problem for the persons with less than one year of experience is approxi mately as follows: accidents 16,9-15; deaths 163. Projecting this to the entire countrv, it suggests 270,000 accidents, of which 10 per cent would involve personal injury, ami 300-1,000 would result in death. The other justification is that it t* a very personal matter to sacrifice one's life when a tire has no traction and the vehicle skids. N'o state is free of this problem, nor is any vehicle. Is it really morally right that a person should be given a license which exposes him to death by skidding, without ever having had the first word of teaching and demonstration of how to stay alive by regaining control? It is expected and assumed and should be provided that an instructor who is qualified could be aboard for purposes of teaching at any time. If tabulations were made of the number of rollover deaths, pedestrian deaths, onecar accidents and fixed-object collisions, both fatal and nonfatal, occurring to people dur ing the first year of bang licensed, con siderable data could be amassed to indicate that with inexperience comes hazard. We have seen in our studies several instance* of deaths occurring In and by an automobile before the driver's license U a year old. We have seen one particular tragic instance oi a death when a driver's license was one hour old. It is particularly Important that this type of problem be avoided. The next recommendation is that a re examination be given at some time appro priate in terms of experience and accom plishment in training. The dnver would be required to demonstrate his skill at man aging a car under certain emergency con ditions before the no-passenger restriction was removed from Ins driver's heense. Amone allowed to continue with a licence for a second vear would at least have to dem onstrate the skill in avoidance of pedes trians. Summary In the foregoing materials, nn attempt lias been made to describe the concept of emer gency training as applied to any circum-tnnee in which emergencies are a normal hv-product of man-machine relationships. The psychology oi emergency training ha* also been described. A number of examples have been given in which emergency train ing has been carried out in other fields with strong evidence of success. Examples of emergency training deemed necessary in the driver education field have Imcn given. Some problems concerning their development and application have been indi cated and some recommendation* made for application of lhee materials when the ap propriate educational and engineering re-earches have been completed. It is sincerely hoped that policy decisions favorable to the development of emergency training for auto mobiles will be carried rut with all hntc, and with all soundness. Rt/rrtneft t. Jones, Walton L.: A Study of Bailouts for a Five-Year Period in the U. 8 Navy. Jl Auiaf. Med. April. l?3t. 123-131, 153, 2. Maxza. Vincent: Kirh Altitude Bailouts. Jl. Aflat. Jted, October. 133;. 403-407. 3. Webster. A. R. and Smedal. H. A ? Hlrh RAeltfieturednec-eHitgohHuVmealoncitFyacFtolyr*i.ngJl.wAitrhiotSpMeceiadl I April. 1950. 82-U: If. June. S0. 237-215: ITT. April. 195L yJ7. IV. June. 1932. Aelat. Sled. Feb,, 1957. * 5, SIcweler. H. G.: U. S Air Force Experi ence with Ejection Seat Escape. Jf. Atuit. Med. Feb.. 17. S9-73. 6. Zellar. Aochard: Human Ability and High Performance Aircraft. Jl Aflat. Med. Feb.. 4959, 12C-I35. .. Shafer, George E.: Sensory* Illusions of Ftl' lng. Jl. Aflat. Med. June. 1*51. 207-211. 81 1961 National Safely Congress THE DRIVER EDUCATION TEACHER AND TEACHING MACHINES By CHARLES H, HARTMAN Assistant Prof., Safety Education, Illinois Stats Normal University, Normal, 111. Within the past several years there has been considerable attention given to dis cussions centering about what are commonly known as teaching machine*. In fact, the previous school year has been described in some quarters a* the year when these vari ous teaching machines moved out of the psychological laboratories and into class rooms en masse. Although a great deal has been said and written on this topic it would appear that there exists both an,:-? professional and lay groups a somewtu. :<ue notion of (1) what constitutes a icacmng machine, and (2) what such devices can and tan not contribute to the development of a quality instructional program. In this brief presentation an attempt will be made to clarify certain aspects pertain ing to teaching machines. Recommendations for the consideration and possible use of these devices in the teaching of driver edu cation will form a second part of the presen tation. First it seems essential to clarify what is meant by a teaching machine Although it is only w ithin recent years that we have heard so much about "teaching ma chines," viewed in the broadest sense teach ers have had available and have used all sorts of machines in their teaching for many years. A film projector or tape recorder would represent but two examples of this type of machine. Irt some quarters, the chart*, projects, models and other instructional aids wrhich many of us find opportunity to use in our classes on a ne rly everyday basis--both the commercially manufactured models and the models and projects prepared by stu dents and teachers---these instructional aids are also known as teaching machines. If I may inject a personal reference that is pertinent, it can be reported that earlier this year it was my good fortune to have a brief article published in Safety Educa tion which described the preparation and utilization of a variety of teaching aids, models, and projects prepared by students enrolled in the teacher preparation program in driver and safety education at Illinois State Normal University. Grateful as I am far the publication of the article and con vinced as I am of the value of engaging high school and college students in project and survey work such as that described in the article, t cannot refrain from taking exception to the title which was somehow given this article as it went to press. The Mile appearing with this article was "They Make Their Own Teaching Machines." Un less the broadest possible latitude is al lowed, the aids described in the article cannot be considered to be "teaching ma chines" and the title, therefore, is a mis nomer, Lawrence M. Stolurow defines a teaching machine tn his monograph. Teaching by Machine, as "a mechanism that presents information to a student and controls his behavior in a predetermined interacting re lationship." Interested persons are referred to Stolurow's publication which has been useful in the preparation of this presenta tion. Under this definition neither the projects and aids described above, nor "machines" such as the film projector and tape re corder can be properly classified as teach ing machines. Driver education teachers may be prone to regard the several simulated devices available in this field (eg., the Aetna Urivotrainer) as teaching machines, par ticularly since these devices are so machinelike in appearance. Depending upon how *uch devices are actually used and depend ing upon how strictly or loosely one in terprets the definition of teaching machines, these simulator devices may or may not be properly regarded to be within this cate gory. Under a strict interpretation of the definition it is likely that they would not be considered to be teaching machines. Perhaps this tendency to lump into the teaching machine category such a wide 82 School and College Sessions variety of instructional aids, might be mini mized if the synonymous term auto-instnictional device were more commonly em ployed. Central to the discussion to use any autoinstructional device is the problem of whether such a device is to be used at the sole source of instruction or as one factor m a total instructional effort. There are research findings available that indicate the effectiveness ot cadi of these procedures tn {articular circumstances. It would seem that the nature of the skill, knowledge, and al titudinal factors involved in the teaching of driver education suggests that if the use of auto-instructional devices in this field is to be attempted, utilization might well take the form of one factor in a total instructional effort rather than the sole source of instruction. This is, of course, a supposition that the one procedure would be more effective than the other, and can be borne out only through adequate re search. Excluding the possibility that some of the several simulated devices commonly associ ated with driving instruction are actually auto-instnicuonal devices, it can be said without much fear of contradiction that there has been no great rush to design and use auto-instructional devices in the teaching of driver education. If any such programs havw been designed and used there has been a paucity of information made available concerning this innovation. Are not we as driver educators as seri ously in need oi the development, testing, and utilization of effective auto-instructional devices as are our colleagues in other fields `f Many of us feel the pressures of an alltoo-short thirty clock-hours ot instruction in the cla>*room phase and six clock hours of instruction bchind-the-wheel forcing us to provide less than a truly complete and comprehensive course. Some of us are fac ing classroom sessions that grow larger and larger with each passing year. Many of us are constantly forced to justify the rela tively high instructional costs of driver education programs. All of us as driver educators, convinced of the value of high school driver education, are seeking sup port for plans that will make driver edu cation available to alt eligible students. Do not these factors, as well as others, com bine to form a convincing need to seek an ever-increasing efficiency and effective ness for the total driver education program' If the answers to these questions are in the affirmative it behooves us to initiate ac tions which will lead us toward a greater understanding of the possible use we might make of auto-instructional devices in driver education. This is not to suggest that we m driver education "jump "i the band wagon" with regard to auto-instructional device*. There i probably imte room left on the bandwagon an) how as it appears that so many have already made their jump. For this we need have no regrets for despite the attention given auto-instructional devices during the past few years the re search reported thus far seems more pro vocative than definitive, more argumenta tive than conclusive. Until some important questions can be answered it would seem advisable to use auto-instructional devices in an experimental framework rather than in routine instructional situations. We should not, however, sit back and let the other fellow do tt. Consideration and study of the potential uses of these devices in driver education is worthy of our attention at this time. It is not necessary to promote the idea that we should give time and attention to a study of these devices as they might relate to driver education. Consciously or subconsciously many teachers fear these "machines;" they view these mechanized models as supplanters of the teacher. Those holding to this view will need to be per suaded that their view runs contrary to lie tacts. Auto-instructional devices arc not devices which will eliminate the teacher; rather they are a means of emancipation tor the teacher for they can free him from the more routine aspects of his work and thereby give him more lime for thought ful f>tannm<j of instructional program*, and for gaining more knowledge about his sub ject and his students. la summary it should be reiterated that auto-instructional devices or "teaching ma chines" do not embrace as many instruc tional aids and classroom "machines" as is perhaps supposed. Further, driver education teachers need to initiate aetions which wilt lead to a competent consideration and study of the possible uses ot auto-inMruction.il devices in driver education. This needs to ik5 1961 National Safety Congress be done both tor enrollment and cost con* siderations, and for the more important reason that such consideration and stud)* could lead to an increased effectiveness in the teaching of driver education. Finally, the time to initiate such actions is this year, not next; the persons to initiate it are we, not "they. * INCENTIVE AND YARDSTICK -- NATIONAL COLLEGE AND UNIVERSITY SAFETY AWARDS By LOWELL L. CARVER Professor, Industrial Education, Iowa State University, Ames, Iowa .Although the campus safety group of the National Safety Council has been in existence only since 1149, it has always recognised the need for an evaluation and award program which would both give recogtmion to those colleges and universities which are taking measure* to reduce cam* pus accidents, and at the uat umc would serve as a stimulant to higher education institutions to initiate or strengthen such programs. When the campus safety committee became a formal pan of the school and col lege conference structure tn 1957. as part of the higher education section, it appointed a committee on recognition of campus safety' programs to study and recommend for adop tion a standard recognition program similar in intent and scope to the honor roll pro gram. After considerable research, experiment ing. consulting and try-out the committee, with the assistance of Daniel Webster, men in the held and National Safety Council personnel, a proposed plan for citation of colleges and universities has been developed. In accordance with the general policy of the National Safety' Council, the school and college conference has established a rec ognition program for outstanding achieve ments of colleges and universities in safety. The lour levels of awards provided are: Award of Honor, Award of Merit, Certifi cate of Commendation, and President's Let ter, The awards will be determined by using an evaluation check-list developed by the committee, containing 58 items, each item lias an assigned maximum numerical value, varying in weight from two to three, and totaling 150 points. The awards are noncompetitive and are con erred on colleges and universities achiev ing a level of accomplishment as established by the awards committee of the higher education section and approved by the school and college conference. .Any college in the L`nited States or Canada is eligible if it ts a member of the National Safety Council and if it -is an accredited higher education institution. Two committees will be appointed to function in the program. The awards committee will consist o; five members appointed by the school and college conference (submitted by the sec tion) from the field of education and local safety councils. This committee will de termine policies and procedures in the pro gram. The judges committee will constat of five members, likewise appointed by the school and college conference, from industry, a national organization, a state department of education, the N'SC board of directors, and the school and college conference. The latter two members may be the vice president tor schools and colleges, and the chairman of the school and college conference. The function of this committee will be to re view the entries in the program, checking tabulations of scores, and participate to auclt extent as they can tn award presenta tions. Other program details are too numerous to mention at this time aad will be subject to some variance from one higher educa tion institution to another; however, reason able uniformity of achievement is assured through meeting the standards set for each award level by the awerds committee. At the same time the selection of those col m Schoot and College Sessions leges and universities which receive recog- muon, as compared with those which do not, provides a limited dement of compe tition. This, in combination with the in stitution's desire to maintain or to improve its award level, constitutes a challenge or a system of inspections, adherence to legal and recommended standards, and the elimina tion of physical hazards. 6. An emergency and disaster-prepared ness program to control and reduce the pos sibility of death and injury ui the event incentive to make programs worthy of of accidents, or other incidents with disaster recognition. potentials. Program Objectives 1. To improve the environment and re lated factors of the college campus in re ducing accidental injuries to students, faculty and -uff member?, and the public using the facilities. 2. To promote the sponsorship and con duct of safety research by higher education institutions for application in all phases of human endeavor. i. To improve and expand the teaching of safety in regular courses of instruction and through special courses for the prepara tion of safety educators and specialists. 4. To assist in determining those de sirable standards for a college tn achieving a well-balanced safety program. 5 To give recognition to colleges and universities in educational effectiveness for 7. Promotion of interest in safety through recognized promotional media and educa tional publications. 8. A continuing program of research and safety education ior staff members and students, and the provision of special safety education courses for students preparing to become safety educators or safety spe cialists. Many times we have heard the statement, "that unless top management is sold on safety it will be difficult to carry out an effective program." This is just as impor tant in an educational institution as it is in industry. It is essential that a written policy be prepared by the top administra tion of a given college or university in dicating interest in and support of a safety program. It is further important that the administration place responsibility and dele greater safety. gate authority for the {. evention of accidents Evaluation of Achievement The following criteria are offered to guide colleges and universities in ptanning and evaluating their safety efforts. They also serve as the mam headings for the evalua tion check list. 1. Administrative leadership, including re sponsibility and authority for the conduct of a coordinated program and its imple mentation. 2. Safety organization, including the des ignation of a qualified person to coordinate and direct the program; safety committees, boards, and councils. 3. Standardized procedures for reporting all injuries incurred in college-jurisdiction accidents; periodic analyses and summariza tion of accident causation and related fac tors. and that the policy of accident pre vention and safety be known to staff mem bers and students alike. Staff members and students should be invited to participate and contribute to the program. It is highly desirable that the head of the college or university appoint a qualified person who will function in a staff capacity, and serve in a lull-time or collateral role as" safety coordinator, supervisor or other suitable title. This individual should have high interest in safety and time to spend on safety education and accident prevention. His functions should include the prepara tion of a master rhui of safety program ming including unit safety organization, in spections, student and public accidents, fire prevention and control, safety promotion, preparation of rules and regulations, and encouragement of safety education and train 4. Placement and training of new faculty, ing. This individual should also endeavor staff members, and students, including orien to work with staff members and organiza tation, physical examination, and in-serv tions within tlie college or university in ice training programs. attaining safety objectives. He should pe 5. Provision of a safe environment for riodically keep the college or university living, working, and for recreation through administration advised concerning progress. 85 1961 S'ationcl Safety Congress Sihoot and College Sessions the student body. Yet these personnel, and college facilities, in total comprise one ot America's greatest challenges to those who would destroy our democratic heritage and way of life. Although the number of colleges which have activated balanced safety programs over recent years has shown a significant increase, the status of our accident-preven tion efforts points up the .need for redou bling our efforts ii campus safety is to be a fundamental and respected function of administration. We must convey the idea that campus safety activities contribute to the abilities of colleges and universities to perform their stated missions, whether they be in the training of technical or profes sional workers, or in the preparation of teachers of our future generations. Campus safety is a means of conserving our human and material resources. Possibly the lack of a packaged'1 pro gram, and inadequate communications, are puses which are safe for work and study, living, and recreation. Early information is fragmentary, but it is known that as early as 1915 the University of Illinois had a student group known as the "Life and Limb Club," devoted to the prevention of accidents in college shops. It U also known that most of the initial college endeavors in practical safety, on an organized basis, were patterned after in dustrial safety programs, and as such were oriented to the safety of employees, and the engineering approach to accident preven tion through environmental controls. Many of these broadened into programs which also considered the student body, and the activities carried on within the institution. The earliest ot these, with full-time leader ship, was probably that initiated by Lorn J. Elder at Pennsylvania State University (then Pennsylvania State College), 193& If we were to compare staff and atedents in colleges with their counterparts in industry', we might imagine that at least quire safety knowledge, attitudes and skills Information was sought in regard to eight from their observations of the campus and Kerns; the examples of sate practices set by staff and faculty members? Industry feels that they do, and as m the case of the chemical industries, sometimes wonder why colleges 1, Identification ot die college or uni versity. 2. 1960-1961 enrollment. [' don't do a better job in preparing student* ,V Person responsible for coordination and ior productive roles as teclmicians or pro direction ot college-wide safety program. \ fessional workers. Fortunately, the educa tional values oi effective campus safety pro 4. Percentage of lime he devotes to prac grams are being given increasing emphasis. tical problems ot campus safety. The organizational status of campus safety 5. His major accident-prevention activi programs, and the duties o. assigned per ties in sequence of time spent sonnel, has been largely a matter of con 6. His major activities other than acci jecture. Questions have been raised as to dent prevention. 1 the most appropriate place in the adminis trative structure for safety coordination and stimulation. In some instances, concern tor individual orestige or security has been 7. Existence of safety committee or coun terpart for recommending of policy and program. expressed. We have found ourselves stum 8. Consideration for employment of full- 1 1 bling over questions such as, "Is health a part of safety, or is safety a pan oi health time satety personnel, if `uch are not pres ently employed. A total of 190 questionnaires were re responsible for the failure of many col half of our institutions of higher educa Some insight into the extent and nature turned, representing 9.6 per cent of all col lege administrators to recognise the im* tion now have organized safety programs. of campus safety programs may be derived leges and universities. The number of stu pertant values of campus safety as an or The logic of this belief might rest oo the from a survey conducted in the spring, 1991 dents which these colleges enrolled, 885.066, ganized and continuing activity. Campu facts that industries of comparable sizes ior the National Safely Council's Campus however, represented 24.5 per cent of the safety is not unique in its slow acceptance, generally have well-defined safety programs, Safety Association. total enrollment of all colleges ior the I960. for we have seen the same shortcoming m numerous aspects of college safety. Records show, tor example, that the 6rst verified motor vehicle traffic fatality in the United States occurred in Mew York City m 1899. Yet it was not unlit 1923, just short of a quarter-century later, that driver education with behind-the-wheel instruction was first offered as a high school subject.' It was not until another 13 years had passed that any college accepted the fact that the automobile, and its attendant fatalities and casualties was here to stay, and that higher education institutions could contribute through the adequate preparation of teach ers in this field.' It already wax late--in the meantime over one-half million Ameri cans had lost their lives from accidents involving the automobile, the greatest of all killers.* No influence is intended that colleges have and since colleges have all the accident ex posures normally encountered in industry-- and many more in view ot recreational and athletic, housing and food services, and research activities--they should be out in front in the promotion of safe practices. Unfortunately the Campus Safety Associa tion has ccn;ectured that this is not true, on the basis of its membership. It seems that although colleges virtually are com munities in themselves and have all the attendant exposures to accidents found in most small cities, it has not been until some catastrophe has occurred, or there has been an awakening to the extent of the accident problem through liability suits or insurance claims, that administrators have become aware of the problem. Aside from difficulty in understanding this lack of college effort m accident provention, when viewed in terms of billions of dollars invested in installations and facilities, .At that time a simple questionnaire was mailed to each of approximately 1,970 col leges and universities in the continental United Slates. Admittedly, the instrument was not designed to give a comprehensive picture of campus safety programs; rather, through check and completion items, to elicit as complete a response as possible. The purposes of the survey were to de termine: --if patterns of safety organization exist tor institutions of various size. --where responsibility for safety program ming most frequently is placed. --aeddent-prevemion and other activities i assigned safety personnel. lr>61 academic year-' In treating the date, it was recognized that the varying sizes of institutions could he expected to influence the extent and nature of campus safety programs, and the time spent in cUiTcren: activities. For ex ample, it was a^umed that many of the mailer institutions might assign safety co ordination duties oft a collateral basis with dther duties. For this reason, the 190 ques tionnaires returned were tabulated by four enrollment groups, as well as for all col leges as a whole. 1, Enrollment for the 1940-1941 academic year , J Respondents According to Numbers and Sizes of Institutions j not been making any efforts to create cam- irreplaceable faculty members, potential oi j research efforts, and the worth of students 1 L Gilbert, Minnesota 2. Pennsylvania State College. IBM to the future of the nation, the question has been raised, "Is campus safety a form I Total Colleges............ Respondeat* . J Per cent Responded 33.0 3. Estimated at 514,C>0 from National Safety Couaetl ftrum'. of education in itself Do students ac- j B&rollmeat .................. . Average Enrollment . 485.500 21,100 8ft *<> I'M! National Safety Congre< Safely Titles "Safety" or an equivalent term was used in the title ot the person designated to head the accident-prevention program at 40, or 22 per cent, of the responding colleges. Assignment of the responsibility to a desig nated individual was indicated by 149, nr per cent, ot the reporting institution*. Place In Organisation Of the 190 reporting institutions, 149, or 76 per cent, indicated that responsibility tor the safety program Had been delegated to one individual. Departments in which these coordinators or directors most fre quently were assigned were buildings and grounds and central administration. Administrative Supervision At more than a third (38 per cent) <<i the colleges which indicated a delegated responsibility for the program, the desig nated person reported to the president Others frequently reported to a dean or director m central administration or to the business manager. TABUS m Tim Spent on Safety Activities Per cent of Times .1:8::::::::: 31-30............... 31-40 ................ 41-40............... S1-S0 ................ 61-70............... Number S Honed were inspections, nrc prevention and protection, accident reporting, maintenance of buildings and grounds, and organization and administration. Other Duties The most complete answers to this ques tion were provided by the larger institu tions, where it appeared that safety duties were augmented by activities in security ami protection, maintenance ot facilities, instruction including safety and driver edu cation. TABLE rr Place in Organisation and Administrator* Sup-nmi. Place la Organisation Buildings and Grounds ............. ............... 37 Central Administration........ .......................... s.1 8unn*M Office ...................................................23 Dept. Fire Prev,, Safety Security ___ _ 30 Academic Dept. .......................................... if Health Service .................. ................................ 3 Residence Halls .................. .............................. 1 Total ......................................................................149 Administrative Supervision President............................. ........ . Dean, Dir. Central Admin. ................... Builncu Manager..................................... Dir., Bldgs. Grounds. Plant.................. vice Pre*.. Administration .................... Head. Academic Dept. ............... Dir,, Health Service ............................... Tfital , ................................................... Time Spent m Accident Prevention At those colleges where the safety re sponsibility had been assigned for coordina tion by one individual, time spent in safety work was usually less than 10 per cent. Of the 141 responses, 88, or 60 per cent, of the individuals indicated less than 10 per cent spent on safety; 18 spent II to <10 per cent of their time, and eighteen spent up to 60 per cent of lime on acci dent prevention. Seventeen of the respond ents indicated full-time, or equivalent, was devoted to the campus safety program. Safety Activities The activities in safety in which as signed personnel were involved, and the time spent in various safety duties, showed a dose correlation. Most frequently men- TABLE IV Safety Activities by Frequency and Time Spent SaoWt at DnimsM ArtirttlM KitwtlU ttuM |.S Is Tlae Ssest Inspections .............................. 120 Fire Prer.. Prot.................... Its Accident Reporting............ 102 ttalat. Bldgs. Cads.............. lot Qrg. and Admin. ................... 97 Student Housing................... 97 First Aid.......... ....................... rr Traffic, Fleet. Parking ... t& Student Activities .................. 5S employee Safety................... si Athletics, P. E. ft R......... SO Civ. Def.. Dls. Prep.......... Laboratory md Chemistry Shop. SCeeh. Guarding .... Protective Equipment .... Industrial Hygiene ....... Radiological......................... 7* 76 79 SO S School and College Sessions >.)i the 86 questionnaires in which answers >*crc given, the following were indicated the mn frequent assignments: TABLE V Frequency of Other Duties Security and Protection........................... Buildings and Grounds ....................... . Academic Subjects ................... ............... Inrtr. Safety and Driver t->J.................. iEnnsrt.r.HHeeaalthlthaannddSPa.nEit,at.io.n.................................. Administration ........................................ Sups, Non-Academic Pen . .............. Student Counselling................................... Ir,,>uraac and Ritlmminl ...................... it 12 | g l group were 485,500 or an average of 21,100 per institution. These colleges represented .1? per cent of die toed "f 7t colleges in this enrollment range. Safely Titles Ot the 23 reporting colleges, 15 Iwd assigned coordinating or directing response bilities to staff members whose official designation carried the term "safety" or equivalent in their titles. All of the colleges indicated that responsibility had been asMgned to wime individual. lately Cotinntllees Over half, 98, of the reporting colleges indicated the existence of iaicty commit tees, colleges without committees numbered r1, and 15 of the 190 institutions tailed to answer the question. There svas apparently a relationship between sue o: institution and the organization of a afety committee. Place in Organisation The department in which the coordinating or directing responsibility was most fre quently placed was fire prevention, safety, and environmental health (10), centra) ad ministration (4), buildings and grounds or physical plant (3). At two colleges each, TABLE Vi Safety Committees by Sts* of College Under 1,000 1 000-8,000 5,000-10,000 Over 10.000 With Safety Committees___ .......... I* 45 U 16 9 6 Without Committees ........ 37 S 53 2 Total 190 St, 6 IS Of the 18 colleges employing full-time <aiety personnel, 16 had safety committees. limployment Plans Of the 169 responses to this question, 139 colleges indicated no immediate plans for the appointment of full-time safety personnet. Seventeen colleges stated that one *r more full-time persons already were em ployed, and In 23 institutions there are plans ;.-.r such appointments. the program was conducted from the de partment of health, physical education and recreation; or an academic department. At two other institutions, die responsibility was placed in the housing office and the busi ness office. .Idntinistrative Supervision Most frequently (7) the person to whom the supervisor nr coordinator of the campus TABLE VH Employment of Full-Time Safety Personnel Under t.000 Presently Employed .............................. Employment Planned t .\"o Immediate Plana ................... 66 N'f.t Indicated ....................... 4 1.009-8.000 5,000-10.000 Over 10.000 Twenty-three colleges with enrollments ranpng from 11,500 to 87.000 completed the survey form.* Total enrollments for this i. The enrollment figure ot 67,000 wu for tbs Stata University of Ntv Tork. which hu a centralised safety program for au tu eoUegaa. safety program reported wa* a high officer <.f central administration, such as a vice president for business administration, central administration, comptroller. In three higher education institutions each, the director of health service, business manager, director of physical plant or buildings and grounds, was 1961 S'ational Safety Congress the responsible administrator. Responsibility at IS of the 23 institutions was to a mem ber of central administration, to the head of a service or operations department at seven colleges, and to an academic depart ment he,id at four institutions. Safety Activities Seventeen primary activities were listed <>n the questionnaire. The 23 respondents indicated a wide range of time spent in these activities in their routine operations. TABLE Vltt Place in Organization and Administrate e Supervision Place in Organisation Fir* Prer., Safely, Env, Health.. Bldgs and Gnds-, Phys. Plant... Central Administration .................... Health, Phvs. Ed. Recreation.... Residence Hails .................................. Chemistry ....................................... Business Office ................................... Special Services .................................. Nuclear Research Center.......... Administrative Supervision Vice Pr*s.-Tpe*,, Comptroller, Bus. Admin. ............................................................... .. Supt. Bldgs.. Cnds.. Dir. Ptays. plant.... Business Manager ............................................... Dir.. L'niv. Hlth. Serr................................. . Dir, or CSmiL, DcpC Hlth.. P. XL A ft... President .. .......................... University Architect ................ ..................... .. D*an of Special Services................................ Director of Security............................... Dir., Nuclear Research Center......... ........ Total a Total Time Devoted to Safety and Accident Prevention In this enrollment group of colleges, there was a significant difference in (he amount of time spent in accident-prevention ac tivities. At mne institutions, the person as signed responsibility for coordinating the vafety program spent full-time in this ca pacity. At the other extreme, seven col leges indicated that the amount of time ipent was between one and ten per cent Nevertheless, average time spent was about fifty per cent Considering safety-related duties of security, radiation protection, and environmental health, fifteen institutions have stalT spending virtually full nmc in health and safety activities. Irrespective of time spent, accident report ing and inspections were the most frequently checked responsibilities (21 each}, followed by fire prevention and protection and em ployee safety (each 19}. Although traffic control, fleet safety and parking, and radio logical safety were less frequently indicated as a primary duty, notations on a number of reports pointed up that in ihcse special areas other college personnel frequently were assigned these specific responsibilities. In the table which follows, it will be noted that overall involvement of safety personnel in specific activities contrasts con siderably with the amount of time spent in the activities. TABLE IX Safety Activities by Frequency and Time Spent Rank of Activity .Number tnrolrod ia Tim* Spent inactivity l-S S-10 1 Protective Equip............. Shop; Mech. Guarding . Student Housing............ Indust. Hvgien* ............ Student Activities ........ Bldgs^ Cnds., JfalnL 92 Other Duties Safety-related activities were most fre quently reported as additional duties, such as teaching of safety and driver education; environmental health and sanitation, and security and protection, each reported four times. No added duties was reported three limes, while other academic responsibilities and supervision ot buildings and grounds activities each were reported twice. In surance and retirement, and supervision of all non-acadcmie personnel were each re ported once. Safety Committees Even in those colleges with full-time safety personnel, the assistance oi a safety com mittee as a means of implementing the pro gram was found to be a common prac tice. Of the 23 colleges, 16 indicated they hod safety committees, five stated that sueh committees were not in existence, and two failed to answer the question. Employment Plans Five of the 14 colleges presently without full-time safety personnel indicated plans to add such personnel for direction and coordination of the safety program. More School and College Sessions than half of the colleges with full-time safety personnel stated that more than one full-time person is assigned safety responsi bilities, and that future plans provide for staff additions. Of the 100 colleges with enrollment of 3,000 to 10.000 as listed bv the U, S. Of fice of Education, responses were received from 28 colleges, or 28 per cent of the colleges of this size. The responding col leges represented a total enrollment of 195,800, and ranged between 5,000 and 9,000 students, with an average of 7,000 per intilution. Safety Titles At 10 of the colleges, coordinating and directing responsibilities were assigned to a staff member with safety or its equiva lent in hi* title. Place in Organisation At all but five of the 23 colleges, the responsibility for campus safety had been assigned to a designated individual The departments in which the responsibility was assigned, and the staff or faculty member providing administrative supervision, is shown in the following table- place in Organisation and Administrative Supervision flee* in Organisation Bldgs.. Cads., Malnt. or Equivalent . Administration ......................................... Tronic. Fir* PTot., SaS. Eagr............. Health and Physical Education ...... Health Serrlc* ........................................... Business and Flnanc* ............................ Construction Technology ...................... Not Indicated ........................................... Supervision ^ Stu<LVub."AtfUrs"ind Devei'.............. Director at Bldgs, and ends. ...................... Vie* Pr*s., Mgr.. Bus. A Treaa................. President .............. .............. ............................ * Chinn. or Dir., H. A P. &. fflth. Serrlc*. Fir* Prat, and Sof. Sngr. .... Not Indicated................................................... Total ............................................................ Total ................................ ........... ...................... * * * * 1 Time Spent in Accident Prevention In colleges of this size, the person desig nated the responsibility for safety coordina tion or direction tended either to spend very little time in these duties, or virtually all o: his time. Time spent in accident preven tion was indicated as one io ten per cent .it 11 institutions, whereas 91 to 100 per cent of the responsible person's time was spent at five institutions. At the other seven colleges. one did not indicate time spent, and five estimated percentage of time in safety duties of 11 to 60 per cent. The average time spent on safety for the desig nated individuals was 40 per cent Safety Activities Activities in winch assigned safety per sonnel were involved, irrespective of time spent, were in order of frcquenc: program organization and administration, .nspections, fire prevention and protection, and main tenance of buildings and grounds. The six activities most frequently mentioned on the basis-of time spent were: organization and administration, fire prevention and protec tion, employee safety, maintenance of build ings and grounds, first aid and accident re porting. 93 i iPdi Kotionai Safety Congress Place wi Organization The question as to placement of responsi bility tor coordinating the safety program as text blank by two reporting colleges, and 19 institutions added comments that no person had been designated to carry out this responsibility. Where responsibility was indicated, most frequently it was placed in the business office or treasurer (13), of fice of dean ot students (10). or physical t'tam (8). Administrative Supervision In 16 of the 38 replies to tins question, the person who coordinated the safety ef fort was responsible to the president. Others included: dean of instruction (4), business manager and director of plant (each 3), and hospital director and director of health, physical education and recreation (each one). Replies were not given by the other col leges in this group. Place in Orcaniz Place In Organization Business or treasury office................... Office of Dean of Students ................... Bldrs. and God*. Phys. Plant ............ HcaJth Services, Physical Cd. .............. Central Administration............... Academic Department ................ TABLX XXV and Administrative Supervision Administrative Supervision 13 President ...................... 10 Dean of Instruction ........................................ S Director of Pleat.............. 1 Business Manager ....................... 4 Hospital Admin.......................... Dir of Health, P. E. .................................. 2S 4 3 3 i I Time Spent in Accident Prevention Nineteen institutions did not answer this question. Of the 41 responses, 34 indicated that time spent on safety activities was less than 10 per cent; six stated that 11 to 20 per cent of the designated person's time was spent on accident prevention. At one institution the responsible person spent 21 to 30 per cent of his time in safety ac tivities. Safety Activities Activities most frequently listed included student housing, fire prevention and pro tection. inspections, buildings and grounds and maintenance, accident reporting, student activities, traffic and parking, and activities related to physical education. By time de moted to vanoua duties, these also were most frequently mentioned. Other Duties Of the 18 replies to this question, six colleges each indicated that (he responsible l>eron also had duties in administration nr teaching. At three colleges other assign ments include health; at two colleges build ings and grounds or maintenance duties are involved, and at one institution securityfunctions are also performed. Safety Committees Although a majority (37) of the colleges which provided answers to the question in dicated that safety committees had not been formed, such organized groups were in ex istence at 19 institutions. Six respondents left the question blank. Employment Plans None of the colleges In this range of stu- TABLX XV Safety Activities by Frequency, and Time Spent Rank ot Activity in Time Spent Student Housing ........... Fire Prer. A Prot............ inspections ......................... Side, and Gnd., Uaint. . Accident Reporting ...... Student Activities ........ . Traf.. Fleet, Park. ........ Alb.. P E. A R. .............. Or*, and /____ Employed Safety ,.... Shop. Uecb, Guard. , Radiological . 96 School and Ci-lleoe Sessions -upplemented with time in safety related the responsibility for coordination was often .lent enrollments presently employ full-time activities such as security and environ Maff members lor safety. Two colleges in mental health, in the majority of reporting J i dicated plans for the future, while the institutions this individual spent less than majority (36) which replied to the question 20 per cent of -s time in safety opera Mated that no plans arc being made, tions, usually less than ten per cent. At the large universities which reported, the t ondustons full-time of one or more specialists was 1. Although it cannot be assumed that devoted to safety in most intance*. all of the 1.780 colleges which did not re turn the questionnaire were without or ganized campus safety programs, it is likely (hat the lack of programs was related to failure to return the survey form in a ,-reat many cases. 7. The most frequent safety activities in which assigned personnel for coordination were involved was fairly consistent icr each group of colleges by size, and for all re porting colleges as a whole. All groups indicated primary activity in inspections and Z The 149 institutions which indicated fire prevention and protection; three of the that they had organized programs demon four groups indicated activity in accident strated a significant increase over the seven reporting and buildings and grounds mainte rvlleqe* with programs which were repre nance, and two in organization and adminis sented in a meeting tn Chicago in 1(49 for tration. In contrast, institutions of over the interchange of information in loflOO enrollment showed employee safety as -afety. The actual number of colleges with ,i primarv function, and activities in housing organized programs, or with full-time safeD -afety were most frequently indicated in (r*onnet is probably considerably greater colleges of less tha- ' 00 enrollment. Pro than that indicated in the survey, on the vision of protect cquipmem, industrial Iasi* of membership in the Campus Safety hygiene, and radiological safety were the Association.' activities least mentioned for all colleges 3. The greatest need for the activation ji organized programs is in the smaller Higher education institutions, which prob ably have as wide a variety of exposures ,v a whole, and all groups except colleges with enrollments over 10,000, which showed least activity in traffic safety, radiological, and in athletics and physical education. to accidents as do large universities, but &. Although security and protection, build do not have budgets permitting them to ings and grounds maintenance or supervision, employ safety specialists. and teaching of academic subjects were 4. There is no single pattern o safety organization. However, the most common most frequently reported as supplementary duties for all colleges, no consistency w-aa practice is to place safety as a staff responsi if-und among colleges of various sizes. bility in central administration. In particu 9. The use of safety committees is an lar, this practice was prevalent in smaller accepted means of implementing the safety institutions, where buildings and grounds program, and in some colleges i$ the only ->r physical plant departments were indicated coordinating and stimulating force. A num as the second most frequent department. ber of colleges commented that committees Many larger institutions placed the responsi could be useful but as presently organized bility in a department of safety or equiva were ineffective. A majority of forger col lent. leges and universities with full-time safety 3. Administrative supervision was vested personnel also nuke use of a safety com directly under the college president, vice mittee structure. president, dean or other high administrative 10. The majority of colleges presently officer, at about two-thirds of the institu without full-time safety personnel stated that tions. there were no immediate plans for such 6. Although time spent in safety activi ties by the person delegated or assigned employment, or that the matter had not been considered. The number of colleges plan ning such personnel additions was greater . Association toembers In October. 19*1. than the number presently employing safety numbered J75, aa1 included representatives from about 300 < leges and universities. specialists full-time. 97 1961 Xalumal Safety Congress School and College Sessions Recommendations 1. Regardless of the size of a college, it Is desirable that an organized program of accident prevention and safety education be developed as a means of conserving the resources of the institution, and making for maximum effectiveness and accomplish ments in meeting its stated objective. 2. At rich institution, a qualified and interested staff or faculty member should be designated to coordinate the safety pro gram. Such appointment may be on a col lateral basis in smaller colleges, however it seems desirable that colleges with en rollments over 5,000 appoint professional personnel on a full-time basis, or at smaller colleges with high accident potentials. 3. It U preferable that the safety co ordination function be placed within central administration, reporting directly to the pres ident or other high level administrator, as a means of stressing the importance given to the accident prevention effort, and for acceptance of the ; rogram by alt opera tional and academic departments and staff members, as well as the student body. 4. It is not reasonable to expect that basic functions of inspections, fire preven tion and protection, accident analysis, main tenance of facilities and the many other duties common to the safety coordinator can be performed in any degree of com pleteness tf only 10 per cent of his time it allocated to the function. It is urged that colleges assess their total accident-preven tion needs, and on this basis determine the activities in which the safety coordinator should be involved, and the amount of time essential to the adequate performance of these duties. 5. Safety committees are a desirable means of implementing individual efforts in acci dent prevention and making maximum use of the college resources. Safety committees, to be effective however, must be carefully `elected, and should represent the major activities and facilities of the college at a high staff level. They must meet regu larly and report findings and recommenda tions to the administrative head in an ad visory capacity. ments of less than 2000; It, from two to ten thousand; and fourteen, more than ten thousand. It is worth noting that the total enrollment increased more than four per rent in one year. At the same time the number of bicycles per thousand students increased 11 per cent, and the number of motor scooters increased almost 50 per cent during the same period. However, no sta tistical trend in the ratio of the number vt two-wheeled vehicles !o the increase in college enrollment could be noted after all (he data had been summarized- Kanz has uggested that more surveys of this nature be conducted to see whether a trend does evolve. Even though the tabulated results of the `urvey indicated less than one per cent of the two-wheeled vehicles arc involved in accidents. Kanz pointed out that the data did not give a complete picture of the problem. Some of the comments made on the questionnaires disclosed that records were not kept for bicycle and motor scooter ac cidents. Kanz also pointed out that minor iccidents involving bicycles many times go problem does exist. How can we work to wards a solution to the problem? I should like to emphasize that there is no one way to organize a university community for the purpose of developing an effective bicycle control program. However, there are cer tain essential steps to be taken in all effective programs. These are: 1. Support of the administration 2. Appointment of a coordinator 3 Setting up an adequate accident records and reporting system 4. Establishment of legislation 5. Setting up a licensing program t shall discuss these in this order- If any safety program is to be effective, it must first have the support of top man agement--in this case, the board of trustees and the president. Of course, you can have a safety program without their support, but I believe that general acceptance of the program will be somewhat passive without their support. It is their responsibility to provide a safe environment for the faculty, staff, students, other personnel, and those imreported. who use the facilities of the university com During the two years surveyed. 13 acci munity. This in itself ts good public rela dents were reported the first year with 15 tions because the university will be helping A MODEL BICYCLE CONTROL PROGRAM ."or the second. Of these 2S accidents, 22 to create a favorable attitude among its were classified as minor and six as dis many publics by letting them know* that abling. Of these six, one was classified it is interested in their general welfare, By JOHN A. MEARS as permanently disabling. Other problems tf the administration shows interest, then Asst. Prof., Dept, of Police Administration, Indiana University, Bloomington, lad. ' brought out by the survey were: (his interest wit] usually permeate the cam As college enrollments increase on our uai data available on the subject. This overcollege and university campuses, we are lure led to a survey conducted by Kanz tnmeumes faced with a bicycle or motor in cooperation with the Campus Safety As T ' t 1. Inadequate parking facilities 2. Lack of printed rules and regulations governing the use of bicycles and scoot ers. According to the survey only ten pus. In our next step, the administration should delegate some individual to assume the re`ponsibility of serving as coordinator for he .program. His job would be to organize scooter problem. Where the problem already sociation to develop statistical data on the exists, it will become intensified in the en operation of bicycles and scooters on col duing years. In some instances, it has ap lege campuses. of the 34 schools contacted issued such rules, and of these ten, stx issued them only for scooters. a safety committee made up of representa tives from the faculty, staff, dean of fac ulties, dean of student*, head of the safety parently reached major proportions. Based on the survey of Professor Kanz 3. Lack of bicycle registration. Only three division, medical officer, student government, What are some of the typical problems? and Lee Sweum, traffic technician at the schools required students to register fraternities, and superintendent of buildings First, the increasing potential conflicts be University of Washington, a model bicycle their bicycles, but more than half of and grounds. The coordinator, of course, tween pedestrians and vehicles and between control program was set up In their sur the schools required permits for motor would have access to the president's office the vehicles themselves. Second, controlling vey, questionnaires were sent to 75 colleges scooters. and serve in a capacity. the routing of these vehicles. And third, and universities in the Spring of 1961 to 4. Inadequate enforcement procedure', In selecting the coordinator, the particular the ever-present parking problem. determine the extent to which bicycles and More than two-thirds of the schools circumstances will help determine who would Recently, the bicycle and motor scooter motor scooters were used on their cam contacted had inadequate enforcement be the best man tor the position, in some problem on the University of Washington puses during the two academic years from procedures to deal with bicycle opera cases it might be a safety education teacher, campus became of sufficient concern to Pro I9J8-1960. Forty-four replies were received, tor*. whereas in other cases it might be the dean fessor Ed O. Kam, manager of the Safety but only 34 were used in compiling the What are the steps that must be taken of students or head of the safety division. Division, that he checked with other col statistical data. Ten of the replies were not leges and universities to compare notes only tabulated for various reasons. 'n implement an effective bicycle control Since the main job of the coordinator will program on our college and university cam be to develop public support for the safety to discover that there was a dearth of fact- Of the schools surveyed nine had enroll puses? Let us assume first that a traffic program, I cannot overemphasize the im- 98 1961 Satuttai Safety Congress ponance of selecting the best nan avail able for rhe task. Needless to say the coordinator should be able to work with people and hate more than a passive interest in safety. If he should happen to have a good knowledge of sound safety practices, so much the better. The president should attend the first meet ing of the newly organized safety committee to tend support to the program. At this meeting the coordinator should outline the responsibilities of each member of the group and with their help develop plans tor mak ing a survey to determine the extent of the bicycle problem, that is, the extent of accidents and congestion. It goes without saying that we mu't have the facts to de termine what needs to be done. When the survey is completed, the committee should discuss their finding*, concentrating on the weakest spots first. For example, circum stances or conditions contributing to con gestion. such as inadequate parking facili ties, should receive major consideration. Once the committee determined the extent of the bicycle problem and has agreed upon priorities, its next step is to make its findings known and to explain its aims and planned procedures to the university com munity. This is one of the better methods to gam acceptance of the program, for if people do not know or understand what the program is. they certainly will not sup port it. With the completion of its survey and publication of its findings, the next step the committee must take is setting up an adequate accident records and reporting sys tem, In the replies that Kanz received some of the respondents indicated that no records were kept of the two-wheeled vehicle op eration. It is impossible without accident facts to plan an effective safety program, for the program will be based on guess work or opinion. Past experience has in dicated that there is a direct relationship between an effective accident prevention pro gram and a good accident records system. The only way to obtain the information needed to formulate an effective program is to require the reporting of all personal injury and property damage accidents. Since this is not easy to accomplish. I should suggest therefore that reports be required in all property damage accidents in excess of $10.00. After the facts have been compiled, they must be analyzed to determine the types and causes of the most frequently reported accidents and the tune and location of such accidents. Data of this type will help the safety committee plan more effective pro grams. Establishing a centralized location for reporting accidents has also proved ef ficient. Accident reports should be filed by location to be readily available for anal ysis of accident causes at specific locations. For example, in planning your program you might want to know what the accident ex perience is at a given location. It would be a simple matter to remove all the re ports from the file pertaining to a certain location to obtain a complete accident pic ture. The establishment of a driver record file would make possible a quick summary of the violation and accident experience of the individual driver. These summaries `hould be prepared periodically. This leads us to our next step--the es tablishment of legislation. In establishing rules and regulations governing bicycle op eration. it is essential that they do not con flict with the state law. Before the safety committee drafts any legislation, it should study the state statute governing bicycle operation and check with the local police department to determine whether the Model Traffic Ordinance has been adopted by the community. It is w'cli recognized that nonuniform laws contribute to accidents, cause congestion, and inconvenience motorists and pedestrians. If the Model Traffic Ordinance is in effect, then appropriate sections of it should be adopted in drafting legislation governing the operation of bicycles on cam pus. (Section XII of the Ordinance is de voted to bicycle regulations.) Even though a community has an ordinance, the safety committee on still set up its own rules and regulations governing the operation of bicycles on campus. However, these regu lations should not conflict with the local ordinance, if possible. One of the most important phases of the safety program is licensing. If bicycle tests have already been developed by the local police department, then the college or uni versity should take advantage of this serv ice This will avoid duplication of effort. Everyone should be required to complete successfully the bicycle tests before being too School and College Sersioiit granted the privilege of operating a bicycle on campus. We must realize that some of the faculty, staff, and students have never been exposed to any form of safety instruc tion and that some of them have just started to take up the bicycle habit. Ar rangements might be made with the adminis tration to include during orientation week iome safety instruction, such as a film teaching the safe operation of a bicycle. During tltis period it would be well to ex plain the procedures for registering bicycles. Pamphlets should be distributed explaining the rules and regulations and safe practices. The student government is in an excellent position to assume this entire responsibility. Ii the local police department Has not lies eloped bicycle tests, then it is up to the college or university to provide such tests. Several organizations, sueh as the National Safety Council, tiie Bicycle Institute of America, Inc., National Commission un Safety Education, and the American Auto mobile Association have available upon re quest information on how to conduct such tests and inspection. To fhoje who may question the necessity for administering bi cycle tests, let me point out that studies have revealed that two of three bicyclists are violating one or more trafiic laws when they become involved in a collision with an automobile. Moreover, approximately 20 per cent of the bicycles involved in motor vehicle accidents had some mechanical de fect. What are some of the benefits that can be expected from an effective bicycle pro gram? 1 believe that such a program will make the campus a safer place, will help create the proper attitude toward traffic safety, will reduce accidents, decrease con gestion, and discourage bicycle thefts. Fi nally, many of our future leaders are now enrolled in our colleges and universities. The attitudes they develop toward traffic safety will influence them to react positively toward similar safely programs in years to come when they a$stane parental responsi bilities and positions of leadership in their communities. IMPLICATIONS FOR TV IN DRIVER EDUCATIONEFFECTIVENESS OF TOTAL PROGRAM By EDWARD WILLIAMSON Consultant, Driver Education & Safety, State Dept, of Education, Tallahassee, Fla. Although the data has been collected for ously concerned with this phase of learning, a study that will assess the effectiveness of we do not believe that all of the time de television in the teaching of driver educa voted to teaching of the classroom phase tion, tabulation and statistical treatment yet should be used with television instruction. remains to be done. Until these -are com- The reason for this is obvious, as no method l pitted no valid conclusion can be reached of conducting group discussion with au * as to general effectiveness of teaching diences Of 10,000 to 12,000 has >ct been driver education by television. discovered. On the other hand, it is possible to farm ~ome judgment on the basis of experience, and through use of proven facts, that helps us reach some conclusion regarding future On the other hand, television used properly, with cooperation between the studio teacher and the classroom teachers, may present material that will set the stage use of this new medium. for group discussion under the guidance of Lee us consider these points categorically, the regular classroom teacher. In fact, this i. Since research has shown that one of lias been one of the richest rewards of the the most effective ways for developing program. favorable attitudes is through group dlscus- 2. We know that through television, ex i sioo, and since driver educators are Seri- periences can be provided to large groups 101 1961 .\'aii?*al Safely Cemgreit that mate arw be powifekr otterwisc. As as example ibe trier,wgb ought be takes tmo a waK* court or to a congested imcrsedtu*. u* to uthc? pUces where as* ridung experience* occur sod provide first iiaad laowkdge to temdrfjv Think of the 4 ^tarstrwuvr arytienw ttiai would have to Or uLftL--e U tlua mj of people were jrnulU tn vim! ihne place* to perfOi Also tiimk u! the M*e that am ttote os such ex* l<rautn tur discuss** purposes. 3 A atudso tesdter lias oee major rc- sertaftetey, that of preparing his telecast which may be of only fiftem wimnsea dura- uos several days per week. He has at his disposal every known teaching aid. mockups. models, charts, diagrams. him and the semon of a wide variety of consultants and resource people. He spends the majority of has day in preparing for fus next pro* gram. You recognize the impossibility of classroom teachers ever banc is such a favorable position for doing a masterful job of teaching. 4. When open circuit television is use! for the telecast there is the additional pos sibility that many non-school citizens are viewing. If this happens what a wonderful public information device this is. There is also an outside chance that these viewers may tears something about safe driving, or some of ther faulty attitudes may even be changed. 3. Within the school system itself, under the plan used in our state, Florida, a large number of the faculty are involved because each homeroom teacher, whether a driver education teacher or not, is a viewer because of monitoring responsibilities for students assigned them. From observation, the belief is strengthened that there is greater ap preciation of driver education among these teachers than among those without this op portunity. Some will ccotead that everything that m be done with television can also be done through use of films. Evai though this 'easonmg has merit, absence of research in itui area leaves the question of relative <'.<11 unanswered. Video tape may turn out > be the compromise Those planning to institute television pro grams might profit by the experience of those who have experimented with this medium. There is often a tendency to stress tkiU development on telecast programs when the time might be used more advantageous!) n presentation* that would strengthen at titudes This is especially appropriate when pen circuit is used, bwause of the addi tional benefit to be denved by adult viewers. ! have mentioned some of the observable benefits that the teaching of driver educa tion by television might provide Doubtless, there are others that have been omitted. The preceding speaker has described the reduction in cost brought about by limited tne of television. So far nothing has been [resented that would justify a stampede to ahandon traditional programs in favor of television. The criteria for selection of any method or combination ot methods of in struction must relate to achievement of the desired educational outcomes. Reduced cost of instruction is not a valid criteria if the quality* of the program is appreciably re duced When the study, which I now have underway, is completed some indication of the effectiveness of teaching by television will be available. Until we have more evi dence, let us proceed cautiously, with an open mind that will allow the use of educa tional television to assume its proper role in the driver education program. IMPLICATIONS FOR TV IN DRIVER EDUCATION By W. K. STREJT Dir. of Health and Safety Services, Public Schools, Cincinnati, Ohio An airplane flying 23,000 feet above Montpelier, Ind- recently broadcast instruc tion in 17 subjects to about 300,000 students in schools and colleges in a six-stale area of the Midwest. This 8*/? million dollar airborne program financed chiefly by the Ford Foundation uses specially equipped DC-6 planes with the antenna pointing 102 School and College Settiont i wn instead of up, telecasts elementary In 1956, a seven-week experimental pro school programs of 20 minutes and sec gram in chemistry was telecast- In 1957, a ondary and college programs of JO minutes one-semester driver education program for juration. all on video tape in series of 60 live schools was put on the air. i2 lessens. Five more subjects will be Both were evaluated carefullv to deter t'Aei m January. mine the effectiveness of instruction. The T-.ere are new 34 ETV stations on the findings indicated that, as measured by per arid 10 more under construction. Two formance and achievement tests, pupils ;rs programs are broadcast by educa- learned at least as well by television as in TV--<im:ral and informative. Today, rnnventionai classroom situations. --` - ever.' course in the school and The next year, control classes of students v? j-usnratum from first grade arith- who were not exposed to the television c-.Tete zoology is being taught program were set up to match experimental -r3rr- *' TV. It is estimated that television classes of 175-200 students in a X'.JUl ew-me-^tary and secondary pupils single room, A test was designed to measure rjoc veixx! are receiving some part of else results of both types of instruction. - cdueaoots by television. More than Here are the findings in two sentences: . - CO euuege students are receiving some , urses va TV* in 250 colleges and universi`.e. Of the millions who have watched ` -ouncntal Classroom, over 8,000 students `-Me beet enrolled in 300 schools and col- ;n:es for credit. Achievement of students in driver edu cation. as measured by objective tests, was superior in those classes which re ceived instruction by television. The dif ferences favoring television instruction were statistically significant with pupils of The exciting growth of educational tele above average ability but lacked signi vision throughout the country to date is ficance for pupils of bclotir average the result of active interest and support of ability. finny philanthropic, educational, civic, and business organizations, ss well as by thousands of enthusiastic Individuals. Given continued support of this kind, education television should become one of the nation's moil valuable educational assets. In March, 1935, the National Commission on Safely Education, NEA appointed a national advisory committee on the Driver Education Kinescope Project to prepare outlines, supply materials, offer suggestions and criticisms, review each kinescope and In 1952. the Federal Communications approve the final product This top level <.'.imrrmioo set aside television channels committee was composed of Clara Strate- tor noncommercial educational stations. meyer, chairman; John Ealcs, ). Duke When it was realized that educational tele Elkow, Lonnie Gilliland. Robert Marshall. vision was more than a dream, the Cincin- .Amos Neyhart, Leslie Silvemate, Benjamin **au Public Schools became interested in its Tinpei and Norman Key, secretary. The potential for teaching boys and girls. In project was completed one year later and October, 1934, the first educational televi- the kinescopes are now available through 'ion programs were telecast to Cincinnati NET Film Service, Audio-Visual Center, whools over channel 48, WCET, the local Indiana University, Bloomington. The 29 7. t'HF station WCET obtained the first kinescopes of 30 minutes each are suitable " license for an educational television station tor use in secondary schools or for adults. ' in the United States and was the sixth A kinescope may be shown from a motion nation to begin operation. The 1960-61 picture projector or telecast from the ehool year showed a total of 918 telecasts, studio. * more than 30 per cent of which are live The big advantage of education television 4 direct teaching programs where the viewing is that a gifted teacher can reach thousands is required of students simultaneously. The big draw \ During the first year and a half, the back U* the los* of personal give and take telecasts were primarily enrichment pro between teacher and student. This is par grams, with a few in the area of direct tially overcome in a 55 minute class period ; '.caching. Because the latter was a contro by utilizing 20-23 minutes for discussion ls Mesial matter, more evidence was needed. following the telecast. 103 ? j IVol Xaiiitnal Safely Congress There arc many problem* to be solved such as adjusting the programs to the school schedule, coordination between the studio anil classroom teacher, gaining the interest ot teachers, tendency toward stand* ardiratton, adjusting to individual differ ences, and the big problem of quality. What can you do by television? You can bring top resource people and a great variety of materials to the students which would not be available to the average teacher You can present a great variety of visuals to reinforce instruction. Each child has a front row seat. The good TV teacher talks to every student all of the time. TV gives careful thought to scope and sequence so tliat nothing important in the course is omitted. There i no chance of the course going off at a tangent because of a particular bent of the teacher or on the insistence of some class members. The classroom teacher is one of the team. We don't refer to the "master teacher" on TV but rather think of one complimenting and supplementing the other. The class room teacher gets the students ready, she motivates them and furnishes the enthu siasm for the course. She moves about the room during the telecast and picks up points that need classification and emphasis. There is immediate follow-up lo clear misunder standing*. if any. She does not rehash or rcteach the telecast but rather conducts a good discussion on essential points. Following are some suggestions given to teachers of large TV classes; I, The Areed for Good Orientation Discuss with the students such things as; 1. The need for concentration. 2. The need for carefully prepared homework including the reading assignments in the textbook. 3. Check tu see if texts have been read in advance. 4. The need for some discussion on notetaking: How to take notes What not to write 5. TV will probably require more independent work on their part. Prepare students for this- Teach er leaves open-ended questions. II,1'hysical Arrangements 1. Be sure students can see and hear. If possible, assign every other seat so that students arc not huddled together. 2. Check vision--Be sure students with faulty vision or heating are seated in the front of the room. 3. Give dose supervision during telecast to see that students are not sleeping, annoying others, or studying other subjects. NOTE: it is desirable to place books on the floor under the scab 4. Time following telecast should be used for following up the kine scopes before introducing new materials or proceeding with pupil reports or other driver education assignments. Never use this time as a study period. Iir. Equipment 1. Be sure sets arc always in good adjustment 2, If possible, train students to as sist with the mechanics of mov ing or adjusting sets. 3, Report set difficulties to the , -*isrant principal or person des ignated in school. 4. Traffic board and blackboard should be ready for use at each session. After five years of experimenting with (lie use of television in direct instruction in chemistry, biology, driver education, elementary science, and mathonatics in the Cincinnati Public Schools, the following generalizations may be drawn: 1. Neither television nor conven tional instruction tends to be consistentiy more or less effective for all pupils and for all courses. 2. When subject matter achievement tests are used as criteria, there is a trend for televised instructioo to be more effective than conventional instruct! .j for older pupffs at higher grade levels. Conversely, Conventional instruc tion tends to be more effective with younger pupils at lower grade levels. 104 School and College Session* 3. Television instruction tends to be more effective than conventional instruction with nlnve average ability students unless deliberate efforts arc made to direct instruc tion to less able pupils. Conven tional instruction tends to be more effective with less able students as t ng as deliberate ef forts are n>. .-ie to direct instruc tion to pupils at a below average ability level. 4. There is a negative relationship between preference tor television and pupil ability level; that is, the more able pupils tend to pre fer conventional instruction while their less able peers tend to pre fer television instruction. ?. There is a negative relationship between preference toward tele vision and educational grade level; that is. pupils in higher grade levels tend to prefer con ventional instruction, while pupils in lower grade levels tend to prefer television instruction. 6. Teachers generally tend to look upon televisiun instruction as an asset to education and feel that being a classroom teacher in a television situation is a valuable experience. They are evenly di vided on issues such a.* personal satisfaction, amount learned by pupils ami whether they would like to engage another class in television instruction, 7. There is some evidence to show that reducing the length oi the telecast may result in the telecast being more effective for the less able pupil. Conditions surrounding the me of televi sion in any given school system may be unique and thereby invalidate die general ization in any single school svstem. The quality of instruction will differ as will the general support given to educational tele vision and the socio-economic characteristics ? the community. Such factors suggest that it is imperative for each community to conduct its own studies relative to the use of television instruction Just over the edpc of time is worlj-wid* television by the development of satellite relay transmitters Then a billion people can watch a program simultaneously. Will educators be ready for this day when it comes? Only the luture knows the answer, hut education had better start getting ready. NEW DEVELOPMENTS IN TELEVISION AND THEIR IMPLICATIONS FOR DRIVER EDUCATION Br C. FRAZIER DAMRON Dir., Research, and Teacher Preparation in Safety Education University of Wisconsin, Madison It is interesting to note that only a few times in the history of the world have new methods of communication been developed. The late Charles E, Wilson has stated in one of his last speeches that, "Not since the invention of the printing press lias a new means of communication been created that offers the opportunities for advancing education that educational television holds forth.** In a new publication of the department of audio-visual instruction of the N'EA titled, "Ami TV Too," we arc told there is no longer any doubt that educational tele vision can provide unique learning op portunities. It states there u nu doubt tliat educational television con provide unique teaming opportunities and also that there is ito doubt that classroom teachers must play two key roles if educational TV is to achieve its maximum potential as a teach ing tool; the teacher must be a member of the profes-ionai team which pl.ms the con tent of TV* presentations, and must under- 105 1961 Notional Safety Congress viand ils uses and be prepared to capitalize on its contributions to teaming. This has direct implications for the driver education teacher and his profession which desperately needs to find a means by which it can speed and at the same time broaden the baste driver education of our youth and adults. There have been many reports on re search and experimentation with educational television over the last decade. Many of them have been favorable; some have in dicated shortcomings of various types; a few have cast doubt as to what television can do; and some have indicated great expectations for its future. Few would argue tliat a great deal more is to be learned about this modem com munications medium, and that it is essential that we explore its many relationships to the teacher-teaming process. In reviewing the implications of televi sion for driver education, we must rethre that it is not the facilities that determine the educational value of television, but what is transmitted, i.e., the programs themselves. We must also remember that educational television is a radically new concept, so new that we are prone to compare it with com mercial telecasting whenever cdutatiottal programming and costs are discussed. They should no more be compared than should a paper-back cowboy story* be com pared to a textbook, just because both make use of the same medium. Educational tdevmce provides an op portunity for a fresh approach, for a new consideration of the appeal to the eye as well as the car, and perhaps even for a revision of teaching methods. As you may know, the educational ex perience may be communicated over com mercial stations, educational stations, or over closed-circuit installations. The two broad types of programs are instructional and enrichment television. This report is concerned only with in structional television which consists of broadcasts deliberately designed to aid instruction and to develop further the attain ment of educational objectives. These broad casts are presented in an orderly and sequential arrangement, one budding upon another, as the learner achieves increased competence. There are four types be*ng used 106 m American schools and colleges. The type that is used should depend on what makes sense m a particular situation in view of curriculum needs, teacher competencies, pupil enrollment, and television facilities. One type is total television teaching in which the only instructional help given is that included in the television series. Other necessary learning experiences must be pro vided by the learner himself, who con sequently must be highly motivated to want to learn and be sufficiently mature to carry out the rest of the regimen that the course requires. Most credit or non-credit tele courses offered to adults are of this type. Implications are here for the teaching of adult drivers and perhaps the advanced course in driver education for teachers, supplemented perhaps by correspondence tutelage through university supervision. The second type of instructional telcvisica is major resource teaching. The Midwest Program ' on Airborne Television Instroelion is mostly of this type. The broadcasts carry the main burden of formal course presentation, but teaming is facilitated by other experiences under the guidance of the classroom teacher. A great deal ot present Instructional television on both school and college levels is of this type. Such a plan, it would seem, could be applied to almost any phase of instruction in driver education, with the exception of practice driving ex periences in a dual-control car. The third type is supplementary television leaching, in which the television programs supplement the instruction which takes place in the classroom. Television in this case follows a course of study in a broad way, but adds to it the (dads of fruitful ex periences which individual teachers find dif ficult if not impossible to provide. This type of television program is wide spread throughout the nation and merits serious consideration for use in driver education. The fourth type of instructional television is observational and a small closed-circuit system is used solely bemuse it provides a better class view of important phenomena. This could be done very well in a labora tory school to facilitate learning in teacher preparation classes by allowing students to observe driver behavior of teenage drivers and demonstration teaching in either class or road instruction. Schoot and College Sessions In summary, I would like to point out that although systematic research is some what limited due largely to the newness of television, considerable trial and error ex perimentation by many schools has pointed up several contributions which television makes to the educational program. There are some things we now know that tele vision can do to improve the quality of teaching and learning when designed, planned, and used for a purpose. All of the following demonstrated contributions of television to education have important im plications for driver education: 1. Television stimulates learning. It serves as a springboard for many worthwhile learning opportunities. 2. Television provides resources often unavailable to classrooms. This contribution i one most frequently mentioned by those Mimg television most extensively. It includes the sharing of resource persons, materials, facilities, and outstanding teaching personsL 3. Television serves as a source of new ideas for the teacher. In this respect, new dimensions have been opened up in both semct and in-service teacher education. Teachers can better keep abreast of new devcJopmems. new resources, new teaching aids, and methods. 4. Television presents factual content to -nany students at one time. It communicates content quickly with great emotional im pact to a large number ot students. 5. Television reiterates minimum essen tials for all students. Schools using televi sion in their instructional programs are indicating that the use of television is serv ing an unexpected function in insuring a higher quality of instruction without Itmit- ing the celling for students. It is doing this by underlining basic ideas and reinforcing learnings. A Television shares student activities, in many localities, schools have used television as a means of sharing (he good bangs which go on in one school with other schools. For example, in driver education, student projects could be brought to (he attention of puptls in other schools. Tele vision thus places a premium n individual initiative and creativity. Despite the numerous positive findings at testing to television's capacity to improving the quality of instruction, it is a matter of concern to note that the majority of schools throughout the nation are still not using television in any facet of their educational programs, nor are they even considering seriously its ue There can be little doubt that the profession as a whole it unaware of the contributions which the television medium can make to the educational pro gram. The future, therefore, lies in the ability of the educator, or why not driver educa tor, to initiate and put this advanced system of communication to use. How else will we be able to instruct all eligible teenagers in driver education classes.* How else will we be able to provide adult refresher courses to all who need such mtiruction? How else can we better inform the public about the need and value of driver education ? How else can we more effectively upgrade teacher qualifications than through in-service train ing that could be provided by educational television? How else arc we going to meet teacher shortages? Ami bw rise are we going to drastically reduce the costs of dnver education? IMPLICATIONS GROWING OUT OF CHANGE TO SAFETY (Summary of talk by Walter Freeman, Director of Research Division of Community Development and Services, Michigan State University, Cast Landing, Mich.) Mr. Freeman, in discussing the question of mobility in connection with safety, said this is not as much of a problem as it seems to be. The problem of mobility in volves families that move into a new neigh borhood during a school year or just be- 107 1961 S'olionot Safety Congees? ore. making it difficult for the children to adjust to the new sdtool and life in the community. He said the first thins to do for children moving into a new community is to make them welcome. He pointed out that some transients seem to carry stability with them when moving into a new community and adjustment is no problem. But. particularly when large groups of people move into a community, such as those who go from place to place in their line of work, over* crowding is sometimes a problem. He said pre-school children often lack proper education li the mother works. But he explained that the quality of relationship between mother and child determines the kind of education rather than simply whether or not the mother works. This factor often is considered a particular safety problem as well as that of the broken home. However, Mr. Freeman said he does not believe this is rally as serious as it might seem to be. He aid he doesn't think that the family U breaking up because of more activities and more freedom from work, either. Jn fact, he thinks the family is just as dose as it ever was. In the discussion period, a question was asked if there are certain techniques that can be ued lo mnkc youngsters self-reliant ;il an earlier age. The answer was that ictrents should accept me ideas of growing vounqsters and recognize that their responsi bilities do exist; this way, thev will mature faster and accept them, Another question was on how to build safety attitudes in children. The answer was to teach safety altitudes that leave room for child trust. For example, don't tell the ehild not to drive more than SO m.p.h. and then let him see you drive at 60. Also teach the child the proper safety attitudes, to respect laws and those who enforce them. Those participating in the questions and answers session were: Irma Fricke. R.N.. representing American School Health As sociation, Evanston. III.; Harry Lodge, rep resenting General Conference of SeventhDay Adventists, Brookfield, HI.; John Tibbett. National College of Education; Ar nett* Wallace. National Conference of Colored Parents and Teachers; John V. Fridluad. graduate student. Northwestern University. Itasca, 111.; Lillian Gilliland, teacher, Andrew Johnson Elementary School. Oklahoma City; and Grace Ellen Sules. as sistant professor, Department of Educa tion and Psychology, University of Rhode Island, Kingston, K. I. IMPLICATIONS FOR ELEMENTARY SAFETY EDUCATION By EVA > I. DRATZ Professor of Elementary Education. Keuka College, Keuka Park, N. Y. The formal goal of the educators is to educate children. Our first step is to de velop a clear understanding of the groups. concepts, purpose*, values and problem living practices. In an atmosphere of mu tual acceptance, respect and desire to under stand and to help each other, communica tion and change can occur. Teachers must evaluate their techniques in helping pupils to develop attitudes and practices of good citizenship so effectively and to demonstrate their results in behavior so clearly that there will be a united effort in safety. Learning is improved wh*n the instruc tional program is based on an understanding of each child's capabilities. miere*tf, and background; when experience* have satisfy ing emotional overtones tor children and they apply the learnings which grow out of vital and stimulating experiences, when children actively engage in solving problems that are significant and purposeful; and, when consideration is given to the child's developing self concept. Variations in individual growth patterns, ideals, past experiences and home life cause 10* Sckwt and College Sessions children to learn in their own ways. Indiudual nerds sltould be met through this use i t *uch procedures as van mg activities, irning individual help, using community re--urces. and group planning for units in -afety. At all times, we must realize that elementary' children remember and apply she learnings which grow out of vital and -hmulating experiences in which pupils vlartiy problems, plan ways of attacking them and achieve success in wiving them. When l was teaching in elementary -ehoL I had the privilege of working with a group which w-ished to organize a health .nd safety council. The class elected officers and decided on a basic program for the tear. Two representatives from cadi class m the building were invited to attend the Fri'Uy afternoon meetings. During the winter, the problem of snowballing was discussed. Forts were suggested, targets were constructed, and penalties were pro posed. During the following three weeks, die complaints mounted in number. 1 ques tioned the reasons and procedures. The president turned to the group and said, "What will we do?" A first grade repre sentative said, "Just stop!" These pupils realized the values of cooperation, of work ing relationships, of self reliance, and of desirable attitudes for there were no more criticisms in this arex Other factors must be considered if learnings arc to have upbuilding emotional vcriones for children. The applications of skills and information tu pfans of action of concern to pupils is effective. Opportunities which help children to realize value* of a safety program must be developed. Moti vation is brought to a high In el when pupils participate in planning. When pur poses are clear and the problem is defined, the successes arc real and significant to the learner. Evidences of safety understandings are observed in the gymnasium, in craft classes, in the classroom, in the hall, and to and from school. As the pupil views ium>elf ar a competent jierson in group activities, he will become interested. If he feel* that he can be a loader of his peers when he * mcccssfu) patrol officer, or president of the safety council, he will approach new problem* with a positive manner. The pupil's sdfconeept changes a* he has new experiences m helping to meet the needs of his class mates. As children mature, they develop more realistic altitudes of self acceptance. The teacher must realize that attitudes are deep-lying learnings based on meaningful experience* and arc a part m the pupil's self concept. Children fcam many attitudes from association with people they respect. Experiences in which the pupils can earn prestige, feel secure and cooperate with others will provide a foundation for safe living. Continuous emphasis upon and com mendation of positive expression of atti tudes toward other* * imperative. PartieifMiion is fundamental fnr it makes the pupil personally rcponible for his own afety and relate* his own afety per formance to that of others. AN EVALUATION OF SOME ASPECTS OF THE DRIVER TRAINING PROGRAM IN THE LOS ANGELES CITY SCHOOLS Br CECIL G. ZAUN Supvr. in Charge, Safety & Driver Instruction Los Angeles City Board of Education, Los Angeles, Calif. In May, I960, the Los Angefes City Board of Education voted to continue driver training for the 1960-61 school year, tut to evaluate the program in light of its placement in the curriculum. The- evaluation and research section of the Los Angeles Schools was authorized by the board to conduct a survey pertinent in driver training, and from the study result* the board would determine the future of the 109 1961 Satimal Safety Congress behmd-the-wheel phase of the total traffic education program. The study dealt with the following ques tions : ]. Does the present system of selecting* pupils to take driver training result in any differences in ability and/or achievement level* between pupils who take driver training and those who do not.' What happens to the school marks (grades) of pupils who take driver train ing, and in * hat ways do their marks differ from the marks of those who do not take .1 What do the various interested groups --school administrators. A-12 pupils, their parents, and the voters of the community-- believe and desire with respect to the func tion of the high school in preparing pupils for driving? 4. To what extent are these groups will ing to express themselves with respect to the financial ;mplication$ of driver training? By means of a systematic referral to test data on file in the evaluation and research section and to pupil personnel records maintained by schools, a random sample of 3168 A-12 pupils from 37 high schools was obtained, of whom 519 had taken driver training and 849 had not. The two groups were compared to see if there was any evidence of selectivity in the scheduling of pupils to take driver training. The second project was to investigate school marks earned by driver training pupils and progressive changes in their marks, if any. To do this, a sample of the pupils previously described was matched carefully with a similar sample of nondriver training pupils, using L Q, as the criterion. The grade point averages of driver training pupils before, during, and after their driver training semester were compared with grade point averages of the non-driver training matched controls for the corresponding periods in each one's high school career. The third requirement of the study was to sample, by questionnaire, the experiences, attitudes, and beliefs relating to driver training of five groups of individuals, a* follows: A random sample of 1217 A-12*s of 38 high schools, both driver training and non-dnver training. no A random sample of 683 parents of A-12's of 37 high schools, both driver training and non-driver training. random sample of 456 voters repre ss ting the proper proportions of all areas of the Los Angeles City High School District, including, of course, parents and non-parents. Thirty-eight principals of senior high chools. Thirty-eight head counselors of senior high school*. The evidence from this study of driver training in high school* of the Los Angeles City High School District indicate* that: 1, Pupils selected for driver training in struction within Los Angeles City high schools were not random samples of the school population, but tended to be higher than average in both !. Q` and achievement. 2. School marks of pupils taking driver training djd not differ from marks of pupils not taking the course, did not drop during he course, and did not drop after comple tion of the course. J. A majority of respondents believed that it would be highly desirable to make completion of an approved driver training course a prerequisite to the granting of a driver's license to young people. 4 A majority of respondents believed that, although the high school might have other more important responsibilities, it Is the logical, and perhaps under the circum stance* the only, suitable agency* to adminis ter a driver training program. In this sense it ts the "business" of the schools to teach it. 5. A high preponderance of all respond ents have shown their readiness to support the driver training program, even though it is more costly than other elements of the school program. 6. Of A-12 pupils, their parents, and school administrators, few felt that a driver training course had any apprcaabtc effect upon a pupil's school work. 7. Most respondents believed that the most unsatisfactory element of the present driver training program is the fact that many who wish to take it are unable to be accommodated. Minimum facilities should assure enrollment to all qualified applicants. S, Pupil* wished to enroll in driver i Sthtt/tl and College ietttgnr training for a variety of reasons, but the most compelling to both pupils and parents appears to have been the prospect of getting lower insurance premium rates. 9. Not only pupils, parents, and school personnel, but also voters m general, are genuinely interested in Los Angeles schools, and welcomed the opportunity to express themsehes on a matter of deep importance --driver training. Their comments .uni sug gestions were carefully prepared, and seemed to reflect a sincere appreciation of the problems and accomplishments of the schools. SUMMARY AND EVALUATION OF NEW METHODS OF DRIVER EDUCATION AS APPLIED IN LARGE AND SMALL SCHOOLS By DWIGHT M. DAVIS Supt. of Schools, Moline, 111, By WILLIAM C. HARRIS Supt. of Schools, Allen Bark, Mich. I. We evaluate our program by asking: A. What was attempted? B. How did it work * II. We should include opinions from our statf, parents, students and other adults. III. Always include a follow-up study. IV. The community is entitled to a good program. V, Ways to insure a good program: A. Plan well for your individual needs--a program which is good for one area of the country is not necessarily good tor another. B. Work driver education in with the total school program --- care fully work out scheduling prob lems. C We must have outstanding teachers. D. Public relations must be well represented -- understanding byothers will make sure they like us. Allen Park, Michigan is a community of 38,000 population with a total public school enrollment of 6,894 It is located in the southern suburbs of Detroit and is a part of the Metropolitan Detroit Community. This community has offered driver educa tion to tt high school students since 1950. The dnvef education program has grown from one car and one instructor, to a year around program with 16 teachers, who teach driver education along with art, chemistry, auto shop, speech, business studies and elementary education. They use 5 auto mobiles of which one is loaned, 3 leased and one purchased. Four oi their cars are equipped with automatic transmissions, and one has the standard transmission. Ail of the behind the wheel instruction is con ducted on the street. In 1950 when driver education was first introduced in Allen Park, this school was confronted with the same problems Uiat most schools must solie. The only class room available for teaching this subject was a small storage room, adjacent to the gym. The students who enrolled were in the twelfth grade, and were for the most part girls. Through administrative XM community support, the program was i^ated in its logical position tn the tenth grade, and boys, as well as girls, enrolled in the course. Because driver education is recognized in this school system as contributing to the general objectives of education, this subject area was considered a part of the school curriculum when the new high school was planned in 1932. m 1961 Xattonal Safety Congress The architect* dcMitucd driver education mto the building just ns science, physical education, industrial arts, and other subject areas are planned into a sound education unit. The driver education facilities were placed in an area adjacent to the school's parkins lot and next to the auto shop. It included a classroom to luuse 30 students, a storage room for testing devices, visual aids, and motion picture projectors. The classroom has access to the auto shop and a parking ares which is reserved for the 5 driver education cars. The auto shop facilities are used to maintain and service the driver education cars. Questions Asked After the Presentation I. What are the certification requirements for teachers in driver education in your states? Harris: 15 hours in safety education, but we are trying to raise this to a lull minor Darts: We don't have it minor re- quire.I tot, l-ut ,irc workinv (Hard il. 2. Is there any opposition in jour area t4 giving instruction to non-public school students? Harris: Vo, ;dI are encouraged to come and are welcome, although there are scheduling difficulties, Dai-ts: No, they are entitled to come under the state aid law. Many come during the summer. 3, Should we go on record as favoring ear marked taxes for driver education? Davis; It is difficult to get a driver education program off the ground without state aid. How ever, we should not expect our program to go on forever that way. It should be continued on tts own ments if possible. Harris: It is a good foundation for a start, but the program should be on its own in Ue comiiKituiv vtentuaiiy. TECHNIQUE FOR RESEARCH By DR. F. R. NOFFSINGER Dir., Course Development, Traffic Institute, Northwestern Umvcruty, Ersahaa. ID. Once upon a time, in the dim history* of the past, there lived m a remote region of China, a peasant otiose name was Ho-ti. He lived in a straw hut at the edge of a village with hU son. Bo-bo, and his prized possession, a -ow with a new lilter oi pips. One day, as was his usual custom. Ho-ti went into the woods in search of food for his mw. leaving Uo-bo to watch the home stead. Ro-bo was not ton bright, but he had the usual curiosity uf boys. Ihiring his father's absence he began to play with fire in the area outside the hut By chance some sparks fell on the dried straw of the hut and set the hut on fire. Bo-bo stood by helpless, fascinated by the fire. After the fire died down and m spite of his excitement, there came to Bo-bo some 'light glimmering nf the plight of the sow 112 uid her litter, S- I1 brgtin tu i:t through the ashes hoping o. uoo.ver and rewue the pigs. As he bruveed i!*- .dn-i away, hifingers touched ihe oa-ted t<Jv of one oi the pigs. By instinct he put his finger to himouth to relieve ihe join of the bom. And he was greail> plra-ed with the tate tliat came from the n-at pig. Eagerly he put his fingers into the and on the roan pig to gain more of thi new taste. Soon he was tearing the pig apart and gorging htmsdf with the deli cious repast. In the midst of this orgy, Ho-ti, the father, came out of the woods and with dismay saw* what had happened to his but. Immediately he began strapping his son. But Bo-bo paid no attentiocL He continued to dig into the a*he* in search of roost pig. Finally Hn-ti saw tlie ineffectiveness of his School and College Sessions tifurls ami became curious about Bo-bo's action. Soon he too was searching lor other rodst pigs of the litter. When every last bit of the delicious foal lad been devoured, he cautioned Bo-bo not !> *ay a word about what had happened to any of their neighbors. Ho-ti rebuilt his hut, and soon another *iw had a litter. Ho-ti could not help re calling llic haunting taste of mast pig. And laic one night his hut burned to the ground again and Ho-ti and Bo-bo had .mother feast Neighbors began to wonder when period ically Ho-ti's hut burned in the middle oi the night. Spying, they caught Ho-ti setting tire to his hut and brought him mto court. Hts case was all but lost when Ho-ti sug gested that they place a *ow with a litter in a hut bum it ami let the judge taste the roast pig, and then decide ihe case. This was dune and Ho-ti was acquitted. Soon throughout the country hut fires -lotted the landscape. Vow this kind of discovery oi truth or <i the toiutioa to u problem i< purely ac cidental. Ealing meat raw posed no problem Ho-ti and Bo-bo. Thev had never tasted -vat that had been cooked. Bo-bo didn't jcrpOrcfuily burn down the hut just in rlcr to roost the pig. Even then it was -.!* by accident that he discovered the 4-:r - i r-ovt ptg. Vi >ut many things we are no different _r, Ho-ti and Bo-bo. There was a time * Vn we looked upon traffic accidents as 4 ji Ciod---the natural result of driving aut<rji/tl---the unavoidable penalty incrcr? sn the act of driving. Vt aa oritcr date yellow fever was acrpted as a visitation of Divine Providence and therefore looked upon a* a matter of :< mrsc. Can tt be that in some oi our high school Inver educition classrooms today we can find method* ami techniques i use that were dico\ercd in the same way that Bo-bo dis covered bow to roast pig? Can it be that uric of these methods and techniques are as erode as burning down a hut to roast a pig? Can it be that the.se methods and techniques, once accidently discovered, are accepted as a matter of course and used over and over again? Can it be that in our tocher training institutions thev are ri*o accepted as a matter of eour** and handed down unchanged and unchallenged to gen erations of new teachers? Don't we find that some concepts are difficult to transmit to our driver eduolion Students? Is it possible that the difficulty arises from the fact that m such case* our mciltod* and techniques may be crude--ui.iy have been accidently discovered--may fiave not been tailored properly io achieve our objective? An old Giincse proverb reads: If you arc finding a thing Itard to do. you arc doing it the wn-ng w-ay. Historv does not tell w* how long Ho-ti and his neighbor*, and their descendant*, burned down their huts to r-**t pig. It may have been as much a* a hundred years. But tt is quite evident to us today that at some memorable point in hisl**rv someone got tired of having to rebuild hi* hut every time the family wanted a feast of roast pig. He became dissatisfied with omdiliorts as they were and he began to think of how nice it would be if he could ha*e roast pig without burning down the hut He became conscious of the difference between u-hal is .ui*l what wight be. Now, and only n*>w, did a frobtem emerge. How ct-uld this problem be solved? He knew fire a one oi the e^entials for roasting pig. But did it need to be his hut? Could it juji ;>> wt-H be a pile of brush? He would experiment. It worked! The problem of having to rebuild his hut was solved. A fanner had in one <>i his fields a targe rock area, it liad been there for years, for as tong as he had owned, the iarm. Each year he plowed ar*>ur.d the rock, making curved and irregular lummi, One day he sold the farm. The new owner noted the rock area in the field and was unhappy about it for hv :* '* jn-!c in plowing long straight furrow He b< ught what a nice field this would !< if :sty the r<xk were not there. He became 'i-.iti-::vl with what is and dreamed ab>ut a h it mvtht he He had a problem. He mvc-tigntol. He found that the rode was very brittle--that it could be broken, by a stout blow t'nitn a sledge ham mer. In less than it day he had broken up die rock, loaded it uti his wagon, and hauled it away. His desire for a straight furrow could now be achieved. 113 IPd/ Motional Safety Congress Some 35 years ago, in a little town in to spend so much time preparing baby food, Michigan, Dorothy, a young housewife was busily engaged in her kitchen mashing cooked fruits and vegetable* and running them through a strainer. She was prepar- mg food for the couple's first baby. It was someone thought it was terrible so many people died from yellow fever, soraeooc was appalled at the number oi fatalities from traffic accidents. In each case, there was dissatisfaction, unhappiness, discontent. a tedious, time-consuming daily task. And now there was a second baby and more of this hard work in prospect. Wouldn't it be nice it by some means or other she and many other members tn the community could be relieved oi this arduous job. She w thoroughly dissatisfied u-itk conditions as they uvr.\ How many oilier things she could accomplish if only she didn't have to spend so much time each day preparing food for the baby. She became aware of what might be. Out of her recognition of an unsatisfactory condition came the prob lem of what to do about it. That night she talked about the problem with her husband Dan who was assistant manager of a small cannery in the town. He was somewhat skeptical about how much time this mashing and straining job took. The next day he went into his office, closed the door and with a big spoon began mashing a pint of cooked peas through a kitchen strainer. After this experience he was convinced that it took considerable time, and since it did, he was convinced mothers would buy prepared baby foods. To check his conviction he made a small survey oi mothers in the community and 2. You must be conscious of the differ ence between what is and what might be There must be recognition or visualization ot an improved condition--an improvonent that removes from the condition that which make* for discontent, unhappiness, dis satisfaction, difficulty. Someone had to visualize how much easier life would be if for every feast of roast pig there was no hut to rebuild, the farmer had to visualize the possibility of * straight furrow across his field, the house wife had to see herself satisfying other desires m the time it had l>e* taking her to prepare baby someone had to visualize how much more pleasant life would be without yellow fever, someone had to visualize driving his car without the constant fear ot damage to hts ear or of injury or death for himself. In each case, there came a consciousness of the difference between what is and what might be. 3. There must be study, investigation, experimentation, the results of which are used as a tool to get yourself out of a difficult or unsatisfactory or unhappy or disconcerting situation. found that they would welcome prepared Ho-ti*s descendant was faced with the baby foods if they were priced reasonably problem of Aost to get roast pig without and could be bought in a grocery store burning down the hut--he had to reason This small sideline of the little cannery in that fire was an essential--maybe the hut the first year sold 590.000 cans, in the wasn't--how would he find out--he'd try an second year 4 million cans. Today, well over experiment with a brush fire--if it worked 3 million cans, jars and packages of Dan he had proven that the hut was not an Gerber's prepared baby food are sold each essential--and he would have his problem day. solved. The farmer was faced with a prob Analysing these illustrations we can readily see that for progress to be achieved in any gives situation there are three pre requisites which must be met: 1. A condition must be unsatisfactory. There must be some kind of discedcan, saw kind of unhappiness with things as they are, some need that is not being ad equately satisfied. Someone disliked rebuilding the hut every time he had roast ptg. the fanner disliked lem--how to get nd of the rock--he had to investigate--how big waa the rock-- could it be broken--hc`d have to test that-- it it worked he would have his problem solved--he could reduce the rock to small pieces and haul them away. The housewife had a problem--how to get baby food without taking a tot of her lime to do it. Her husband tackled the problem could he make baby food easily in his cannery--would housewives buy it-- he investigated--he found they would wel crooked furrows, the housewife didn't like come the innovation on condition that-- 114 School and College Setiiotu c-uld he meet their condition--he couid sell at a resemble price But would the eerie* carry his line--he tried this out --they would--he had solved the problem. Those interested in the elimination of ;e!low fever had a problem--they set up a f-eery--they said maybe invisible praticles {which they named "fomites") were given ? by the nek--they tested this theory-- it didn't always work--they discarded it and termed another--. Maybe mosquitos carried ;*ie germ--they tested the theory--it worked --they fcxnd no ases in which a mosquito was not involved. But there was another krficulty--not all situations where mosquitos rre involved developed yellow fever. Was p. a particular species of mosquito? They experimented long and carefully. That was it--only one kind of mosquito was involved. The problem was solved--they now knew what earned yellow fever. But a new prob lem arose--how to eliminate that kind of mxvquito--eventually that problem too was -jived. The traffic accident problem--well, that's n >t <n!ved yet--we're all working on it. It's not a simple problem--it's a very complex one, ooe that must be broken down into trusty, many minor problems, each of which requires the application of the same careful systematic scientific method for a solution. Let's g> back now to those three pre requisite*, How many of you driver educa tion instructors go home at the end of each day happy and contented with the progress each of your students has made that day toward being a good driver? How many of jc-u college instructors leave your office each evening completely satisfied that you have done the best that could be done that dayin the training of each teacher to teach driver education effectively? If any of you here have roeh feeling of contentment and satisfaction--then you are probably using methods and techniques accepted as a matter of course and discovered in the same ac cidental way that Bo-bo discovered how to roast pig. Can any teacher, high school or college, and without wracking your brain to think about it, quickly mention one method--one technique--one device--you are now using that doesn't seem to be getting the kind of result with some particular student that you would like to get? Are you dissatisfied vith the results produced? Are you un happy about it? Do you carry it home with you at night? Does it worry you--like for cs.imple the rock worried the farmer, or the rebuilding of the hut worried the descendant of Ho-ti? If it doesn't worry- vou. then you have no problem. There is no dissatis faction and therefore no visualization of the difference between what is and what might be, And there will be no progress in the improvement of methods or techniques or devices used in your teaching. But even if you are dissatisfied and dis* contented--even if you do worry--there still can be no progress toward improvement unless you follow through on the third prerequisite You have a problem but you have not yet taken the steps necessary to its solution. You must study the problem, you must investigate, you must set up a theory and another and another until you find one that works. .And then you use the result of vour study, your investigation, your experimentation as a tool to remove the worry, the dissatisfaction, the discontent, the difficulty that the situation presented. Vou want research" results that you can use to help itu ve the driving record of your students >s is `'research". This is real down-to-t^tr. do-it-yourself research that you cut use in the classroom, in the laboratory, in the car on the street. This is research that will get results. Give it a try. Start now by compiling a list of every situation in your teaching day that you believe cut be improved, every activity that seems more difficult or timeconsuming than it should, every method that docs not seem to produce as effective a result as you would like to see. And then get irritated about each of these, one at a time, to the point where you will followthrough on that third prerequisite--study, in vestigate, experiment until you have found the solution to each of your problems. And next year when 1 see you at the Congress you will be able lo say, `Tve found a dozen or more new things to do to improve the traffic behavior of the students in my driver education classes." 115 fW/l .Vi/Itvnai Safety Congress IMAGES OF DRIVER EDUCATION IN THE '60's By ROBERT D. BOND Supvr., Driver Education, Traffic Safety Dept.. Ford Motor Co., Dearborn, Mich. I'lic subject of mv remarks--images ot driver education in the I960'*--gives me ,,:i opportunity lo cover a Hide variety of matters, some of which fiatc great promise in (lie years ahead: Everything's so advanced. Take medicine, for instance. Did you krK.it that by 1970 \merieans wilt be spending more than IS billion dollars on medical care? And it's really doing the job too for by then it's expected that every' doctor will have gotten welL In looking into the coming decade, I hope I have discretion as well a the discernment to take a sufficiently broad look into the crystal ball. There was, l admit, a tempta tion as a member of the automobile indus try* to talk about all the exciting changes in cars that are coming. Instead, I have at tempted to keep the automobile in proper perspective along with the driver, the high way and the changing face of \merica. It U also necessary to admit that this business of getting property oriented with future trends is a tricky undertaking, and one that is full of pitfalls; so 1 don't for a moment imply that my briet and limited comments here this morning do more than touch upon some or the more important developments and innovations which may take place during the next ten years or so. In examining the first image of what could be. let me attempt a wide-angle view .t the situation. It would be a poor crystal loll indeed whirh did not show the viewer a panorama of a bubbling and boiling America that from shore to shore was busy (wring out more cars, building more high ways, and producing more drivers to use than than ever before. By 1980 it is estimated that three quarter* of our people will live in urlan centers with more than 100 million of them in the 200 major metropolitan areas and half of the antici pated 245 million population wilt live in suburbia. in term- of cars ! see an increase of nearly 2? millinei by 1970, from some 74 millirm t > nearly 100 million. In term- ot driver*. an increase of about 16 million, i r* n< X" million lo over 100 million is anticipated The total oi mile* driven i riving at a r.itc that mil bring it to ne mihon miles per year l*v 1970 And tragicallv, the total number of fatalities is destined to increase to more tlian 40.000 a year. All this at a cost of some 8-4 billion dollars per year, up from Uic 6.5 we now must pay annually for our automobile ac cidents and related costs. Now, let us rub the ball again and take a. somewhat more detailed glance at the situation as it applies to driver education <pecifically. One of the most prominent things to b< noted is tfta; in 1970 there will be 4 million young people reaching die driving age each year a opposed to 2kS million now achieving dtis status. This is 11.000 a day; a significant figure for all of us who arc concerned with the problems of improving driver education. At I sec it, some noteworthy changes will Itave occurred in the public school systems in the direction of increased ability to give more students better training. For example, the number of high schools offering com plete courses--classroom and practice driv ing will increase 12 to 15 per cent, and the number oi *tudent receiving complete bivmiction will n*e sharply irom die present figure of 39 per cent to around 60 per cent by 1970. Another important increase will be a doubling in the number of states providing financial aid to schools (from 18 lo about 3?); and a significant figure will be the rise from 5 to 15 in the number of states re quiring driver education before licensing young drivers. Looking ahead tat years convinces me that the number of driver education teachers will continue to grow. More important, there will be a marked improvement in the background, training and experience of a great many of them so that the quality of 116 Seltoal and C^tlcor Srs*iri* instruction thev give will be of a consider ably higher order titan it is today. On the other hand, 1 see a number of teachers who are teaching driving today who will fall by the way. There will be a multitude of reawns for this fallout. Smong these are: the decision by more and more smart administrators to strengdicn their drivir** program by eliminating the unenthusuiMtc, incompetent teacher fas far a* DE is concerned, that is) who was just looking tor an extra job weekends or sum mers; the realization by more school of ficials that driver ducatton would be supported by the community over the long hauls only if the results in terms of welltrained students justifies it: the effect the various associations and conventions--such as this one--will have in raising the -undurd* oi acceptable competency; and by the increasingly close scrolling which wiil be given to the dnvtng course by spe cial community civic groups whose leader ship has recognised the need for improving the quality of the driving courses, What 1 have just said can be applied to the professional driving school teacher ar operator just as well as the high school teacher. In fact, it is my contention that over the coming years these two groups will exert a beneficial influence over each other as a result of their competitive ef forts. Leadership on both sides of the pic ture are coming to realize the dangers of the sniping situation that in ihe past lias too often existed. Both groups must work more harmoniously together while they are :do striving to Improve thetr individual level ot operations, Without quesuon more of us m this business are going to awaken to the fact that driver education extends far beyond the high school. W are going to leant to adopt the approach that driver education must be made available and desirable to titc bS million drivers already on our high ways. And who in the community is the natural and logical leader in such a move ment? Right! The dnver education teacher. The one; that is, who has sufficient vision lo project his concept of his job beyond (lie narrow confine* of the high school where he now teache*. Like the average duffer on the golf course nr ihe 20->ear bowler who still has a i.iO average, all but altout 3 per cent of the licensed drivers on the road have a .Treat deal to learn about ihe field of ad vanced driving techniques. It is just not the kind of thing most people team by ex perience. For example, how to space prop erly, or correct use of the rear view mirror is *till a mystery* to most people. We must find effective means of communicating the necessary additional skills and attitudes to the millions of motorists. The smart driv ing teachers are going i find new op portunities that .ire personally productive for them as far as thetr pocket book is concerned, and beneficial (or the community through improved traffic safety. And now, what about the situation in our colleges and universities? Teacher training institutions offering sound basic and ad vanced courser tor driver education teachers are expected during the next ten years to increase in number, to be belter situated gcogtaphicaltv, to possos considerably more equipment than is standard today, to have staffs whose quality is markedly higher, with curriculum standard1 which will be broader, stronger, and better integrated, and with more students attending them each year than i now the case. I believe there things because of the figures and indications which point to the need tor them arc inescapable. a> I have tried to point out in my introduction--11,000 students a day of driving age by |O70, etc f believe these thing* because . Imve read a little about the history of ihe American people, and l know tiiat they have usually, som.ehow, seemed to recognize certain ban situations and have managed to pre-erve the worthwhile things in spite of vcemingly insurmountable obstacle.*. And. too. 1 have talked personally with many people in many states, and they have convinced n-c of their acceptance ot sound driver education a a vital and continuing pan of our tecundarv school system. I believe that colleges and universities will have these advances in their courses because oi continually grow ing pressure to do so It is niv opinion that they will rise to this challenge. Another factor which can be added to the foregoing ones to account for the dqnificant expansion in driver education during the I960** t* the growing public pre<> *ure for some kind of mass preparation of II? I9f>t Xalii*nat Softly Congr.'tt average teacher to take an active part in paring the student for this range of speed such new research. Perhaps not in the will require a whole new concept of emer - mrjor Studies, which will be handled under gency procedure instruction for most teach the direction of skilled professionals in sur ers, a* will the requit cirtcnts fr safely veying techniques, but rather in budding handling a ear at these speeds. Do you smaller studies through their local, state give high-speed demonstrations, tire failure and regional associations and societies. simulations, panic stops from top highway There is nothing that prevents anv teacher from being a better salesman in his par ticular community lor the results of boih types of surveys mentioned. In fact, one of the points which in my opinion will be revealed is the need for safety education teachers to take a more active part in com munity safety affairs than has been the ease in the past decade. This is not as difficult or complicated as it sounds Break speed? A recent survey by a magazine in dicated that the average man in the street anticipates cars that can be driven at speeds of 100 miles per hour by 1970. AU I can say is that we would be well advised to all take the latest police pursuit courses in high speed driving that are just now beginning to be available in a couple of states. The network of freeways being built as ing the Sec and becoming involved is the a result of the I95<S Federal-Aid Highway most difficult part, and once the start is \ct will by 1972 span the nation and ulti made it will be discovered that there is mately serve one-fifth of all motor vehicle great opportunity for the individual to take travel. We are going to be in an era of part in such a way that both he and ihe high-speed, long-distance travel which was enmmuntiv still benefit. For example, an unknown in past years. Our driver* as well instructor who started * student group as our cars must be up to the job if we under the aegis of the NEA national arc to realize the improved safe driving *tudent traffic safety program would soon engineered into these roads. find more profitable activities than he could handle, and many of them could be of the kind that provided information suitable for background reports to the local enmn-unuy. The conclusion is inescapable shat regula tory measures will be modified and improved to an extent that will affect course content .and methods now used in teaching driving In the years immediately ahead there is ;tudcnts. _ I anticipate significant advances unquestionably going to be a new concen in state licensing laws, which in many cases tration on programmed learning and the teaching machine. We at Ford have just completed our first draft <>l a programmed course in driver education. I have no doubt that this short course on passing will look will mean that there will be reasonably tough tests of knowledge and skills as well as physical abilities before the first license will be given. Good sound licensing procedures are a boon to driver education pretty crude in three years, to say nothing and the passing of the best possible regula of 10, but for the moment it's the latest tions for the particular state should be one thing, and the first of its kind made for oi the important goals of each state teacher u< in a teaching machine that I know association. about. Since this technique holds promise of helping the teacher on the spot do a better job with less time and money spent, I suggest that many of you will want to at least look up the baste literature on the subject of programmed learning to deter mine iu possible use in your school. One area which every teacher of driving should consistently urge and support is that of uniform traffic laws and ordinance*. The Uniform Vehicle Code should be on the desk of every one of us and be used as a guide for classroom discussions, as well as the source of recommendations to the Incidentally, we are going to have to ini community whenever matters of this nature tiate some new teaching techniques in order come up for consideration. to prepare our students for driving condi tions they will face during the coming 10 years. Sustained speeds of 90 miles per hour on cross-country highways will not be out of the question during the late '60's. Pre I see, too, the use of driving simulators really coming into its own during the next decade. These devices will vary considerably in capacity ranging from a complicated multi-million dollar one sponsored by the 120 School and College Sertionf jtderai government to simple devices that Jtlv reproduce with reasonable accuracy s ,ingle junction. The demands of the new i* cruise cross country driving will require <^h equipment be put to Us maximum use. Safe testing of new drivers and re-checkmg of experienced drivers will make far greater use of simulators to duplicate condi tions which are too dangerous to try under idual conditions. The new Aetna Drivotron tor duplicating realistically certain driving fiiuations is a case in point. One factor which appears likely to itrengthes the hand of the driver education advocate is the continued emphasis by in surance companies through reductions in rites for insurance to young drivers who iave .successfully passed an approved driv ing course. SVe must all continue to en- c.iMrage these discounts tor young drivers they probably are the single moM effective means of gaming recognition and acceptance for driver education. I would go further and suggest that we should un dertake to each to put the pressure on the insurance companies to increase the amount r,t the discount to nuke them more in line with the figure* they quote on the re duction in accident figures oi the youngsters 4 ho have had instruction. Vn area that has been vastly influential the success o: the driving program is that dealing with the cooperation of civic and business groups and organizations. A preat many of them have declared themselves on the side of driver cduation. A* in example, ibe recent decision by the auto ti'jsiry to double the rebate allowance to jra.ers wh loaned cars to schools for use itt dm mg classes, is most encouraging. It indicates to me that a very important and substantial element ha* unequivocally de clared itself as an ally in the fight to achieve Acceptance of driver education. The adult driver who ts in difficulty for me reason or another in regard to his driving practices could in the past only alone by paving a fine or going to jail. The advent ot the driver improvement school will offer an intelligent meihod oi handling the problem driver. Here is a great diatIcnge to both the professional and the pub lic school teacher; here ii a most satisfying And lucrative opportunity tor them, here is a way to substitute a constructive pro gram based upon building increased laviwledge and skill for a negative program b**ed upon punishment 1 have every confidence that this challenge will be met and the dnver improvement school will become an important fixture in every major community. And now the cry stal ball become* opaque and I can no longer make out what it shows. I am not naive enough to suggest that all, or for that matter, any significant portion of the advancements l have men tioned will take place without a great Strug gle on the part of each one of us. I do believe that collectively many of us have been on a plateau, building experience for the climb ahead; and now that we have reached the hill we will make the climb to the next level, even though it strains all our gears in the process. The next time we are given a took into_ the crystal bait we shall find that many of these pre dicted goals have, through our own efforts, come, true. TEACHER COMPETENCIES IN SAFETY By HOMER ALLEN Chairman, Committee on Teacher Competencies in Safety Elementary School and Higher Education Section, NSC; Professor, Physical Education for Men. Purdue University, Lafayette, Ind. Two years ago a joint committee of the Higher Education Section and the Elenent.xrv School Section of the School and Col lege Division of the National Safety Council agreed to investigate the training in safety education received by grade school teachers. During the following year some attempt was made by various members of the com mittee to compose a list of competencies which any grade school teacher should pot- 121 1901 Xiilumal Softly Congress ve** in order i.> t>e*t promote sately education i her grade, h became evident that such ft lift was iiii Miilaldc for the pur poses needed. Last year the writer Volunteered to con duct a survey in the two grade schools in West Lafayette, IntL, in an effort to de termine the competencies and training of the various teachers. The attached report is the summary of this survey. Grace Allen Stiles and Harold A. Seekamp each indicated some desire to con duct similar surveys in their respective com munities, and the writer supplied them with the preliminary material which he had pre pared, Copies of their reports are available from the staff representative of the ele mentary school section. Dr. Vivian Wecdon. It is evident from these reports that much work needs to be done along the lines of training prospective grade school teachers in the safety education competencies which will enable them: A, To recognize hazards. B. To eliminate as many hazards as possible. C To train pupils to live safely with those hazards which cannot be elim inated. A Survey of the Hazards. Accidents and Injuries in Two Grade Schools in West Lafayette, Ind. Tills study was initiated in I960 primarily to try to determine the safety education background and interests of the elementary school teachers in Morton and Burtstield Schools. Mr. Carmen Fabian, principal of Morton School, assured the investigator that he was interested in die study and ould cooperate to the best of his ability in hav ing his teachers and the teachers in Burtsfield School assist in the investigation. Mr. Fabian estimated that about 50 teach ers and others would engage in the survc>. The investigator purchased covered notebooks, hereafter referred to a* "LOG** looks, and he also prepared a personal in formation sheet to go with each log book a* it was distributed to each teacher. The following instructions were attached to the tog book: Things to Include in the Log Book I. Anv hazard* in the school budding 'licit might affect the pupils in my room. 2. \nv lew.trd. -n the vhool groundwinch might *i?-c the pupil* in my class 5. Any new hazard* which appear cilher inside ur outride in activities i*f my pupil* 4. Any conditions which I recognize tor the first time as a potential hazard. 5. Any accidents and/or injuries which occur to any of my pupils. 6. Any accident or injury that 1 could have prevented by anticipating trouble. The following personal information sheet was distributed to each teacher: 1. Did you have a safety education course in college? 2. What was the nature of the course? 3. 11 you did not have a safety course in college, are you aware of any lack of safety consciousness? 4. Are you aware of the natural hazard* in and around your school ? 5. Are you able to guide your children away irom hazards? 6. Can you train your children to cope with hazards which cannot be elimi nated? 7. Have you been involved in any kind of accident in the past year? Describe it briefly. 8. Would a training course in safety edu cation have helped you not to have an accident ? 9. Would an in-service training course in safety education aid you in protecting your children? 10. What arc your main safety problems in the school? The material was distributed to the teach ers early in the fall of 1960 and was col lected in May of 1961. A rather disappoint ing total of only 14 persons returned the log books, which in itself may lead to at least one conclusion. Of those who re turned the logs 11 were female teachers. 1 a school nunc, and 2 were male teachers. The personal information sheets were fairly well filled out, with the exception of a few which had no answers to ques tions 8 and 9. There was a distinct lack of entries in most of the log books, and again, this may lead to at least one con clusion. 122 ^mutuary Data t. Personal Information Sheets A Number of teachers responding: It female. 2 males. 1 nurse. B. Experience: The range of ex perience among female teachers was from 2 to 35 years, with an average of 12.9 years. The range of experience among the male teachers was from 5 to 9 years, with an average of 7 years. The nurse dtd not indicate her experience. C. Answers to questions on infor mation sheet: 1. YES (Females 3, Males 1). NO (Females 9, Males 1). 2. Health and Safety and/or First Aid. X YES (Females 1). No (Fe males 5. Males 2). AT TIMES (Female* 1). 4. YES (Females 12, Males 2). 5. YES (Females 12, Males 2). 6. YES (Females It, Males 2). 7. YES (Females 1). NO (Fe males 11, Males 2). Fell down stairs due to own careless ness. 8. YES (Males 2). NO (Fe male* 3). NOT SURE (Fe males 4). 9. YES (Females 2. Males 2). NOT SURE (Females 6). 10. Swinging doors Hall going into street Steps t'npreritctnMe element in chil dren Running in halls Falls Traffic Feet in aisles Pushing Playground activities II. Areas where accidents occurred: Playground Halls Gymnasium Stairways Streets Step* Walks III, Types of Injuries: Wind knocked out School and College Sessions Sprained wrist Skinned hands and knees Face and head bumps amt cuts Wounds front falls or collisions Stabbed self with sharp pencils Mouth and tooth bruises and cuts Broken arms IV. Causes of injuries: Fell from swing Fell from bicycle Fell while playing game Tripped over obstacle Playground equipment broke Sharp edged culvert Broken glaj* Ice Swinging lavatory door Thrown ball bat Improper twirling in swing Slip on tile Collisions at hall comers Carrying exposed sliarp penal* m pocket Collisions in gym while playing games Improper riding of bicycle in traffic Falls on playground V. Precautions taken by teachers: Boy recovering from broken leg not permitted to play game- with other children until completely heatedQllldren not permuted to climb on decorative design on school building. Had janitor remove broken glass from play area Stopped ball players irom grabbing and swinging nn swing supports. VI. Hazards listed by teachers: School delivery truck driving on play ground while children were prewut Running across swing areas Tiles on playground Rocks on playground Children playing in teachers' parking lot Snowballing in school area Swinging on stomach or standing Unsupcrvtsed play on playground Bicycles parked in play area Parking lot is really part of play- ground--moving cars Game equipment not removed when activity is finished 1961 Xatumal Safety Congress Hole* on playground ability to do the job which was asked for. Scattered loose coal on playground Dates were lacking, as were entries of good Children running across street after safety acts. alighting from family car 3. Most of the elementary school teachers Glass on school walks and playground h-id no safety education courses in their Chain across drive college training program. Hence, one won Hot radiators Blacktop |>h>ground der* if they knew koto to keep a log book concerning safety practices. Ice and snow on walks Wet stairs during bad weather Drivers opening car door* in path of bike riders Careless opening of classroom doors into hails Waxed doors 4. Most of the teachers had complete con fidence in their ability to recognize haz ards, guide their children away from same, or tram their children to cope with them, in view of the accident record, it would appear that this confidence is ill-founded. There is enough uncertainty among Rolling piano platform in gym Dogs on playground Green framework at back entrance --small children like to climb h the teachers concerning the possible bene fits ot safety education training courses <collegiate and/or in-service) to permit the assumption that both might be good. Use of folding chairs to stand on Child riding bike wearing face mask Children running carrying sharp pieces of ice Tree trimmers at work near building entrances and play areas Girl drinking milk from shattered thermos bottle 6, We learn nothing new concerning the areas where accidents occurred. These are the same areas in which accidents have ilvoyr occurred- Likewise the types of in juries and causes are the same as have heat listed in past studies. Is it not a good assumption that if these teachers had been trained in surety education, they would have been able to forestall many of the acci VII. Dotes of Xotations: dents' September--None October--10 November--5 December---I January--5 February----2 March--1 April--5 May--None VIII. Questions asked by teachers; Case of Purdue student forcing indecent exposure on small girL Do we need to counsel our children con cerning such hazards? IX, Quote of the year: "No accidents. Just the usual braised knees from playground ac tivities/* Conclusions 1. A majority of the elementary school teachers in Wen Lafayette were not in terested in compiling "leg/' books concern ing ; (1) their own safety background, and (2) the accidents, injuries, and hazards m and around their schools. 2. Most of the tochers who returned the log books showed a woeful lack of # In connection with the hazards listed by die teachers, there is little indication that anything was dons about said hazards- Is thii an adminuirative problem only? Rcionunendotiott? 1. Tliit type of survey should be con ducted in many representative schools throughout the country. 2. The investigator should personally meet with the teachers, and should make clear to them what is wanted. This is not a par ticular criticism of the priaapai He may think he understands; the investigator may think he understands; but somewhere a link is lost 3. The personal information sheet should be revised by an expert so as to permit the collection of really pertinent data. 4. The original committee should now review any surveys that have been made to date, and prepare a new master list of competencies which then should be sub mitted to a large number of elementary school teachers and principals for analysis. 124 School and College Sessions FROM NOW UNTIL THEN By OLIVE S. BERG Tnc'^'ng Chairman, Elementary School Section, NSC; Elementary Supervisor, State Dept, of Public Instruction, Pierre, D. I have looked at the safety problem as it affects elementary school children- After *11, we are interested in children and their saiety. 1 believe the following figures on acci dents to children are correct: t. Each year there are approximately 15,000 accidental deaths among chil dren under 15 years of age. 2 Accidents are the leading cause of death among children after the first year of life. 3. Arodents cause almost 17 per cent of all deaths of Children, ages J-I4. 4. The most common fatal accidents among children are: motor vehicle, drowning, fire, explosion and poisons. Together they cause more than half of the accident toll The National Health Survey estimates that 16J6 million children are injured each >ear. These children arc 365 per cent of all persons injured. 16 per cent of these injuries occur in and about the home. Among the school age groups, one child in ten is hospitalised aa an in-patient as the re* suit of injuries received m an accident 62 per cent occur in the school plant. 5 per cent occur going to and from school. 16 per cent occur at home. i? per cent occur in public places- Death rate -- 1950-1959; deaths, $34,000; approximate cost, $I0Q,000,000,000. According to the V. S. Office of Edu cation, there are 861,035 elementary teach ers in the United States, What an army to move toward safety! The safety needs, is they affect elementary schools, fall into several categories. These are: (l) a full knowledge of school safety problems, (2) an opportunity- to put into practice the knowl edge learned, (3) skill in safety practices, nrl. (4) change of attitudes of teachers. These are four basic steps In `'safetyI roofing** teachers. These four basic steps could be apflle*1 to either children or adults. It is from these basic steps in "safety-proof ing" that the safety program should proceed. The principle preventive methods in the past decade concentrated on eliminating the environmental hazards where children worked, lived, traveled and played. Results have been gained in reducing accidents, but, since it is now known that SO per cent f accidental deaths arc largely under con trol of individuals, greater emphasis must lie placed upon the human factors as they influence accidents. Three Mens seem to be appropriate: 1, Selection -- This deals with better sctcctiing ot individuals for job and ac tivity placement. 2 Included is medical and psychological testing as a screening device for better guidance of children in safety. 2, There is need for a modification of behavior through supervision and education. This is the point at which the teacher is the key person in the safely program. It is through change of safety attitudes that progress is made. The change in atti tudes depends upon motivation, liability in volved, economic considerations, .administra tion and organizational policies, constraint and enforcement of rules and laws. There must be opportunity for putting mto practice the safety rules and laws. Teachers must have more knowledge of safety, both practically or psychologically. Skill* in safety must be used by the teacher in her work with children in creating better attitudes. Let it be assumed that by safety attitudes is meant "a predisposition to react in a certain way to a given situation." Attitudes may be expressed through a degree of alertness. Teachers need to edu cate children to b alert. This would include observation of die environment* in which children find themselves. The observation ele ment draws in precaution on the part of the individual Precaution may foster apprehen sion of what may follow m safety pro cedures. }P4I .VaM.'Tw/ Safety Congress sunding of the elementary rudiments of driving a motor vehicle. Even today we have those school officials, I am sorry to say. who do not accept the fact that selecting a cchool'bus driver should demand relatively as much time and atten tion as the selection of any other member of the school staff inducting the classroom teacher, h would be incomprehensible to most school officials to think of hiring the first person who walked into their office and asked to be hired as a teacher without first checking his credentials, previous ex perience, and qualifications. In hiring a school bus driver, however, we are too often guilty of hiring the first available applicant in <pite of the fact that we realize no school bus is safe in the hands of a driver who is physically and emotionally unfit, or who fails to follow sound driv ing practices; and, as a result, school bus drivers are in many cases ill-suited for their responsibility. There appear to be two major aspects to the problem, apart from the continuing and competent supervision, of providing the best possible school bus drivers, (1) the recruitment and selection of qualified peo ple; and (2) providing adequate training programs specifically designed to prepare these people for the job to be done. Although recruitment, selection, supervision, and train ing are in a sense inseparable, 1 will attempt in as far as possible Co confine myself to school bus driver selection >n as much as other speakers on the program are scheduled to spcaik to us on recruitment and school bus driver training programs. Securing responsible and qualified drivers is not necessarily a new problem in the field of school transportation. Even before the advent of motorized transportation in this country when horse-drawn carnages and wagons were the conveyances commonly used to transport pupils to school, both the personal qualities of the driver and his control of the pupils being transported as well as his skill in handling his team were matters of concern and as such received attention in certain localities. has a certain familiar ring, la this report Mr. Kera describes his visit to several newly centralized schools in North Eastern. Ohio. ''So we drove oa *o North Madison, to Sudlaoa Township, wbve three wagsos art used, on our wajr ttonre we saw the first .'rffaJL 7! ** the farmhouse and talked with the driver. He curled all the children trace on* district, about twenty ta number. Hla routs was fire miles long. That u to say, starting at the first home to pick up a child until he arrived at the central school was five miles. Them be drove bade home after delivering the children, thus cov ering Urn miles la the warming. O? aoiuse he traveled the eewie graved after eApol. thus making as miles to alL He got nJo a day for his work. We asked him U be made any money at 1L He paid be dlt aa be wee working a email farm that fid net require all the time sad labor ef hl~--'* aad tanm. We asked him U ne bed any: tmaw with the children and replied aoea.-Kersaid he was employed by the township beard of edu cation. who put him under bead to be care ful with the children; to have a safe team; to pnride a suitable wagon, covered ana pro vided with curtains. 'adueoatsizilng soepatonca and Up rabee for,Uw HT*rMt weather. We asked what objections the pereata along the route had to the eew' pUn. Hu reply was that the onto objection,,w*e on the part of two orthree at the esnjaiilng of the route, as they bed to get their enlldrns reedy some what earlier than they need to when they went to the district 'Thant. Of oourss the children bad to be rmdyqwfcea the wage* came. He aimed to start ad. TiM and arrive at the building not Mar* than 8:4*. Thus there were no duldrea tardy: none earns with wet feet or clothing: the attendance was greatly Increased and much more regular, The driver believed the r------m---e--a-t h--ad1"-c-o--m---e- to stair; that ** to go peek to t Kern goes on to describe school transpor tation during that period at another school district he visited on this trip: teachers. The ecutract let out to the lowest res ts under bond to fulfill ___ driven are required to have p.m. The wagons cell at every farmhoos* roadside grounds. and are There Is saeot dawn Vpan the school tramping' through the enow and mud and the atteaiaMOa- la much Increased and far more regular. With the <hlldren under the control of a responsible driver, there U as opportunity tor vicious You will recognize, I am sure, tins con cern and also agree that the following comments taken from a report by 0. J, Kern, superintendent of Winnebago County, Illinois, schools at the tum of the century This account oC pupil transportation ia Ohio at the turn of the century would in dicate that many of our current problems in school transportation such ' as securing 128 School Transportation Sessions well-qualified drivers arc by no means new ones, but rather In one form or another have been with us for over 70 years. The seriousness of the problem of se curing well-qualified ichool bus drivers has been compounded in recent years, however, is a result of two developments. < t > The rapid growth of school transportation in this country (for example, in 1923 approxi mately 800,000 pupils were transported in the United States as against about 7 million m 1950 and more than 13 million this year with an estimated 15 million by 1965), and (2) the increased complexity of our trans portation technology today, along with ihc tide effect* of this technological develop ment in terms of the complexity of the vehicle itself, increased speeds, and our in numerable and varied traffic and highway problems. There is no doubt about it--the job of driving a school bus today calls for physical mental, and emotional capabilities of the irry highest order. In order to secure quali fied school bus drivers possessing these capa bilities. it U necessary as an initial step to (1) establish adequate standards th3t all drivers are required to meet prior to em ployment, and 12) rigidly adhere to these jundards- The major responsibility for selecting drivers rests, of course, as it should upon the local school authorities. It is conceded, however, that the state* have a major re sponsibility in exercising a reasonable degree of leadership, authority, and control in this area, and that adequate general standard' and regulations must be promulgated by the states, preferably through the state edu cation agency, to guide local school boards in this important function. It is recognized, of course, that local initiative should be constantly encouraged to exceed state re quirements whenever possible. The fact that school bus drivers in all of the states are now required to meet at least some standards indicates that the states do recognize this responsibility. Although there are wide variations between the states, both as to tie specific items covered and the extent these items are covered in state standards, there does appear to be a defi nite trend to require that drivers meet more rigid standards. The following excerpt taken from a recent report by the Georgia State Department of Education points out the immediate re sult this has had in one state. "la 195*. the State Board at Education tightened up It* policies regarding physical examinations. The Board ruled that drivers ever 68 could not be employed; nor could a driver with a physical handicap, These newer and more stringent regulations were adopted in order to Insure greater safety tor the 438.679 Georgia children who get on 4.9ZT school buses each day to ride to school and home again. When the new regulations were put Into effect and more rigid tests required. 252 previously employed drivers failed because of such physical defects as missing limbs, eye or ear handicaps, heart ailments or other disabilities. As a result of the rigid new requirements, school bus accidents in Georgia involving the drivers* judgment wore reduced from 3S per cent to IS per cent." Generally speaking the standards for school bus drivers in a majority of the states include the following elements; age, physical condition, experience, and char acter, among others. Age Requirements .tffmwKm Age, In I960, 16 states1 required their school bus drivers to be at least 21. One state, Rhode Island, required drivers to be at least 25, white in South Dakota, a 15 year old could legally drive a school bus In 10 states,' 16 year olds could legally drive a ichool bus, 5 states* allowed 17 year olds to drive school buses, and 15 states* allowed 18 year olds to be employed as drivers. One state* required school bus drivers to be at least 19, while Hawaii re quired all school bus drivers to be at least 20. Maximum Age, In regard to maximum age requirements, the 1960 survey Indicated that 39 states have no specific maximum ,ige limit for school bus drivers. One state* t. Arizona. Delaware, Illinois, Indiana. Maryland, Massachusetts. Michigan, Missouri. New Jersey, New fork, Ohio. Pennsyl vania. Tennessee. Utah, West Virginia, and Wisconsin. 2. Alabama. Iowa, Kansas, Maine. Nebraska. Nevada, North Carolina. Oklahoma. South Carolina, and Virginia 4, Alaska*. California, Connecticut. Georgia. Idaho, Kentucky, toulaiana. Minnesota. New Hampshire. New Mexico. North Da kota. Oregon, Vermont, Washington, and Wyoming. 5, Montana. 6, Delaware. 129 1961 .\attfici Safely Congress ind accident* due to negligence. If we firmly believe driving a school bus requires special skills a.-d information, then the answer is, of course, on-thc-job experience and training for new drivers prior to assignment. I would like to touch very briefly on only two of a number of other important con* sideraoons in school bus driver selection, (1) Few school employees are m as unique a position as the school bus driver to influence the community's confidence and respect in its school system. A school bus driver's personal conduct and daily perform ance as observed by the pupils, parents, and the taxpayers of the community can have a serious impact one way or another on the school's public relations in the community. (2) A school bus driver can have either a positive or negative influence on the young minds which are under his charge for a considerable portion of the school day: his attitude toward promptness, the manner in which he drives his bus, his respect for laws and regulations during the daily run, the manner in which he handles discipline, liis personal habits of speech and dress, his selfcontrol and emotional stability, all can have considerable, immediate, and perhaps even a luting influence on the attitudes and be havior patterns in this particular age group. As Walter M. Gotden, head of one of the nation's largest school bus operations with 42,000 riders, Baltimore County, Maryland, aptly and humorously put it: MWhat we are looking for ta a school bus driver is a paragon, a diplomat, a public relations man, a nursemaid, a Prussian gen eral for discipline He must be able to keep both eyes on the road, watch for traffic situations with considerably more care than the average motorist, and at the same time control SO or more squirming, yelling, ener getic, hell-bent kids who are behind his back." And I might add, we want his services for only a few hours per day at a salary often in no way commensurate with his responsibility. A report by G. I. Fletcher, an agent for the Massachusetts State Board of Education in 1898, on the quality of the driven in that state in 1898 might well be used, with certain modification, to sum up the sittation as it exists today in regard to the quality of our school bus drivers across the Nation. cations. _________ ___________________ cdreorgimvaemrdritteatseruaoattewrosthr:teh`lOnhsnisglyahessautncdhImpApo<lrdntaunsucet.sahoOuthnldet tbonefatoemuthrpeloyowyhenadvceahstioldwrweeanwt.c'ohuAdldrfivetrewurssctoowmf cimtohnitvtteeheyesancscaaereys and hold them to strict account. Some com plain that children are not under proper con trol In the carriages; but, upon the whole, there seems to be a good degree of r"`~ A HYPOTHESIS ON LICENSING THE SCHOOL BUS DRIVER By THEODORE KOLE Senior Research Associate, Executive Asst. Drivers Safety Service, Inc., Hew York City From its beginnings in 1840 in one school district in Massachusetts, transportation for students to and from school has grown into the massive enterprise of today. A I960 publication reports that although only one in every four students relics upon school sponsored transportation, there are nearly 11 million young people riding school buses each day. 132 Elaboration on the need for safety in school bus programs is certainly unneces sary. There is no question but that the prevention of accidents should be a high priority goaL However, it would appear that adequate measures are net bdng taken to ward this end. As deaf evidence of this, national statistics with only 42 states report ing in 1960, concerning school bus accidents, School Transportation Sessions wcow more than 2000 injured and 177 killed in a total of 8900 accidents. In Illinois for example, the average accident rate per ve hicle in 1958 was greater for school buses than for all other commercial vehicles! Recognizing the extensiveness of school bus programs throughout the country, and with the evidence of a great number of accidents and injuries occurring, it is dear there is a need for a concerted effort to ward maximizing safety within these pro grams. However, it would appear that in n`t Instances, greater attention is paid to the mechanical condition of the vehicle than -> the driving stalls of the operator. Fed eral and state laws exist pcruining to the physical characteristics of the vehicle. Only limited regulations exist concerning the ade quacy of the driver. The annual cost in 1959 of operating the many school bus systems in the nation was over 400 million dollars. The separate school bus systems, functioning within the unit of the school district, are, in most cases, main tained and financed by the local beard of education in cooperation with various state agenda. Ta fulfilling thdr responsibility of adequately maintaining these programs, sev eral states have established screening, train ing, and refresher programs for their drivers. There is a noticeable tack cf anv such prevdtrvc measures in the majority of states, however. Corrective or punitive measures taken against drivers after the occurrence or ac cidents do serve as a form of preventive action against f-ture accidents. However, it is the thesis cf this paper that the mere positive approach of taking preventive meas ures frier to any traffic offenses or accident* represents a far superior method. Thus, the genera] hypothesis is that a strict and com prehensive licensing examination will restore school bus accidents. Hiring and Screening As was true us the case of national statis tics on the number and severity' of accidents in which school buses were involved, infor mation concerning the screening and training procedures for school bus drivers, as they exist in the various states, is quite difficult to obtain. Those states which now have, or which are presently establishing extensive programs in this area do report on their efforts and findings. However, the majority of states ui which programs oi wide scope do not exist, report limited data concerning the procedures they employ. The hours for school bus drivers are typi cally net those of the usual nine to five working day. They are shorter and are di vided over the day according to the arrival and dismissal time of the schools. The salaria paid to these drivers must be expected to be concomitant with these limited hours, It is safe to assume that few adults could support themselves and their families on school bus driver salaries. To supplement the salary-, the driver may either be em ployed in seme additional capacity by the school district, or he may hold another part- time job !r. xny case, due to the nature of the fob and its obvious disadvantages, a large prcperticB of school bus driver appli cants tend to be retired persons, students, h'.asewives, or persons sking on!" short term err.plcyr.er::. These applicants .ire not likely to be the best safety risks. One problem which is highlighted by these conditions is that a good many of the older persons who have been retired from full- time employment and who now serve as `cr.ocl bos dri-.ers are no longer in their physiol prime, Unfortunately. attention be- r- net focused open this issue only on the `xcasiens when tragedy occurs as a result of the physical incapacitation of the driver While the question of physical fit- n<r .* especially pertinent with reference to the 'ilder driver, it U also of serious im portance tor ai! drivers. Illinois, for in- -ranee, re-rare* not only a doctor's con- .irm-iofj of the applicant's physical fitne* but alio yearly examination during the term r? employment. Fart of the screening procedures in both NVw York and Oregon include careful physi cal examinations. Of course these examina tions are usually designed only to detect gross physical deficiencies such as a serious heart condition which would make the indi vidual a risk on the road. Such check-ups in all probability, seldom determine those psy chophysical capacities of a driver (reaction time, depth perception, and field of vision) which are equally important to the safety of the vehicle and its passengers. As oae way of meeting this salient prob lem of the lack of qualified and physically fit drivers, North Carolina has inaugurated a program of hiring and training students 133 10/,I X.iti.iruii S'n/rJy Congress .. drivers. At present, over VO per rent of the school bus drivers in the slate are high school students. The training program for the prospective drivers include 12 hours of classroom work as well as a minimum of MX hours oi actual road training. This in struction is beyond die ten hours of training required for all driver education students in the state. Such a program as this has ob vious benefits in providing the opportunity for close supervision of drivers, quick avail ability of substitute drivers, and greater selectivity in the hiring of personnel Initiated by a saiety specialist for a local General Electric plant transportation system, .mother program involving student participa tion rather than student drivers, was insti tuted in the school districts in at least one <nunty in Indiana. Two or more students on each bus are trained to provide assistance *0 ihe driver in emergencies. This precau tion is, of course, taken to avert the disasters which can occur when the driver ts unr.ble to handle or maintain discipline with all of hit pa<$encer$. or to maintain control of this vehicle in a critical situation or when he be comes physically incapacitated. West Virginia focuses upon the technical ability of the driver and submits each of its applicants to a six hour training pro gram. This is followed by a written ex amination and an on-the-road test of the applicant's skill in liandling the bus. All training and examination* arc supervised bv the state police force. /n-.'Tcrxnee Training and Testing In Michigan, the In**<-vic irsinlne pr. qr;im consists of a 12-hour intensive instruc tion program held for all school bus drivers in the state. Small subsistence monies are paid to those drivers In attendance for the two day program. The instructors for the training sessions, each of whom have been trained in highway safety measures, are brought in from several of the eoltcges ami universities in the state. A somewhat similar program has been established in New Mexico. It is reported that each year 700 to 200 drivers attend the Annual Sch*ol Bus Drivers* Institute for training in safety techniques. Refresher courses of the same nature are also carried i.n during tire year in areas where accident* *r violations are reported. A program in Oregon was instituted by the State Department of Education in co operation with the Division of Motor Ve hicles. The essentials of this program are similar to the elements noted above. Oregon requires special school baa driver licenses. A team of trained inspectors review safe metlvods of school bus operation and traffic taws and regulations with the drivers. Satis factory fulfillment of the training sessions as well as certification of physical fitness are required before the license is granted by the state. As evidence of the efficiency of a screen ing program, after all school bus drivers in Georgia were tested, the rate of accidents due to errors on the part of the driver were reported to be "cut in half." Furthermore a total of 252 drivers were disqualified from operating school buses as a result of the tests. There have been numerous reports m the pnst several years which contain recom mendations for national and/or local school bus driver screening, training, and super vision programs. Most of these include mandator)' yearly physical examinations a* well as some form of training for the driver in safety precautions to b* taken on the road. A recent report recommends, be yond the physical qualifications, require ments for high standards of moral charac ter, emotional stability, Imowledge of traffic laws and regulations, skill requirements in the handling of the school bus, and ex perience in driving. Although such a pro gram would indeed be of great value, care ful research must precede its establishment. >'w Jersey, continually active in the general field of accident prevention, is now in the process of doing such research and estab lishing such a program. Xeio Jersey Program In building a comprehensive program in highway safety, the state of New Jersey recognized the need for rehabilitative (cor rective and preventive) supplements to its punitive (law enforcement) measures. In 1952, the first Accident Prevention Clinic was established with Drivers Safety Service acting as technical consultants. Since then, the program has grown to comprise eight clinics located throughout the state The multiple purport of these clinics include determining those psychophysical and psy 134 School Transportation Sessions chological characteristics of the driver which lend to be related to accident involvement, informing the driver of whatever psycho- physical deficiencies exist, advising him of bow to compensate for or correct limita tions, and imparting to him through counsel ing, more positive attitudes toward law en forcement, traffic regulations, and safety precautions. In general, drivers who had more than two reportable accidents or who have ac cumulated a given number of violation points, or who have been convicted of driv ing while intoxicated, are required by the state to participate in the program. Each subject is given a thorough psychophysical examination, including tests of visual acuity, field of vision, reaction time, depth percep tion, night vision, rotor vision, and glare recovery. Two psychological examinations are also administered to each subject, although at present, the results of these tests are used for research purposes only. Based upon a comparison between the subjects* scores on each of the psychophysical tests and mini mum standards which have been established as the basic requirements for safe driving, recommendations are made to each driver as to what he should do to compensate for whatever deficiencies may exist This proc essing, including an initial interview and a final counseling session, usually takes about two hours, tn eases of extreme psycho physical inadequacies, the driver ts referred hack to one of the state licensing centers for re-examination and possible action on <u<pensten of his license unless corrective tep can be taken. Of the 22,834 drivers processed by the Accident Prevention Glnics from September 1952 through June 30. 1959, only 2.-169 have continued to reoffend; that is, be involved in either accidents or violations. This repre sents reoffenscs for only 8.5 per cent of the total group of subjects. As a further check on the efficiency of the Accident Pre vention Clinics, research is currently under- '.ray to determine the reoffense rate of a control group of drivers, who, though "eligible'* for action, were not exposed to Accident Prevention Clinic processing. Kew Jersey has had a limited examina tion program for school bus drivers for Mine years. Until November, I960, the fol lowing procedure was used in school bus driver licensing in Kew Jerseys Together With the initial application form, the subject submitted a medical report stating that his physical condition was satisfactory. He also had to satisfactorily complete a test measur ing his knowledge of traffic laws. Visual acuity and other psychophysical tests were then administered to the applicant (Porto- Clinic). The final step was a road test on which the driver had to demonstrate his skill In operating a school bus. In November I960, however. Drivers Safety Service was asked to cooperate in setting up a new testing program for school bus drivers. At present therefore, applicants are required to go through the complete Accident Prevention Clinic processing. Any subject who falls below the established mini mum standards on any three psychophysics! examinations is unlikely to he granted a license. One of the basic problems in establishing a research program within such a practical setting is meeting the needs of the various agencies connected with the program. The Division of Motor Vehicles and the De partment of Education, both agreed on the need for psychophysical lest minimum! a part of the criteria for school bus drivers However, although comprehensive recom mendations have been prepared by Drivers Safety Service, no standard has. as yet, been set on the psychological or emotional quali fications of these applicants. There is now, in progress, a psychological lest program as part of the school bus driver screening. The tests currently used in the program were originally developed by Drivers Safety Service for use in a rehabilitation program which Is supported, tn part, bv * Public Health Grant (RG-6296 (Rl)]. The pro gram concerns itself with the rehabilita tion of that 8J per cent who continued to reoffend following their Accident Prevention Clinic processing. The results of these test administrations to school bus drivers wilt be u-cd initially for research purposes. As in dicated, no applicant is rurrentiy denied a license on the basis of these psychological tests. Table 1 indicates the extent of yearly accidents, injuries, and death in school buses since 1953. The information lias been as sembled in such a manner that individual bits of information can become meaningful. For example. Column Three (number of ac- 135 t*>6t Xatwml Sttfeiy C-mgrcst TABIX X Accident* Injuries, And Death# in School Buses Tear 1953 1954 iKS 1344 1357 1965 1969 1940 No. of States No. ot Reporting Accident* 90 Z94t 34 4.344 34 5,144 33 5.505 37 8.953 40 7.154 7.153 42 8.905 Per Cent of Increase 47.77 it 34 12.92 247 30.71 -1-47 34 55 No. of Injuries 701 953 1.304 1.295 1,171 1,550 2,039 2,047 Per Cent of Increase 40 22 34 57 0 41 9.07 34.92 39.64 132 No. Silled 4 5 15 6 7 29 63 19 Per Cent ot Increase 104 125 --7122 40.0 31425 S2.7S --44-15 ndents) shows a steady climb in accidents-- I960 has almost three tim the number of reported accidents as 1953. The number of injuries has also increased at the same rate for this period. Although it is obvious from the above table that the number of accidents and in* tunes has increased, the number of people kitted each year has fluctuated, so that no pattern is disccmablc. This is hardly any consolation to those families affected by this tragedy We note from this table that: 1. There are still no uniform or com plete statistics av-ailable on schoot bus ac* 'tdems. 2. The number of deaths and injuries incurred in school bus accidents does net follow any pattern other than a steady in crease--thus suggesting that more intensive research efforts are needed with an emphasis on the vehicle operator. The following table compares accident and injuries of New Jersey and national statistics. No tabulor presentation is needed for the number killed during this period since school bus deaths in New jersey for this same period totaled only three. What is particularly interesting in this table is that the number of schoot bus aeddents and injuries have increased at approximately the same rate as the national figures. TABIX IT A Comparison of National and New Jersey Schoot Btia Ace:4r.t* and Injurle* Tear 1*63 1*64 1966 tW4 1957 196S 1969 I960 No In N. 3. 44 K 64 9* 73 101 71 129 ACCIDENTS Per Cent of Increase i. 3. National 222 21.7* 47.17 3.57 15.35 77,77 12.92 23,95 38.35 2.47 20.71 2177 6S.M 0.47 24.51 No N S3 23 23 51 89 69 34 103 INJURIES Per Cent of Irverr*?- N. 3. National 52 05 0 0.47 94,54 45.90 93.47 50.72 202.34 40.22 34 51 0,51 9 07 34,92 29 M 1J3 In terms of percents, it would seem that New Jersey statistics are even more er ratic than the national figures. The above enmpamon will only become meaningful when the licensees under the new program have had sufficient driving exposure to al low lor meaningful statistics. Since the new licensing program has gone into effect, the school bus drivers who were processed under this sjstem have had a total of four school bus aeddents and only one private car accident, while at the same time, these same drivers have been ticketed for only five moving violations, with none of these on a school bus. Thus, it seems likely that some aspect of clinic processing is having the desired effect It would also appear the bulk of the school bus accidents are being contributed to by the drivers who received school bus licenses before the new procedure was put into effect One cannot yet draw any final conclu sions since sufficient time has not elapsed for these newly licensed drivers to have had sufficieit exposure. However, we hope that they wiil follow a pattern similar to other Accident Prevention Clinic processed subjects. 136 School 7 ,vr>at\oH Sessions TABLX in An Ac< Comparison of tho Accidents and Violation* of Thre* Croup* of Driver# A* IT IS 19 1*24 S-34 15-44 *5-34 5644 a plus Per Cent ol Sample New Jrreey Accid. School Prev. Bus Clinic Driver* 1.5 1.S 1.4 8.7 23.9 0 3.3 41 17,0 34.4 0 0 0 m 22.4 26.1 19.4 11.4 4.1 232 10.1 e.a 1.5 30.2 17.1 6.0 l.C Per Ont ot Violations New Jersey Acrid. Pitr. Clinic School Bus Driver* 3.7 0 0 3.1 or 0 15 3 0 13 0 1S.2 It ST 28.9 43.4 43-57 no 28 21.43 15 2 4.3 12.24 8.7 2.9 2.14 6 1.2 1.4 Per Cent of Accidents New Jersey Accid. School Prrv. Bus Clinic Driver* 3.9 0 0 4.4 1.7 0 At 4.2 0 15.2 26.9 23.59 274 $4,7 35.14 30.9 22.4 34 12.9 5.9 11 24 42 3.9 3.4 20 . ,4 Table III is designed to show the acci dent and violation behavior, in terrm of age, of three groups of New Jersey drivers Columns two, five and eight represent a sample of 503,144 drivers selected randomly from the total population of two and one* half million licensed drivers in New Jersey. !Columns three, six and nine represent 1,304 drivers--a sample of the 30,000 Accident Preveition Clinic processed subjects. Col umns four, seven and ten deal with the total number of new school bus drivers processed up to October of this year. No results are recorded for the "under 3T age group--the mmum age for a Kbool bus license in iscw Jersey is age 21. It U interesting to note that the age range 20-34 of school bus drivers has more acciier's and violations than either Accident Prevention Clinic subjects or a sample of ill New Jersey Driver* These facts sugiet that: l. Drivers between the ages of 20-34 '.`.grit to be excluded from operating school buses, or 2. Mere detailed attention should be paid is the past aeddent and violation history A ail applicants, especially 20-34 year olds. h should be noted that the records re corded for the school bus driver populatioa are for their pro-processing behavior-- that is before they received a school bus driver's permit. The next table presents the pre-Iiccnsing records of the newly processed school bus drivers and their post-processing behavior. Table IV indicates, with limitations, a de crease is both aeddents and violations. How ever. w should not be mislead by these re sults. The time interval between their processing date and the search of their records for post-processing behavior has not been long enough to draw any positive con clusion* TABLE IT Tbs Accident and TtotaUoa Records of Schoot Boa Drl*r Pro- and Port-Processing N -- 221 PostProeoas1ng PostProcessIng IS The following four tables compare by per cent of failure, three groups of drivers, on various psychophysical tests. In Tables V (A, B, C, and D) the New Jersey or control group were accident and violation free for a period of three years, before being processed. The Accident Prevention Clinic subjects are a sample of those usually processed for accident involvement. The school-bus driver group represents the total number processed, to date. Each table may be read in the same man ner, For example, .it Table V A, for sub jects aged 58 plus, the controls and school bus drivers had no visual acuity failures, whereas ten per cent of the Accident Pre vention Clinic subjects failed on left eye acuity. The four tables provide some interest ing data concerning New Jersey school bus drivers. In terms of visual acuity, field of vision and- complex reaction time, the school bus drivers have fewer failures than either of the other two groups. Day depth per ception is the one area they fail below the controls and "accident repeaters." 137 1961 National Safety Cvwjrs: TABLE V A \ Comparison. by i'er Cent ol I-allure. on Visual Acuity, uf Three Driver Ur-.up* Age 18-2S 36-54 34-41 42-49 50-67 53 piua CcuLrola 0 0 0 0 0 0 LEFT EYE Accident Prevention 0 3.12 1.S8 3.03 3-22 JO School Bua Driver 0 0 1.25 0 143 0 Controls 0 0 i.U L5t 3.22 0 RIGHT ETE Accident Prevention 0 112 11? S4 IM 123 School But Driver 0 0 IS 1,44 0 0 TABLE V B A Companion, by tr Cent of Failure, of the Field of Vision of Three Driver Groups LEFT ETE RIGHT EIX Accident School Aactdent School Are Controls Prevention Clime Bus Driver Controls Prevention Clinic Bus Driver It-23 24-33 34-41 i.B*o o 1.66 o 0 .79 i 19 0 0 l.M l.U 0 112 4.24 0 0 0 42-49 w-vr 1-31 4.92 g 1.31 6.43 0 a 1122 0 u 1129 9 3.33 12.46 909 3 33 ll.CC (I TABLE V C A Comparison, uy Per Cent of Failure, of the Comples Reaction Time of Three Driver Groups Are Controls Accident Prevention Clinic School Bus Driver 13-23 96-33 34-41 42-49 50-S7 53 plus 12.50 4-6 792 903 1774 43.33 0 JO. 15 12.30 tcee 24.19 <C44 A Comparison, by Per Cent of Fail) Are 11-33 36-33 34-41 43-49 50-57 59 plus Controls g 3.12 79 9 O* 29 03 13.33 TABLE V D of the Day Depth Perception of Three Driver Groups Accident Prevention Clinic School Bus Driver 3IS 34.5 42.6$ 33 70 69 69 39 3 44.97 51.3$ S3 99 55 17 SAM What we may be able to say, if the school but driver offends at an expected rale, is that their psychophysical characteristics, ex cluding depth perception, are not necessarily related to their driving behavior. So far, <>f the over 320 school but drivers tested and screened, only one has been denied the license on the basis of his failure to meet minimum psychophysical requirements. Therefore, it may be that criteria are either (oo low or that only basic psychophysical capabilities are, in fact, necessary. However, it is more likely a matter of previous screening. Under the new pro cedure, an applicant baa bad at least two screenings before receiving his dime proc essing. All applicants must first have gone through the usual driver Hating screen ing and received an operators license. When lie or she applies for a scboolbu* driver School Transportation Sessions !<nnit, lie rs given a second screening and receives a provisional license for one month; only then does he get the full Accident Prevention Clinic processing. Conclusions and Hypotheses for Continued Research It has been generally accepted that there it need for more stringent licensing pro cedures tor school bus drivers. Obviously, if we can prevent applicants who are the greatest risks from operating school buses iur accident, injury and death figures should improve. It is also obvious that, in many cases, psychophysical test results give use ful uiformation concerning this group of drivers. The need for a high degree of physical fitness Is certainly needed. What makes this all the more meaningful, how ever, is that even with limited pre-licensing counseling, violations and accidents tend to decrease. Thus, we have some basts or logic inf Hypothesis Number One: A driver who learns about his psvehopliysical capabilities and is counseled on the compensatory behavior for any defect tends have fewer accidents and violations. As indicated earlier, a st.irt in psychologi cal testing in this area has been made. A* >rl the number of applicants who have taken these tests lou small for any, even preliminary, analysis. Vet, there is con siderable evidence from other studies, that measurement of the psychological and emo tional components of a driver provide the best hope for identifying "safety risks." In addition, those applicants who are emo tionally disturbed should be screened out since they are operating in an extremely sensitive area. Therefore, Hypothesis Num ber Tu-o: The inclusion of standardized or custom built psychological instruments in a school bus licensing program has merit, in terms of identifying accident "risks,'* as well as emotionally unstable applicants. Although these two hypotheses may seem rather general, their testing holds the key toward reducing school bus accidents. While the Mew Jersey research is still m its early stages, it is hoped that studies ran be soon initialed to test the above hy- [`othcses and resolve a variety of problems loo complicated to deal with in this pre liminary paper. A STRAIGHT LINE ON SAFE DRIVER AWARDS AND INCENTIVES B, E, J. SLINGERLAND Safety Director, Seattle Transit System, Seattle, Wash. 1 think it is saie to assume that every of us works because he gets paid for t--and no one who works for wages is likely to admit to any other reason, it might seem contradictory, then, to talk about safe driver awards as aa Incentive for employees when we have already admitted that it is money that talks. Those of you who have tried to sell your management on a driver award program will undoubtedly have met with this argument. What I have been asked to do is discuss some of the criticisms of in centive awards, to see if they are really valid. When we first suggested a program of driver awards for our operators, we were met almost instantly with the question "Why should we give a driver a medal for do ing the job we hired him to do in the first place?" That may sound like a fairly reasonable argument, but f don't think it will stand much scrutiny. While it is true that when we hire a driver, we make every effort to hire one who will be safe, very few companies can boast that all their drivers are perfect. The latest edition of Accident Facts verifies this imperfection by recording over 2,000,000 accidents in I960 involving commercial vehicles. So I think that we all recognize that while we might have had high hopes, some of our drivers turn out less than perfect, and will m !VOl \ ohr-nal Safety t' mrr/t lx* involved in accidents. We al<i know that Tom. the driver who has c nr mn minor accident* each year, cons av more money. >t draws the same wages ;* George, who has a perfect record is there any reason why we shouldn't publicly recognize George's excellent performance, and at the same time provide an incentive for Tom to improve his record? Though ire are all working for money, there are oooe of os who don't ap preciate recognition of a job weU done. In the motor transport industry, 1 believe there is no better recognition than that provided by a safe driver award. Other critics of osrf program said "What good is a safe driver award? Only the good drivers will get them, and they won't have any effect on the driver who has the accidents and really needs the help.** I won der if this same critic would refuse to bey fire insurance because when the salesman celled, his house wasn't on fire? The in ference is the same. Actually, one of the recommeidations of a program soefa as the Council provides is the fact that the benefits reach every driver, good or no* so good. Even the good drivers need a resuacto now suid then that they are good because they put forth the necessary effort, and not because of luck. Each month we send a letter and booklet or other material to the driver's home, where not only be, but his family as well, reads it I'm sure that in many cases, the driver's wife has just as much influence on his driving as his cots' pany supervisors. One driver told tne after he read the driver-letter, he forwarded it to his ton at college, where it was Posted on the fraternity- bulletin board. There is another way that the benefits of our program reach nearly every driver. With very few exceptions, the man who has a permanent place on our payroll takes a certain amount of pride in being a good driver. No matter what we're doing, there's .1 certain competitive spirit that makes us want to be a tittle bit better than the fellow next to us. If that fellow happots to be wearing a safe driver pin or a shoulder patch, and I'm not. I'm likely to try a little bit harder to get one too. It's pos sible that I'd never admit it to anyone, but the competition is still there. This brings up another criticism of in centive awards. Many opponents insist that incentives for safe driving records, whether they may be in the form of additional pay, merchandise, or a lapel pin, will increase the number of "blind** or "no-report" ac cidents. I agree that there could be a ten dency toward this, but it has been no par ticular problem to ns. Onr operators are well aware that while we can possibly ex cuse an accident, failure to report one is a serious offense which will result in dis ciplinary action. Last year lest than two per con of our trame accidents were blind reports. Some people have sold me that an in centive award program requires too much in the way of records--that all I'm doing ts making more work for myself. But there is awxhcr way of u it No matter what yum safety program U, to to ef fective, a must to based on complete and accurate record*. Whdhtf you certify a drio for as award makes very little dif ference in tto amntmt o: work involved; and for any extra work there might be, \oo art repaid by havstg available a com plete record of each driver's performance. Thu is esamrial for any program that pro duces remits in accident prevemon. Of course, the 56* question, (if such a term mo be used) is the tee asked by the boss; "How much will it cost?" Un less we are prepared to show that we can save more than the program will cost, we tksa't stand modi dance oi selling it. It's easy to calculate the direct expenses, and sot much more difficult to add up the indirect costs. There will be the cost per driver is purchasing the material, whether we are giving prizes or shoulder patches. There is the nailing expense if you enter a program that inclodes such material for he operator. Some ccmpaoies fay their drivers for at tendance ax safety meetings, so these direct expenses would vary according to individml plans, and can usually to figured quite ac curately. It is a little more difficult to cal culate the money that is saved by such a program. Who can accurately determine the cost of an accident that didn't happen? The best that on be done here is an edacated guess, based on your own previous record and the experience of others who have gone into an incentive program. Possibly a few of the facts concerning our own ex perience tn Seattle nagIn to appropriate. 110 School Transportation Sessions Before we decided to try an award pro- to go over better than when we had to gram, we had what we thought was a pretty ask the driver to come in. lair record. Our traffic accident rate Has a little better than the national average for comparable properties, and our rati" of claims expense to total revenue had jeen quite favorable Our accident frequency rate was more or less stationary, but the cost ol accidents was rising rapidly, due to the inflation of claims. In one year alone we had to set aside over 125,000 for injuries and damages. We felt that if we could reduce our accident costs by as little as one per cent we would save money, as the incentive program that we were considering would cost only about half that amount. I wish that I could report that immediately atter signing up for the Council's driver The driver awards are, of course, only one part of our safety program. We con tinue to put a great deal of emphasis on training and re-checking. When an operator seems to require it, he is given an additional training period in an effort to help him vtiminate any poor driving techniques he may have developed. It is not possible, nor would it be accurate, to say that the in centive awards are solely responsible for the fact that last year we enjoyed the lowest traffic accident rate in the history ot our company. Certainly a good portion of the credit for this record, and lor the resulting reduction m accident costs is due to this program. It would be hard to find anyone award program that our accident rate started in authority in our company who would down, but unfortunately it didn't happen not agree that our annual cost of less than quite that way. It took some time for the program to show effects, and even tome of $2000 for the incentive program has not been saved many times over. uur operators didn't like it at first However, it wasn't tong until even these drivers were In 1960, our cost for Injuries and damages showing more enthusiasm for the plan, which was only 40 per cent as high as in 195?, & they indicated is several ways. More drivers and over the four-year period, the savings tame in to check their records, and ask were in the neighborhood of half a mil when their next award was due. Manage lion dollars. We are not alone in our ex ment also took a closer look at these driv perience, either. A local trucking concern ing records, and we were able to give more which introduced an incentive award pro attention to the drivers who really needed gram reported a 25 per cent reduction in it The operators also began to show more accidents by the second year, and a number concern over their accidents, coming in more ox other commercial vehicle operators hate frequently to discuss those that were charged made similar reports to our local safety preventable. Wc were always ready to go council- over these reports with them, using the Certainty no one contends 1 t a sate opportunity to point out the reasons they driver award program is a gimmick tiiat were considered preventable. will do away with accidents forever, but In this way we found the driver award you jarill find an increasing number of peo program gave us an excellent opportunity ple who believe that it should be made a to talk about defensive driving and i: seemed pan of any well rounded safety program. I Wf Wilwtuii Stiffly C'-mjrfft A-ROUND THE SCHOOL BUS ROUTE By WILLIAM B. WOLFE Asst. Supr. of Transportation, Ohio Department of Education, Coiambus, Ohio it appears tlut the nation's schools are experiencing such a rapid expansion o( pupil transportation today, that schoolmen every where are looking for methods ot manage ment and control of this growing responsi bility. Pupil transportation is no longer an auxiliary service, but a necessary and im portant part of the total educational pro gram. Transportation is essential for the * peration of most school systems today. School transportation can L expensive, and it is becoming more so in an increasing amount annually. Many factors are helping to increase the cost of pupil transportation today. School district reorganization and consolidation have expanded this service to a vast number of students who now attend schools in areas far from their homes. The migration of large masses of city people to the suburbs has increased the number of students transported. Mechani zation of the farm has reduced farm popu lation resulting in more sparsely populated farm areas. This, in turn, lias caused an increase in the size of rural school attend ance areas. The steady increase in our Imputation, coupled with the fact that stu dents attend school more years than in the past, has added to the burden oi pupil transportation. As the size and cost of pupil transporta tion has grown, so have the number of school bus accidents. In Ohio during the eight year period from 1952 to I960, school bus accidents increased by 186 per cent. This is a shocking statistic when viewed independent of other facts. During this same eight "ear period, the number of >ehicles transporting school children in creased from 7,0i2 to 8,458, an increase of over 1,000 vehicles. The annual mileage of vchoo! vehicles increased by 14,763,516 miles, the number of pupils involved increased by .'2,100 during this period. If we consider the growth m all other traffic on our high ways during this same period, we can see how the school bu accident problem has been compounded. it is amazing tu note tliat death* as a result of school Lu> accidents increased front two m the 1952-55 school year to nvc in 1959-60, Injuries, during this same period increased from 65 in 1952-53 to 174 in 1954-55, then declined to 80 in 1959-60. When one considers the number of buses, pupils, and drivers involved, plus the road, weather, and traffic conditions under which *chool buses operate, he is surprised that deaths and injuries trout school bus acci dents, in Ohio, are as tow- as reported. Even this number is too high; we must work constantly to reduce school bus accidents. The purpose of education i to improve the lives of children, and none of thee lives are expendable. We cannot maim even one and point to a good record. Every parent expects his child to be safely transported to and from school each day. The child should be and can be transported safely. It is the grave responsibility of school officials to provide the people with the safest and most efficient system of school transportation possible for every tax dollar expended The.e are many areas of school trans portation in which improvements can be made to add safety and efficiency to the program. We can improve equipment, main tenance, supervision, driver training, and many other facets of the operation of school buses, but the area of concern for this speaker U routing. It is my firm belief that in the area of school bus routing, great strides can be made toward safety and i.-lricicticy. This possibility was recognized by the Ohio Department of Education, and in September of I960 I began my work as routing consultant and assistant to John Parsons, supervisor of transportation, Ohio Department of Education. Upon written request from the board of education of any Ohio public school our services are available to help make a survey uf Uie routing plan oi the requesting dis trict, It is the purpo>e of the survey (I) to analyze the routing plan in use at that 144 Sckoof Trimsp'irtahnn .SVzn.mz :ime, in light of the four general objectives yi safety, adequaev, efficiency, and economy; (') to determine the needs of the district regarding routine of pupil transportation, being guided by the previouaiy mentioned .bjeeme*: and (5) to propose a definite -:jting plan for pupil transportation that -iculd contribute to the safe, efficient and .-ictxjmial organization of the school dis* ict. The data f' r these survey* are drawn from such u?y?<-e a- the office of the .ounty board of education, county highway Jcpanment, files of the superintendent or t'Xai executive head, building principals, and (>us drivers. These data are collected by the superintendent, or the local executive iir?d or their designated assistant, and each district is responsible fer the accuracy of its own data. The information collected and procedure for these surveys involve securing detailed maps of the school district, trip sheets or bus time schedules of the present system, defini tion of attendance areas, equipment inven tory, and school board policy for transpor tation. if any exist* Use existing bus routes Are plotted on the map. the school sites arc located, boundaries are defined, and students a;e located along the routes by use of colored map pin*, coded to the vertical organization of the school system. The service* <>f -.ur department arc given *' the route reorganization process, which involves inspection of roads, route ronstrucii'.-n, mileage measurement, location of pick up points, shake-down runs, and driver andf r board of education conferences. After the survey has been completed, a very detailed report is filed with the Ireal board of education, the county superintend ent and one copy is retained by our de partment. This report contains a complete analysis of the routes of the system in use and those of the plan proposed as a result nf the survey. The report also contains a amparison of thee two routing plans, plus -(inclusions drawn from the survey and 'ccommendations tor improvement. Since September, I960, we have completed ome twenty- odd surveys in Ohio schools. Most of these have been in districts that have had recent consolidations of rural ter ritory. Although, the local board of educa<infi is not obligated to follow the recom- mendatioos of our surveys, we have been quite well pleased with the number of dis tricts that have indicated their intention to adopt our proposals this school year. A follow-up of these districts should give tome indication of the success of our efforts next year and aid in evaluation of our methods. You may be interested in the results oi these surveys, and I will now present the most numerous conclusions consistentlydrawn from our studies. 1. The complete lack of board of educa tion policy on school bus routing contributes to the inefficient and uneconomical organi zation of the present transportation system. This lack of policy also makes the admin istration of the system difficult and inade quate to meet the needs of the future. 2. The number of buses used in many districts at the present is excessive, and due to the reorganization of the school district, it should be posible to reduce this number by several methods that will be mentioned later. 3. The amount of backtracking on school bus routes can be reduced by rroper routing at a considerable saving* to the board of education. 4. The number of side spurs to the main bus routes should be reduced in order to save travel time and cot. This would ex tend the range of the bu* and contribute to the safety of all pupils by eliminating some tum-arounds and pick-up stops. 5. The number of pick-up stops should be reduced. This would decrease travel time, extend the range of the bus, and reduce operational cost of fuel and maintenance. 6. Single-trip routing should be elimi nated. and double or multi-trip routing used wherever possible to decrease operational cost of drivers and equipment. This would increase the efficiency of equipment used and decrease the number of bues needed. 7. The exclusive use of loop routes limits the range of the buses. They can only pick up pupils within an area limited by one-half the travel time of the route, since they must pick up pupils during the whole travel time. A shoestring route does not pick up on the way out. therefore, it saves travel time and on range farther from school. Not all >ituation$ lend themselves to both types ot 145 1V6I Xtttivnal Safely C-.nujras routes mentioned, and it should be remem bered that the loop route can reduce dead head mileage and should be used wherever possible. 8 Unsafe turn-arounds and stops should he eliminated. 9 The length of routes should be equal ized as much a* possible to proper!* utilize drivers and equipment. This mav aIo eiimin.ve some routes altogether, therebv, reduc ing the number of buses needed. 10. Overloading and underloading could f>c presented hy constant route revision. 11. Proper alignment of pupils to school and bus route can prevent overloading and underloading, and help equalize length of routes, 12. Small-capacity buses necessitate short routes that are expensive because the number tf buses needed increases When purchasing new hu<c, larger buses should be consid ered. 113. When planning routes, dead-head mileage should he eliminated except in case* where shoestring route? are needed to extend the range of the bu? for scheduling purposc*. 14. Travel time on the bus should be equalized for all routes as much as possible. This time should not exceed over one hour for high school pupils and forty-five minutes for elementary students, 15. The long elementary school day caused hv transporting the high school and elemen tary pupils on the same bus should be eliminated. When transporting high school pupils to a different building than the ele mentary site, dual routing should be used. This decrease* the number of buses and drivers needed, and increases the efficiency of equipment. 16. The traditional routing practices and restriction* of the old system should be ignored. >ew route planning should con sider the school district a a whole, and routes and pupil assignment should be made for efficiency of operation. 17. Route revision should be made con stantly, and administrator-bus driver con ferences should be held periodically. 18. Express routes should be used where possible, especially for high school students. This would decrease travel time, eliminate pick-up stops, and extend the range of the bus. 19. Feeder cars should be used in areas where the regular route would be too long or an extra route would be underloaded. The feeder ear could eliminate unsafe turn arounds, and long side spurs. The feeder car would also be an aid in scheduling. 20. The average number of pupils trans ported by a bus in a day should be increased <o reduce per pupt! cost. 21. Average trips per bus per day should he increased to eliminate the low average mentioned above. 27. Average one-way trip should be length ened by eliminating excessive stops, side spur.*, and turn-arounds. 22 Travel time should be decreased for elementary student* and increased for high school students in *omc cases. 24. Average daily mileage of the buses should be, increased to give a lower per mile cost and per pupil cost because of the use of less buses. 25. The extreme range in the composition of the bus load, travel time, and pick-up stops contributes to discipline problems fnr the drivers and principals and safety hazards for the students. 26. The extreme range in the bus load, stops, and daily mileage contributes to the inefficient use of equipment and driver** time. 27. The ue of more buses than needed requires more capital outlay for new bus purchase during the depreciation period of the fleet. 28. The use of more drivers than neces sary requires more supervision and salary outlay each year. 29. Maintenance costs should be pread over the smallest fleet necessary. We do not intend to generalize upon these conclusions at this time, hut we believe that another year of such investigation will point the way in which school bus ruutmg should move in the future. It may be interesting to you to know that in every survey conducted to date, our cost estimates have indicated that a decrease in either the per pupil cost or the per mile cost or both may be expected, as a result of route reorganization. Coupled with this 146 School Tratuporlation Sesiient reduced operational estimate, is another cost reduction in apital outlay for bus purchase because of a redaction in fleet size. The emanated sarisg* La annual operating cost ^ave beta as high as $20,000 in one instance, and the capital outlay savings in this case si* estimated at $20,000. More important than cost have been the -j:cations of asprJYtraet in safety such icdocOGB at step* for a given age group, or bu*. A redactico in side spurs and rcra-a-rooids aagroxta safety, as does the -tyarmnos of age groups, decreased travel t-.rve. and dirurutico of waiting periods in The adsmicratiTg changes made possible - many ata indicate a better organization rf the school day, the curriculum and staff If, after such limited study of the routing ..tuaaoa in only one state, ! were asked to <rt?e the most urgent needs of school bus routing today, I would suggest the follow'c arms as most important; Boards of edocatioa should consider, write md adopt policy to guide the administration of pops transportation. This policy should at least be concerned with the following basic questions: 1. The maximum travel time for high chool and elementary' pupils on school buses. 2. The maximum speed at which buses will be permitted to operate. 5, The maximum time that transported pupils arrive at school before it opens or wait for a bus after school is dismissed. 4. How far normal pupils must live from school in order to be entitled to transporta tion. 5. The types of physically handicapped pupils entitled to transportation. 6. How far pupils are required to walk to the mam bus line from side roads. 7. Whether the bus will stop in front of each pupil's home on the main route, or only at spaced stops, limited In number by a required minimum distance between stops. It is not suggested that the policies are allinclusive or that they meet all the needs of all districts. They are presented as essen tial statements for providing safe, economi cal, and adequate service. Boards of education should provide far supervision of pupil transportation in the person of someone other than the head ad ministrator. The problems of pupil trans portation today require more tunc than the head administrator can devote to the job. Boards of education should adopt the dual routing system for pupil transportation. The high school pupils are transported on sepa rate routes from the elementary pupils. This procedure will free the elementary school from the restrictions of the high school schedule. Dual routing also will reduce the number of buses needed because some of them can be used for more than one route. This is a simple matter of scheduling the start of the high school first in the mornimj and elementary school !at; thi* is a mat; r of board policy. Boards of education should provide for a public information program :o show the need for change m the transportation s><tem. This program should be started long before the actual change is put into effect to avoid public opposition to quick change In the final analysis. let us not loose sight of the fact that the purpose of safety, efficiency*, and economy in transportation is to make available the better educational program which, after nil, is the basis of uiir existence 147 /0<5/ Xational Safety C<>ngress AN OLD AXIOM -- SCHOOL BUS ACCIDENT SUMMARY -- 1960 By DOUGLAS M. FERGUSSON Superintendent of Safety--Personal Lines. Nationwide Mutual Insurance Co., Columbus, Ohio I'm happy to appear here before you again, it's always a pleasure to talk to the leaders in the field of school transportation safetyeven when I have to discuss the statistics of our business. Statistics is never a popular subject-- unless they refer to something "vital" and especially interesting, like 38-24-36 Sir Thomas Browne, an English author of the 17th century, must have had some thing "vital*' in mind when he wrote: "I have often admired . . the secret magic of numbers.'' More to the majority viewpoint, I think, was one of Sir Thomas's compatriots--a bloke named Shakespeare--who noted in his play. "Much Ado About Nothing," that "comparisons are odorous." The statistics I'm going to review here today may not be as interesting as 38-24-36, but they're every bit as "vital" They per tain to the safe transportation of our "most important cargo"--our school children. To get into my subject, I cite an excerpt from a report of the 90th Annual Conven tion of the National Education Association last June. Meeting in Atlantic City, 10.000 ,\f,E.A. members adopted a resolution on the protection of children. That resolution said: Safety of school children Is among the prim* concerns of ail educators. let, despite con tinuing efforts of school and community Croups to prevent accidents and tires, atte nuate safety remains a serious problem. The National Education Association urges alt mem bers of the education profession to continue to use and to expand the day-to-day op portunities for teaching the principles and practice* of safe living which are pertinent to their fields of Instruction The N E.A. call* upon school boards, teach ing staffs, and Administrators to Intensify their efforts to provide physical settings which protect children, to give meaning to the principles of safety, and to enhance the de velopment of safe behavior. N.E.A. convention resolutions supplement the N.E.A. platform in two ways: (!) by directing the Association's oilicers and staff to take specific actions, and (2) by stating the position of the N.E.A. rank-and-file on matters which are educational in nature, national in scope, and of current importance to the teaching profession. Two things about this particular N.2LA. policy statement are apparent; (J) its scope is greater than the interest of this group here today, and (2) the need for safely trans porting an increasing number of children to and from school is the herculean taskchallenged by the resolution. Many people, it seems, no longer believe that they-can influence actions in their sec tions of the world. This apathy--this ten dency to "let George do it"--may be due to the great international power struggle and the war threats it involves; it may be due to the mighty scientific advances which are announced almost daily; or it may be caused by the world's population explosion and a feeling that one or twt people don't count for much anymore. Bu' whatever the reason for this lack oi "go-power," it's up to us--we in thi room--to fight it, overcome it, and to pur sue the problems of safe transportation with renewed faith and conviction. We are Ike leaden--and the manner and methods by which we lead will largely de termine the strength and character of those who will follow us, of how many will fol low us, and of how good a job well all eventually do- 5'0 it's up to us--you and me--to make school transportation safer. But as 1 mentioned in this same setting one year ago. we'll see more darkness be fore we see daylight. With families migrat ing en masse to suburban booses and with the resulting increase in consolidated school districts, the problems inherent in school transportation have assumed gigantic pro portions--and these problems will continue to get worse, instead of better, unless the trends of recent years are reversed. 148 School Tmutpnriaium V, xrvms This it the challenge t throw to you now Never before have .America's school trans portation facilities so badly needed the ac tive support and guidance that you can pro vide. Tour demonstrated leadership and experience are absolutely necessary, if the i-iccess we all hope for is ever to be realized. That's why I challenge each and everyone oi vou--in harmony with our colleagues <vho are absent today--to assume active rotes in promoting a safe school transporta tion system. Now accident statistics, by themselves, aren't worth much. They're sometimes nice to blow, and they may even be nice to look at--but they do not become meaning ful unless they are related to a common denominator or tnter-rciated to themselves. For my purposes today. I'm going to in- ter-rela** some statistics through successive years. By doing this, I think I can chart s trend--a trend that should alarm you as much as it has alarmed me. First, let's look at the progress that's been made in recent years in securing an nual school bus statistics from the various states in the L`.S.A. In 1933, such data stas furnished by 30 states; last year, 48 reported. That's an encouraging increase . . but before we beccrae sore from mu tual back-slapping, allow me :o invert a somber note. Forty-right sates reported last year. That's a fact. But a number of them stilt do not separate their school bus accidents from the total reported for all bus accidents. In other words, any accident or faality in volving a passenger-carrying vehicle is re corded in some states. Thus, we safety people don't get all of the information we should to help us plan our attack against aeddents. So (if you haven't already done it), I suggest that you acquaint yourself with your slate's reporting format and-- if it doe* not conform to procedures recom mended by the National Safety Council-- l urge you to launch a campaign to bring about adoption of the Safety Council's rec ommended reporting in your state. Now, to more accurately measure the size of our school bus safety problems, let's use the reports from the individual states and see how much of an increase there's been in the number of school buses in operation. In 1953, 30 states had 80,000 -chool buses running. Last year, tiir num fe*r in 50 stales was 176,471 1 think you'll agree from this comparison that the size of our school bus operation is challenging enough for anyone. Looking at another angle of our prob lems, how is the migration to suburbia pro ceeding? Well, in 1953 five million pupils were transported to and from sclmols daily. And by I960--only eight years later--the number had skyrocketed to nearly 12'/ mil lion. Turning to a third area to get the pulse of a rising tide of urgency, let's examine the accident involvement rate of school buses. The figure stood at 2.941 in 195,5--and at 8,908 in 1960. At this point, some at you mny be think ing that these advances in numbers trans ported and accident involvements are not too bad when compared with the increase in school bus usage. I ask you, though, to please withhold judgment until ! make some additional anal yses. Because again--this time in the area of school bus accident involvement--some states do not delineate between school buses and public carriers in their annual safety reports. And I don't mean to minimize the tragedy of commercial bus accidents when I indict those states which fait to attach sufficient importance to school bus mishaps to warrant separate accident-reporting data When we have accidents, of course, we can anticipate personal injuries. Tliat's as sure as summer and winter, day and night, or flies at a picnic. Statistically, 701 stu dents were hurt in school bus accidents in 1953,. and the number had almost tripled by 1960, when 2,067 pupils were injured. I admit that wc might be inclined to took favorably upon these injury figures as they rriate to previous data, but again I warn vou that such a conclusion will be pre mature and possibly erroneous. As long as we have an increasing number of school buses In operation, an increasing number of school chiidren-riders, and an Increasing number of injury-producing ac cidents, we must also expect more fatali ties. In 1953, 13 boys and girls were killed while engaged in activities incidental to rid ing on school buses. In I960, the number of dead was SO--or approximately four times what it was eight years previously. 14'i 3961 National Safely Cnrujress My research indicates that previous speakers have given separate treatment to student fatalities which occur on buses and number oi school bus accidents has increased 203 per cent, and the number of pupils killed has increased 285 per cent to thos which take place while students Now: to those people who have lost are going to or from school buses. This confidence In their ability to influence ac separation of information has ted to an idea tions in their parts oi the world, l ask-- that injuries and death* occurring while what would this school bus safety prob pupils are boarding or dismounting some lem have looked like if every school board how dilicr from those which take place could have prevented only one accident or while the loaded bus is actually moving only otic injury? How would it look if -.nd transporting it* young charges. every state had been able to prevent only i, personally, cannot agree--either with the arbitrary separation of reports of ac cidents on and accidents off our school buses or with the Conclusion that such separation >ccms to support one fatality? You know the answers to those questions. But you have to get the questions and the answers to others--and then take them and help us act to solve all of the problems. For reasons beyond the intended limits Since my assignment U to review the of my presentation, I submit that injuries reported school bus statistics for 1960, 1 and fatalities occurring both on and off can't conclude without going through some school buses should be reputed together more figures. But since you have the same as part of the buses' total operation. I state-by-state data as l (and if you don't, strongly believe this--and I'm exercising you can get it from the National Safety the prerogatives oi that belief in present Council), f'II spare you the agony of a ing this accident summary material to you more lengthy report today. If wc now draw die component parts of our problems into one picture, wc see what 1 believe to be a significant, shock ing truth. In the period between 1952 and 1961, inclusive, the number oi states submilling school bus statistics (but still with some discrepancy), has increased 60 per cent; the number of pupils transported has increased 150 per cent; the number ct buses operated tut increased 119 per cent; the Guided by the ancient adage that ''the mind can absorb only what the seat can endure," I'm cutting short my part of the program with a tabulation oi school bus facts by region. 2 hope these figures--when compared with the statistics of your state and your neighboring states--wilt b of in terest and value. In making my tabulation, 2 have divided the United Slates into nine regions. yuaw si NS<WK,,SNN.OSLL.AVNLD. Umim.. It.2.. Coon.J ...... *,331 MIDDLE ATLANTIC W.T.. PA. N.J.) .................................... 22.861 EAST NORTH CENTRA!. (Onto, lnd., Mlcb-, Hi,. Wls.) ....................... .32.423 WEST NORTH CENTRAL (N.0.. 8.D., Neb.. KAn.. Minn.. Is.. Mo.) ,. 23.344 S05TH ATLANTIC it*!, ltd.. W.Vs.. Ve.. N.C., ,, S.C., GA. FU-) .................... ,.,..,.......39,78* FAST SOUTH CENTRAL t*y., Teafl.. Miss.. Ala.) ................................ 28.098 WEST SOUTH CENTRAL (Okie..T*)t, Ark.. La.) ...................................... 19.383 MOUNTAIN iMoat., Idaho. 7r>t.. N*Y.. Utah. Colo-. Aria.. N.S!> ............................................ 8,303 PACIFIC lUr*-, Wash.. Calif.) ......................................... 12.6S0 CONTINENTAL U.S......................................... 179.01 NSufCnAtwftBruU* 1S2 1.94* 1.073 1.074 2,835 740 414 34? 1,116 8.36* ISO T'riLpMuPaO<ift.pvl Pit is 42.313 1,871,182 2.303,890 1,041.338 iMlaK XtBWraf luwtM yuhuw *7 0 37* 7 245 358 S 2,483,81? 1,330.254 1.131.315 633 14 130 23 128 4 437.348 1.178.190 12,290.474 S3 148 3.667 0 l fe In closing, let me say that tne picture I've fried to present here today is not a pretty one. t deliberately refrained from using "honey-coated" word* or phrase* in my presentation with the hope that my wnrds would arouse you--and that you, in turn would arouse your neighbors and the people of your communities--and that finally all of the citizen* and official* of our na* lion would be awakened--before it is too Se/inof Trrnsf'ortati.m Sessions Active leadership is needed nme! Prog ress is not automatic. The world grows better--not because people wijh that if can --but because they know that it can and pitch in and take steps so it eon be made better. And we've all got to push and shove and make it better if we're ever going to hove the safest transportation pos sible for school children -- "mtr most pricete's esreo." ruiMNV me RIGHT ANGLE INTO DRIVER SAFETY MEETINGS By HOWARD R. CHEEK Supvr. oi Transportation, Board of Education of Harford County, Bel Air, Md. Good safety meetings do not just happen. As a matter of fact, there are far to many fchooi district* in the 1'nited State* where 4t'ety meetings for bus drivers are non existent. There Aft Sat too many school iritnet* which do not have an organised safety program of any kind in the area of pupil transportation. This is true, not because the administrators >n these districts Are not concerned about the safe trans portation of their pupils, hut because this problem gets lost in the multiplicity of problems which cross their desks daily. It is true because they are understaffed and etenvorked. It is a situation which mil continue to exist until the problem is put in its proper perspective and corrective ac tion is taken- The prevention of accidents is primary' among safety consideration* and it is my hrpe that it will not take a series oi tragic bus accidents across the nation to impress the people that pmper supervision of the but operarkfl i> a vital necessity. This U exactly what happened in the state m which t live, Maryland. The schools A Maryland ufgarsued on a county systew. Scire there are 23 counties and Balti- rzute Oty, nkseh : a separate political -tbdnisiu*?, ji .'* -tate there are only .'5 schuki > -iect* l`p until two years Ago. - tie ui the i vist.'y Boards of Education -id appnacd lcperraor* of transportation and some had not. Mo state aid was made available to help toward the payment of the salary oi such a person, and manv counties felt that they could not afford *uch a "luxury.** This situation existed for a number of years, until one morning a train hit a school bus which had stalled on the tracks. Seven high school pupils were killed. Several com mittees investigated the circumstances sur rounding this accident, one of which was appointed by the Governor. As a result, the Attorney General ruled that expenditures for adequate supervision of school transportation was a legitimate expenditure of state. funds. The state De partment oE Education recommended that each county Board of Education appoint a full-time supervisor of transportation, and one assistant supervisor for each 100 buses in use in the particular county. A full time state supervisor of transportation was appointed. A full summer session, yielding six se mester hours of credit m the field of pupil transportation, was offered last summer by the University of Maryland, Mr. Wesley Pickle of Tennessee and Mr. Mike Hagg rty of Minnesota were obtained as instructors for the two courses offered- 1 feel Out a giant step -r >rwrd ha been taken lo as sure the safest possible transportation of the school children of Maryland ! deeply 251 tOfit Wihuiio! Safely Canijrest ferret, however, that thi* *!cp was not taken five years ago, and that it had to be pur chased with the lives of seven children. A great deal of time must be spent by someone in planning:, organizing, and con ducting training programs and safety meet ings for bus drivers in school districts from one end of our country to the other. It is just as necessary in Oregon as it is in Virginia. The lives of the pupils in small school districts are just as precious as the lives of pupils in large districts. The first step that must be taken in many school districts is the delegation of the responsi bility for pupil transportation to a specific person. The person to whom the responsi bility is assigned must have a realistic amount of time to devote to thi* area. In my opinion, safety meetings cannot he considered except as a part of the over all safety program for bus drivers. The person whose responsibility this program is must clearly understand what his ob jectives are and what part the safety meet ing plays in meeting these objectives. Let us consider a total safety program for a few moments. What are our con cerns? What do we hope to accomplish? How are we going to go about achieving our objectives? We are concerned, of course, with the aic transportation of pupils to and from school. That is our objective. We are told by the people who investigate accidents and compile statistics that over 90 per cent of all accidents are the result of driver error. We are, therefore, concerned with the elimination of driving errors by our bus drivers. 1 think it axiomatic that the person responsible for the transportation of pupils must select bus drivers with great care. Vou do not hire someone to drive a school bus whose driving record is loaded with traffic violations. After the driver is hired, he must be impressed with his responsibility and the urgent need for safe driving at all times. After the first impression, he must be con stantly reminded. He must be made "safety conscious." We must change the "it can't happen to me" attitude which all drivers have. The driver must realize that, unless proper precautions are constantly observed, i* can happen to him. He must also realise that whatever happens to him also happens to everyone that is on his bus and who is dependent upon his driving, ta essence, we must develop and constantly re-enforce a desirable safety attitude. The safety meeting is one means of de veloping and enforcing this attitude. It is not the only means. There are many other things which can be done which will help to achieve this objective. A safety meeting, however, should not be planned and conducted to develop this desirable attitude. The attitude of which I speak will be developed as a result of the total safety program, which should have a cumulative effect upon the driver. Safety meetings should be specific in na ture, and should treat one topic m detail. It is essential that drivers tmderstand the need for the presentation of .the particular topic covered in the meeting. The driver must be properly motivated If be is going to derive any lasting benefit from the meet ing. For instance, suppose a review of your accident reports indicates that several acci dents involving school buses have occurred at intersections. Here is a specific prob lem, which presently exists in your school district, which can effectively be made the topic of m good safety meeting. A presenta tion of the problem, fodfeatiog that 15 per cent, or 20 per cent, or whatever the per centage actually is, of the accidents involv ing school buses so far this year have occurred at intersections should convince drivers that intersections are dangerous places. Once the driver has accepted the fact that a dangerous situation does actually exist, he is rmdy to pay dote attention to learning some techniques which will help him to stay oat of trooblc at intersections. Do not attempt to cover "tail gating'* or adjusting to changing weather eoociitions St the same meeting. These are appropriate subjects for safety meetings on their own. Stick to the one topic which has been selected for presentation and da a good job on that topic. A poor presentation on the selected topic, >r the presentation of a topic which bin drivers do not consider important, can be detrimental to your entire safety program. Bus drivers who attend safety meetings 152 Sihon! Truiutfriutii'* Sessions I ire attending at a tone when they would ordinarily be doing something else. House wives would be home taking care of their domestic obligation*. Service station attend ants would be working at their primary job. If they regard safety meetings as im portant, informative, and helpful the)* wilt cur during the meeting, the conductor of (he meeting can often spot misconceptions which drivers have. This will sometimes indicate the need fur a meeting devoted specifically to correcting an expressed mis conception! One of the major problems which must be faced in the establishment of a series of safety meeting* is that of driver at tendance. Bus drivers are just tike any other kind of driver, in that they consider them selves considerably better than the average. Many of them have been driving school buses for some period of time, and will not have been involved in an accident of any kind. They consider themselves to be willingly attend. If they do not, they will not. A poorly organized and conducted safety meeting can be lw-rse than no safety meet ing at alt. safe drivers, and there is a certain amount of resentment generated when they are asked to attend a safety meeting. The "what can they teach me alwut driving" attitude must be faced and overcome if safety meetings In organizing safety meetings, orefuf are going to play an important part in the i consideration should be given to the physical total safety program. I arrangements. The time and the place of How do we attack the problem of driver r [ * tj fs H ji the meeting should be carefully selected, as these factors will, in part, determine how many of your drivers will be able to attend, Some school districts obtain excellent re suits by having safety meeting in the evening. I find that, in my owr situation, it is best to schedule safety meetings iramedi- attendance? One way U to nuke it com pulsory. f am sure that this is not the best way. The old adage that "you cut drive a horse to water but you can't make him drink'' applies to this situation. I think that compulsory in-service training may have some benefits, but I think they are very H steW after the morning bus runs, and to limited. 11 schedule them at schools where the m- fl jority of the drivers finish their morning Drivers must see that the safety meetings jf runs. are going to be of some benefit to them | This means that a good number of the if they are to attend willingly. Your job is to make them want to come. drivers scheduled to attend this particular meeting are aut.enatiolly at the meeting place at the appointed time, ft requires less effort for then to stay and attend than it would if they bad to make a special trip from their furies at v-.r-e other time. There is also the advantage of having the edu cational faciities o: the school, such as film protectors, motion picture machines, tape recorders, etc., immediately available for use us ih< meeting. The environment is an educational one and will have some impact upon the drivers. One method of appljing gentle pressure in thi) direction is establishing attendance at safety meetings as one of the require ments for obtaining safe driver awards- This means that drivers who attend safety meet ings are recognized on a higher level than those who do not. Driver* tike to receive safe driving pins in recognition of the good job they have done. This technique will help to get them to the meetings originally. Whether they return or not depends upon their impression of the actual meetings. If they are helpful, interesting, and in Careful consideration should be given to formative, they will come back. which drivers and how many of them at tend any given meeting. The meeting will be much more effective if drivers freely participate in an expression of views and/or an exchange of ideas. This will not occur if (he number of drivers at the meeting is The supervisor of transportation in one of the counties of Maryland recently in formed me that he Had solved the prob lem of driver attendance, t was rather skeptical, until he explained his problem too large, or if the driver* do not know each other. la systems which require a large number of drivers, it will be necessary to hold the same meeting a number of time*. These meetings should be held in different geo graphical areas of the system, and should be planned to include not more than about 30 drivers. From the discussions which oc- r>ol \,ui>'unl Safcly Conrjrcsi and solution. He had been interested in havmg all bus drivers trained in rudimentary hrst aid. He was able to obtain a qualified instructor from the regular teaching staff of the county. She was 22 years old, red headed, and had very complimentary meas urements. The meetings were held in the evening, and he reported that, not only did the drivers show up, but he sometimes had considerable difficulty getting them to leave, 1 think his first step in organizing :i safely meeting now is to train the red head so that she can be the instructor. In pianning safety meetings, please do not overlook the wealth of expert assistance which is immediately available to you. Be sure, however, that the person that you ask to help you is realty qualified in the area in which you need help I have never been refused help from peo ple who are knowledgeable in areas which 1 wish to cover in safety meetings. People throughout die country are concerned with safety on school buses, and will contribute whatever they can totvard furthering it if they are asked to do so, Insurance companies have held satety en gineers who are experts in the field. They .ue more than willing to help, not only from a humanitarian viewpoint, but alsu because reduced accidents means better busi ness for their employers. State police are available everywhere and are anxious to help. The American Red Cross welcomes the opportunity to work with drivers in the area of first aid. Safety engineers employed by the government and by private Industry have much fo offer and are willing to help. These human resources exist in neariy all communities throughout the country. .Not to make use of their talents ts a great waste. Care should be exercised by the person who is responsible for sale transportation, however, that personal contact with bus drivers is not lost. Even when the problem to which the meeting is devoted is being discussed and treated by an appropriate resource person, the supervisor of trans portation, if that be his title, should be in attendance at the meeting to introduce the resource person. He should remain throughout the meeting and help to get the discussion and exchange of ideas started. He should be available after the meeting to talk with the one or two driven who always have some question which they wish to direct to the supervisor. His presence indicates that the entire school system en dorses and approves of the meeting and the concept of an organised safety program. Just as It is hard to visualize an effective faculty meeting without the principal, or an effective board meeting without the presi dent of the board, it ts hard to visualize an effective safety meeting without the per son responsible for safe transportation in attendance. There are two cautions .to be observed in conducting safety meetings. The person conducting the meeting-must!realize that he is presenting the topic irnarveryybeterogeneouj group. In the group'<&eawjHiha^e house wives, farmers, retired,armyioffican, serv ice station gftxvfan+v and* men-Cwho work the night shift at a local industrial firm. He will be conirooted with educabocal levels ranging from completion of the third or fourth grade through graduation from college. The members of the group will have vastly different backgrounds. All of these t actors must be recognized, and the ma terial must be presented in such a way that it is understandable to everyone. It is always good to use visual aids as much at possible. Such aids might include mo tion pictures, film strips, overhead projector, and the use of flannel boards or magnetic boards. The last two are particularly valu able for setting up actual and hypothetical traffic situations. Remember that you are after understanding. More understanding will result if the presentation U on a level which is easily understandable by those making up the group. It is not necessary' to impress them with our scholarship. The second caution to be observed con cerns the length of the meeting. When the objective of the meeting has been accom plished, stop/ Just because the meeting is scheduled to last one hour Is not sufficient reason to drag it out. When the appropriate understandings hare been developed, every thing else is superfluous. Interest will wane quickly, and drivers, when they are finally dismissed, win leave with a bad taste in their mouths. There Is nothing sacred about one hour. A good 40-minuts meeting is more to be desired than a half dozen poor onehour ones. As X have stated before; driven tS4 Schanl Treutportalirm Scttumi wilt not willingly return to be subjected to poorly planned and conducted meetings. In brief summary, the foliowing must receive tareful consideration in organizing and conducting effective safety meetings: 1, Some one person must be delegated the responsibility for school bus safety. This person must ha;e sufficient time to devote to doing this job. 2. Time and place should be selected carefully so that it is easy for drivers to attend. i Humber of drivers attending each meeting should be controlled so that meet ings are not too large. 4, The safety meeting must be Specific in nature. The objectives must be clearly defined. i. The drivers who attend the meeting must be convinced that the topic of the meeting is an important one--one in which they are interested. 0, The presentation must be informative, interesting, and geared to a level (hat ts readily understood by ttie members o( the group. Human resources in (he eommimitv should be utilized. 7. Visual and auditory aids should be employed wherever possible. 8. The meeting should be adjourned when the objectives of the meeting have been ac complished, 9. Drivers who regularly attend safen meetings should be rewarded cn a higher level than those w ho do not I would again urge that school districts across the nation take the necessary steps to improve the safe operation of their trans portation system. I do not mean to imply that travel by school bus is presently extremely hazardous. It is far from it, I do think, however, that increased safety amt increased economy can be realized if quali fied, trained personnel are appointed to ad minister this phase of the school program. Do not wait until the horse lu< been ntm The time to act i* now. ENCOMPASSING CONTRACT BUS OPERATORS IN THE TRAINING PROGRAM By BENJAMIN W, NELSON Supvr, of Transportation, Board of Education of Worcester County, Snow Hill, Md. In the technological age in which we are .ixiig much attention has been focused upon ihe school system and imploring eyes are watching all of the supporting services which are linked to the total program. Since transportation is one of the sup porting services and we are involved in this endeavor, it is essential that the major pur pose of pupil transportation services be defined: 1. To provide educational opportunities ior all children regardless of the distance they may live from an appropriate school center of the proper grade level. ~ To provide educational experiences for children above that which might be obtained in a classroom situation. With the listing of purpose, one needs to add the objectives that have beta proven necessary in the development of any satis factory program of pupil transportation service. They are as follows; I. Safety The first objective is to provide maximum safety for all pupils to be transported and in so doing, the following items should be observed by the Board of Education: a. Provide adequate and safe bus equip ment. b. Select drivers who are capable of op erating large vehicles. e. Make a thorough study of transporta tion routes in order to eliminate unnecessary hazards in operation. d. Provide for the adequate supervision of drivers and the maintenance of equip ment. 1S5 1961 Xatu-nal Safety Congress 2 l.conamy The -tvoitd objective i< to provide trans portation mtvi. e* at a low cost. In order to maintain a program oi pupil transports* tioo within the available funds, it is neces* sary for a school system to make constant studies and revisions in order to achieve the best service from the fundi available for (his purpose. 3. Adequacy The third objective in the operation of a pupil transportation program is based on adequacy of service. In an elTort to provide adequate services for all eligible children within a school system, board of education should consider the following items: a. A sufficient number of buses to provide transportation services on a system-wide basis for all children within a reasonable time limit. b. Provide express type transportation services for children living in remote areas. This arrangement for services should be made to eliminate the necessity of children being required to remain on a school bus beyond the limit of one and one-half hours. 4. Efficiency \ fourth objective requires etSciency in operation. Smee the efficient operation of a transportation program depends upon the placement of responsibility, it is necessary that the following factors be given careful attention prior to and during the school term by all responsible persons connected with the program: a. Observance of time schedules on a pre-planned basis in order to eliminate in conveniences to those students meeting or waiting for school buses b. Selection of appropriate bus stops so as to minimize the danger or accidents on heavily traveled highways. e. Provide a sufficient number of buses to prevent overcrowding and lengthy routes. cL Employ capable drivers within the communities to be served. e. Maintain adequate maintenance facili ties to insure minimum expense and maxi mum safety in ''pcration. In order to insure that the philosophy and goals of a transportation program may be realised, it is essential that clearly defined polides be passed by the Board of Educa tion. It is felt by many that the following should be covered: 1. The general philosophy of the trans portation program should be stated. 2. A detailed spelling out of operating procedures is required. 3. Consideration must be given to the type and capacity of the buses to be used. 4. There should be plans for routing and scheduling buses. 5. A specific declaration relating to pupil privileges and responsibilities ts necessary-. 6. Duties of various personnel must be defined. 7. A realistic system is needed for re placing buses in service. 8. A program of maintenance and repair is needed to keep bu'es in satisfactory operating condition. 0, Outline procedures for the transporta tion of pupils for field trips and extra cur ricular functions are required. 10. Proper trainirtj of contract drivers ts necessary. Recognizing the importance of the driver in the total transportation program and the objectives previously stated, our Board of Education put into effect a Pre-Service Driver Training Program. At the present time the Board of Edu cation will not employ any individual to operate a school bus unless he has success fully completed the program consisting oi fifty hours of work. The course consists of actual classroom work, with tests, plus supervised driver training and then the final check out, by the State Police in a bus over a pre-determined route, taking into account the 'kills teamed m the training program. Enclosed is an outline of the material covered in the course Pre-Service Course for Bus Drivers, 1960-61 1. Content of course A- Transportation 1. Importance of training program 2. Importance of transportation in school system B. Responsibilities and regulations ot school bus operation 1. Slate and county responsibilities for transportation 136 Sihnol Transfertatitm Scsrinne 2. Contractor 3. Driver 4. School bus law 5. School Board regulations The school bus 1. Bus care and maintenance a. Driver's daily checks b. Emergency equipment 2. Bus housekeeping School bus operation--policies and procedures t Schedule 2. Loading and unloading 3. Railroad crossings 4. Stops and blinkers v Pupil discipline a. Types of bus problems b. The Principal and bus disci pline c. Discipline on the bus cL School bus rules e. The Supervisor and bus dis cipline 6. Bus drtHs a. Front door b. Back door c. Two door 7. Accidents and how to prevent them a. Types oi accidents b. What to do in c. *e an acci dent happens 8. First aid a. The first aid kit b. What first aid should a driver use in his situation E. Public relations t. What and why 2. Who and how F. Fire prevention 1. Causes of vehicle fires 2 Use of extingutihcf Driving skills .V. Individual alertness test Person rides in another bus and observes correct and incorrect skills displayed. B, Behind wheel test for each person over a prescribed route cheeking skills of performance. lit. Written tests A, Traffic and driving knowledge B. Psycho-physical tests C Essay test on materials covered A HEXAGONAL PROBLEM -- SCHOOL BUS SELECTION By M. R. LIECHTY Engineering Consultant, International Harvester Co^ Chicago The selection of school bus vehicles is *ruly a six-sided problem. And even more than a hexagon, we might call it a revolv.ng hexagon. As the six sides of this hexagen, we have selected (1) ve hicle life and dependability, (2) vehicle repairs and replacement. (3) maintenance and operating expense. (4) spare units, (3) purchase price, and (6) vehicle application. And when we say that It is a rotating hexa gon, you will notice that as your applica tion of vehicles to the intended service is improved, your uncrating expene will be reduced. You will find that as the dependa bility of your vehicles rises you will re quire fewer spare units. You will find that as you spend more money on the original purchase price for better equipment, you will usually spend less money on repair* and breakdowns. Let's look at each of these items a little bit eloser. I. Safely As a representative of die School Bus Chassis Committee of the Automobile Manu facturer* Association, 1 can tell you with confidence that the chassis industry feelthat we have come a long way up the safety curve, insofar as new vehicles are concerned. There are always things which I'/Stl ,Y<j/i.iuii s'jifii i ii-jr. % fan lx done. We constantly strive in the direction of added safety and some of the ntggestions which we can make at the present time are these: (a) Power. For many years school buses were built with barely enough power to drag the vehicle from its loading source to the school and back home. While other vehicles have been increasing in the power and performance areas, school buses have tong been inadequately powered to keep tn step with traffic. The new power formula, which was adopted by the national mini mum standards for school buses in Lawrence, Kansas, in I9S0, is now coming into full play. It is a good formula for a minimum power standard. Vehicles which meet these stand ards will have better acceleration than the older buses and, in turn, will tend to help keep tralfic moving, especially in congested areas and on high-speed highways. This power standard is a good minimum, but it does not preclude the chance that there are applications which need even more power for proper ability to accelerate and maneu ver in traffic (b) The driver's position. We in the chai ns industry feel that the driver's position, visibility, and driving attitude, has a tre mendous impact on the safety of the school bus operation. We are not satisfied with the driver's physical position in the present day conventional school bus. Too often, while the driver can see well enough to op erate the bus satisfactorily, he does not have the superb vision which he should have if we are to achieve maximum safety. We, the chassis people, and our school bus technical committee are actively ex changing ideas with the engineers of the body manufacturers through their associa tion, in order to improve on and eliminate this particular problem. We have already offered and arc actively engaged in selling transit type units with the driver mounted in the front part of the bus where he has an excellent view, not only of the road ahead, but also of the pupils who are en tering the bus itself. (c) Brakes. It would be improper to talk about vehicle safety and not mention brakes, but It IS our u|iitii>>n that the 'imjle largest improvement in brakes if in the area of maintenance rather than with new equlp- nient. There are new things bekg offered, such as the parking brake, which U spring applied and air released and actuates the rear truck brakes when the air ts lost on an air brake equipped vehicle, but the ma jority of school buses are still using hy draulic brakes. There is a new split-system on hydraulic brakes which will be offered in the near future by various manufacturers to en able the operator to bring the vehicle to A stop on those occasions where a failure with the present system might cause a complete loss of braking. But the best safety factor in any brake system is still good maintenance -- preventative maintenance, prior to failure. (d) Weight distribution. When you select a new bus you should consider weight dis tribution, wmch is an important factor in achieving good vehicle balance and stability, but normally we in the industry do this for you by offering only those wheelbases on only those passenger sizes which result in satisfactory distribution. (e) Seating capacity. We are sure you wilt agree, that in making new vehicle pur chases, it is necessary to plan a seat for each youngster and at least 10 per cent more if it is economically possible. Natural popu lation growth often forces some routes to pick up more pupils than can be properly seated, but in making any plans for new vehicle selection you will most certainly want to provide enough seats to accom modate all of the pupils and a few extras. And, one more thing on accidents--we have attempted, for years and years, to avoid school bus accidents by stopping all traffic. In reality, traffic in this day and age on high-speed highways is safest while it is moving uninterrupted. It is our belief that the eventual long range goal in school bus safety must include a program where the school bus docs not interrupt high-speed traffic. This may necessitate pull-off areas on congested routes and other new way? of loading and unloading which will allow traffic to move uninterrupted In bath ways. We think it is imperative that plans be started now to keep thea school children loniplctely off high-speed multi-lane high ways. The very act of stopping traffic, in many instances, directly contributes to the accident. Today's school bus is much like t$8 Schoai Transportnti-m Sessions ihr Sunday driver- not a nirnance of him- wlicdhae to properly distribute the load, rlf. but breeding c'ngenon. di will, and it is too cumbersome to niiitfiivrr properlv discontent, alt of which are safety menaces in congested ares* Further, m congested Now, what are the six sides of this prob areas we can fill a bus of even larger size lem? in a short time and this is where we recom mend the transit type unit which can ac chicle Life and Dependability commodate another row of seats. The transit Certainly if you have any pride in your transportation organization you must have an excellent degree of dependability. Your buses must maintain accurate time schedules to allow a high degree of conformity on the route and thereby enable Mamma to have Johnny on the comer without making type unit with the engine in the front, and capable of hauling 72 seated pupils, has only a 208-inch wheelbase of the conven tional 66 passenger unit This shorter wheel base results in much better maneuverability and the driver is "up front" where he con see. it necessary to wait for long periods of time in adverse weather. It is wonderful, for our purpose, that when we select a unit uiequate to do the Job in a dependable With the engine mounted in the front, the transit type bus needs a beefed-up front axle and front suspension system to carry the extra load, which ts suspended ahead manner, that we normally also get longer life as an added bonus. There is no better bargain in school transportation than an extra year of dependable service built into 3 school bus. of the front axle. The aisle entrance way is less than ideal because of the engioe rover which uses up a large portion of the floor area m the front of the chassis. The forward control unit does retain an innate Spare Units Across our rotating hexagon, as life and dependability of the selected vehicles go up, the number of spare units you need to maintain rigid schedules will go down. This tv a natural reaction. identity with normal truck parts. The en gine, transmission, radiator, and shift con trols arc all in positions similar to normal truck operation, allowing a high degree of standardization with other parts and a reasonable purchase price. To gain the ultimate in application for Application congested area, we suggest the pusher bus But dependability is also very dosely re with the engine mounted in the rear; this lated to the application ot the vehicle In the bus includes the advantages of short wheel intended service. Buses have been getting base, ideal driver location, flat front floor i bigger and bigger for good reason. The with unlimited aisle room, and ideal load dis population of the various areas has been tribution with the If3--2/3 front to back increasing so as to enable the average school toad distribution ratio, which allows each tire bus route to fill a larger bus in the same to carry its proportionate part of the toad. time. It is rarely practical to buy a school Thd price goes up a bit because it is bus which cannot be loaded in one tour. designed as a bus instead of a truck, but Consequently, we expect that for many years the application is ideal. In visiting with stabilized communities will cause a sizable school bus people over the years, tve have demand for 48 and 54 passenger units, but often been faced with the question of the areas where the population is increasing compromises between a truck chassis and most rapidly are areas oi dense popula a bus chassis and have been asked to build i tion. In these fast growing densely popu a vehicle specifically for bus service. The lated areas, it is natural that we should pusher bus unit Is such a unit and is de lean more toward the 60 and 66 passenger signed from the ground up to Haul young units. people. Using today's methods, the 66 passenger unit is the longest bus which we can build in a conventional type unit and still stay within the overall length limit of 35 feet. Since this bus will be operated in congested areas, and since it requires 256 inches of Other applications, which we must recog nize in order to complete the job of getting the pupils to school, are coses which trans port the physically handicapped, requiring special driver attention, and many areas are hauling small toads over tong distances. 159 !9t>l ,\ati'wal Safely Congress In still oilier applications, it is ideal to me small vehicles (nr feeder buses to con gregate more pupils in pick-up areas when the larger units can pick them up fast and then make multiple trips to the school. For tuch an application, a small vehicle, such ns the Travelall, is gaining popularity and verves a very important purpose. Directly across our hexagon is maintenance and op erating expense. Maintenance and Operating Expense When it is possible through good applieslion to use five Urge units instead of six smaller units, then you can save one driver, the housing and greasing expense, and the driver's supervision that goes along with each separate unit. If the six units should be 00 passenger units and the five units should be 72 passenger units, it would re sult in exactly the same seating area, ft is easy to see that when our application is improved, maintenance and operating ex penses wilt go down. But when we talk about the proper application reducing main tenance expense, let us not talk about shoddy maintenance. We sincerely believe in pre ventative maintenance in school buses, to tear down and inspect, repair and replace all parts before they have a chance to fail in operation Other things enter heavily into the par ticular application and should be considered when making the school bus selection. Such things at cold climate where additional heater capacity is needed. And even time rones such as an area which uses daylight saving time, might use headlights, clearance lights and other lamps sufficiently to warrant buy ing larger generators. So the selection of the proper equipment to lit the particular application is directly related to the main tenance and operating expense. And what die must be remembered} Repairs and vehide replacement. Repairs and Vehicle Replacement Maintenance and operating expenses are very closely r-lated to repair expenses. For instance, in making recommendations for the national minimum standards, it was the consensus of that group, that a 12-volt 35-amp low-speed cut-in generator was a satisfactory minimum to be used on school buses nationally. The statement has often been made and we repeat it here, that so often the minimum becomes the maximum. I'eopie who select school bus chassis arc too often inclined to select components with out sufficient analysis, especially on tech nical capacity of items such as generators. This can result in a vehicle with Inade quate electrical capacity to replace the cur rent drawn from the battery. When this happens, it can only mean trouble. A bat tery is exactly like a checking account-- you cannot draw out more than you put into it In order to avoid dead batteries, many states are now setting a riinimum oi 12-volt 50-amp low-speed cut-in generators and even this size is not adequate for all applications. Always compare your generator capacity with the expected current draw. The wide-spread use of heavier axles, bigger brakes, larger and more powerful engines, in the same application, will re duce the expense of costly repairs and substantially lengthen the vehicle life. Purchase Price And to get back to our hexagon--it is not surprising to see that when you take some definite steps to buy adequate com* ponents, reduce repairs, and lengthen vehicle life; then the purchase price goes up. Now the purchase price is very important in the vehicle selection and often is the one outstanding factor which is used in determining what the final selection of vehicle should be. We all know tiiat the purchase price is important, but I contend that the price does not warrant the attention which it receives in making a school bus selection because the best is often cheapest in the long run. But price has been over-emphasized to an extent where our hexagon is out of balance. Prices go too low, repairs go up too high and vehicles are replaced more frequently than necessary. The transportation industry lias concern trated its last ten years in large part to the problems centering on economy of opera* tion--cost per mile of units hauled. In coping with this problem, many facets are involved but I would like to make it ap* pear simple by comparing two typical truck users. The individual, who owns and drives his own vehicle, often faces his biggest ob stacle in purchasing new equipment. He must keep the price low because ot the money required to finance the deal and School Transportation Sessions ] makes his payments out of proceeds earned consequently spend almost 100 per cent If by the vehicle. Price is important to him. of their time, which should be devoted to I - he buys a highly stressed vehicle and the vehicle selection, to writing bid specifi . squeezes out every drop of revenue it can cations. It is, consequently, important that 3 produce. It puts him in business but be we give it some consideration when we it not getting a low cost per mile. talk about selecting a school bus. The larger operator or company which On the one side of the ledger we have lias better access to capital funds needed the people who actually make their ve to finance the purchase of ideal equipment, buying more expensive, low stressed equip ment. These operators are rewarded with more dependability, longer life per vehicle, less repair expense, and lower cost per mile of units hauled hicle selection based on good and bad ex perience, and then write their bid specifica tions so that the vehicle which they have selected will comply and other vehicles will not comply. This gets the job done in a sense, but we could not. in all fairness, Most school buses have tong been in the contend that this is free and open competi ategory of high stressed equipment with tion. -hort vehicle life because of the emphasis Either people lend to set their own ar n purchase price. I am happy to see bus bitrary standards of brake lining area, en ur-ers taking a good look at the over-alt rvpense of operation and therefore, lean ing farther over to the side of low-stressed long life equipment as an ideal tong range gine cubic Inches and other physical dimen sions, which enable the user to select vehicles with components which have pre viously been found necessary to satisfy his .jy of reducing the cost per mile per pupil requirements. This also gets the job done < j | '.auied. So there you have it--a six-sided prob lem of selecting a school bus, but all re volving around safety and written bid speci in a sense, but this method has some bad side effects which we in the industry do not like. We know that a larger brake wilt last longer in a school bus operation, but Jj \ fications : we must never compromise on ;aicty, id we will always have written hid specifications because most buses are wned by public schools--in fact, our last if you buy brakes on their size alone then you destroy the initiative of the engineer who is constantly striving tu build a longer life brake in the same size. \ j | ; ; | accurate figures indicated that 64 per cent of all school buses are owned by public chools, 10 per cent by private schools, with (he remaining 25 per cent by contract haulers. We know that an engine with a larger cubic displacement will last longer, but when you start buying engines on size atone, then you destroy the initiative of the in dustry to build more efficient engines and I am sure that the 26 per cent of the to build more engine life into engines which i buses which are owned by contract haulers are of adequate size and power to do the 5 are selected with all the factors which we job. When you specify dutches by diameter . have discussed here, carefully considered because you desire longer clutch life, then I in the vehicle selection. I am confident that you give no credit to the countless num die 10 per cent owned by the private schools ber of pe-nle who are working on better j > j &re carefully selected based on all six-sides of the hexagon, but very often the fit per rent which arc selected by the public linings in the same diameter and tremendom strides are being made in this area. But, generally, when you buy school bus i 4 J -I are selected with the purchase price as the prime factor. When the purchase price is the prime factor in school bus selection, an age-old proverb comes into play; namely, vehicles on price alone, then you are as suming that all of the vehicles offered are exactly equal and you destroy the in centive of individual companies to build J that nothing is so bad but that someone more quality and longer life into their spe | else can make it a little worse and sell it .t little chaper. cific bus. You must recognize the differences f quality is to be an incentive to the manu t am sure tlut the trun.-purtation officials facturer. ! who buy all of their buses on written bid So it is (lie recommendation of the diassis j, `Purifications and low bid realize this and industry that written specifications be based 1901 National Safety Congress on performance standards rather than physi cal dimensions. Tell us what you want this vehicle to do and how you want it to re act so that we can take the resources which we possess, our efficient staffs of engineers and testing personnel, to build you the ve hicle to do the job which you want it to ijo. Tell us wliat you expect by way of vehicle performance and vehicle life. Tell ui what problems you -arc encountering which need to be solved and let li< help you with them. When you write bid specifications, take the time to investigate your specific needs and write specifications which will result in the quality of merchandise that is re quired ia year application. And when you make your selection from those offered, pick the units that are most economical in the long ran. buses that will add to the dependability of your time tables and add to your vehicle life, that will reduce re pairs. cut down your operating expenses and eliminate accidents. Let the local chassis people help you with written bid specifications so that this sixsided figure will become balanced and re volve the wav it should--around safety. THE APEX IN SCHOOL BUS MAINTENANCE By JOHN M. PARSONS Supervisor of Transportation, Ohio Dept, of Education, Columbus, Ohio Pupil transportation in the U, S. today s a big business It is big in sice, big in cost, and a big operation to administer. In many schools across the Nation. pupil transportation is the big problem of school boards and school administrator, and--this problem is still growing. A few short years ago pupil transporta tion was a small auxiliary service to be lacked onto the school budget and to be administered easily by spending a few hours with several bus drivers. Today the cost of pupil transportation is a major item in the sehool budget, and administrators spend many hours struggling with the problems that accompany this growth. Pupil transportation is no longer an aux iliary service, but a necessary and important part of the total education program. Trans portation is essential for the operation of most school systems today. The school bus has also become an extension of the class room in many school systems. The use of school buses for educational trips such as field trips, county and state testing pro grams, county vocational schools, etc-, is increasing. School transportation is being used not only to transport pupils to and from school, l>ut to extend the educational horizun, to help attain the American ideal that every child, regardless of where he lives, or his physical handicaps, has the right to an ade quate educational opportunity. School transportation can be expensive, ^nd it is becoming more so in an increas,ng amount annually. Many factors are help ing to increase the cost of pupil transporta tion today. School district reorganisation and consol'dation have expanded this service to a vat number of students who new attend schools in areas far from their homes. The migration of large masses of city peo ple to the suburbs ha* increased the num ber of students to be transported. Meclianizatlon of the farm lias reduced farm population resulting in more sparsely populated farm area*. Thi*. in turn, has caused an increase in the sue of rural school attendance areas. The steady increase in our population, coupled with the fact that students attend school more years than in the past has added to the burden of pupil transportation. School districts in the past have been typically small in area and population, because school districts were small the need for pupil transportation did not create any urgent fiscal consideration by school boards. School boards were able to operate their pupil transportation program with a small Heet involving very little capital or opera 162 School Transportation Sessions tional outlay, These small fleets were usually that are ucd to guide mechanics in their maintained by local garages and since most preventative maintenance program. schools had small fleets their vearly mainte nance cost would be very minor in compari son to other component parts of the school budget. Lott/ Oil Pressure can indicate dogged nfl pump, worn mam bearings, worn rings or loose lines--small leaks are not too dilTi. cult to spot, and it has been estimated that For instance one district in Ohio ten an oil leak of one drop every 30 ft. will 'ears ago had a fleet of two school buses- account for a gallon of oil m about 400 The total operational expenses for the two miles of driving. hires for an average year was $2,400. To day this district by consolidation inherited 20 additional school buses. The average operational cost ten years ago per bus was $1,200. Considering the present average op erational cost in Ohio for each individual bus at $2,100 the total operational cost for this district with 22 buses would be $46,200, not a small Item anymore for school boards '9 consider. Also, to be considered by school board i* the capital outlay needed to transport all rligibte students. Replacing 23 bu<es at one time would cost a school board approxi mately $132,000. Therefore, it is of the utmost importance, due to increasing opera tional cost and capital outlay, for a district P'oJves which do not seat properly, or do not have clearance* adjusted properly ran often be detected by sound, atid of course, can always be detected by the compression test. Cylinder Head and Block: A defective head gasket or a warped head or block will result in loss of compression- Cracks m the head or block may be indicated by water on the spark plugs or in the oil pan, and may result in !o*s of compression, water in the fuel mixture or improper lubrication Engine Mountings: Visual inspection can be made to see if they are very loose. If the mountings are not kept tight, damage can be done to the clutch and/or drive line parts to establish a safe, efficient and economical dutch: In those buses equipped with a maintenance program that will insure maxi conventional transmission, power is trans mum longevity for their school bus fleet. mitted through a clutch. Improper .vinut- t. Developing a Summer Maintenance ment, Le^ no pedal free travel, will cause a Program. slipping clutch which, of course, can i-c It is of the utmost importance for school districts to establish a maintenance program, not only for economy and efficiency but also for the safety of our students transported \ maintenance staff dedicated and responi- ble tor a safe operation is the apex of a quite expensive. Improper driving habits, such as driving with the foot on the clutch, can lead to the same result, A dragging clutch is most likely caused b> oo much pedal free travel and natural wear must be compen sated for by adjustment of pedal linkage. safe, economical, and efficient maintenance program. We in Ohio feel that during the summer months is the critical period and at this time a maintenance foundation -chooi buses needs to be established. Tranimission Noise: .S'oise which seem* to come from the transmission, may he caused by another assembly such as the axle. propeUor shaft, universal joint, or clutch. Transmission noise may also rc*ult In other words, this is the time when from the use of improper or insufficient mechanics can do a superb preventative lubrication, or from poor driving practices. maintenance analysis and have the neces- Of course, if the gears are worn or broken, *sry time to make proper repairs, tf this or the bearings on the shafts are bad, re foundation is not built strong enough during placement is required. This is expensive. . the summer months, then a maintenance problem is created for the coming school >ear. Profctlor Shafts and Universal Joints: Excessive noise or vibration can be caused by lack of lubrica.ion: also if propcilor \ In Ohio our summer issue of the Pupil shafts are not assembled with univcr*at Transportation A'eves Letter u devoted en joints in'the same plane, vibration will re tirely to maintenance. The following are mit Worn universal joint bearings or some of the helpful hints and preventative loumals or a sprung propcilor shaft will maintenance tips we call "trouble shooting" cause vibration and noise. 163 1V61 .\'iUunull Safety Congress Arles: An unusual noise is usually the first indication of improper functioning of axle driving parts. Noise* which seem to tome from the axles may be caused by the transmission or tires. If there is a con tinuous axie noise, drive the vehicle on <oft ground If the noise ceases, it has been caused by the tires and not the axle. If the noise continues on soft ground, it is caused by worn or improperly adjusted wheel bear ings. worn or improperly adjusted differentia! gears and bearings, or insufficient lubrica tion in the differentia!. If the axle noise is heard in drive only, or in coast only, this is an indication that the differential pinion and ring gear are out of adjustment or ex cessively worn. Wheels, Hubs ami Tires: I Excessive or unequal tire wear--unequal tire pressure may be responsible. Inflate all tires to the recom- mendc ! correct pressure. 2. Front wheel mis alignment will cause unequal tire wear. Check and correct 3. Bent wheels m damaged wheel bearings will cause uneven tire wear. Replace if necessary. Hard steering may be caused by under-inflated tires, steering gear in need of adjutment, or lubricant, front wheels out of alignment or wheel bearings in need of adjustment Steering System: Proper operation of the steering system is closely related to other units in the vehicle. Steering difficulties may mvoivc such factors as front axle align ment, front spring suspension, tire inflation, wheel and tire mounting, wheel bearing ad justment*. frame alignment and brake ad justment. Springs: Break of spring leaves is usually the result of overloading the vehicle or driving at excessive speeds over rough routes. The bus carries a plate giving the manufacturer's recommended gross vehicle weight. This recommendation should be fol lowed, or it this U not possible, allowances should be made when driving the vehicle. 1-oose or missing rebound dips, or loose I'-bolts can also cause spring failure. Frozen shackles, due to lack of lubrication, will also cause spring failure, and also cause springs to break. Shock Absorbers: Where furnished, arc an important part of the suspension system with the springs. They should be checked and filled or replaced when they do not -erve their function of damping out rebound. Brakes: Today's modem buses subject their brakes to terrific stresses. Therefore, it is imperative that brakes be kept in ad justment. If linings are allowed to wear too long, or if shoe contact is oot true on the face of the brake drums, wear will be far more rapid and brake drums can become egg-shaped or out-of-round. To correct this wearing is far more expensive than the routine inspection. Tightening of connections, slack adjustors and the like and refining-- should be part of your standard preventative maintenance program. Body Maintenance: During the summer all school bus bodies should be checked for rust spots, deteriorating flooring and seats, emergency door operation, replacement cf glass, body attachment to chassis frame, first aid kit, all warning devices and lights, fire extinguishers, flares, pots, etc Summer months are an ideal time for mechanics to touch up atl rust spots or re paint portions of body. Older buses should be repainted. This will add longer life tor the body, and will eliminate need to re place a school bus because of body deteriora tion. A preventative maintenance summer in spection check sheet should be available for the mechanics and all buses should be checked thoroughly during the summer, \Ve mail a check sheet to all schools early in the spring as a reminder to the maintenance staff that a preventative summer maintenance program should be a complete and thorough analysis and repair of the school bus chassis and body. II. Developing a Preventative Mainte nance Program. Preventative maintenance is the necessary apex for a successful and economical school bus operation. An efficient and effective pre ventative maintenance program is the key for dependability; in fact, it is essential that tehool bus fleets maintain a dependable service. School administrators depend upon the pupil transportation staff for an opera tion that will deliver the students to school daily and on schedule. Commercial bus fleet* are adequately main tained, not only because road failures must be kept to an irreducible minimum, but be cause preventative maintenance is the cheap est way to maintain a bus fleet Railways and airline* practice rigid preventative 164 School Transportalutm Sessions maintenance to avoid meclttnical failures .iCioniplish- The development of a proper during scheduled operation and to reduce total operating expenses. School buses must jiso be maintained properly if reliable and tow operation costs are to be achieved. Safety of bus equipment is almost wholly dependent on preventative maintenance be<,ause even the finest bus becomes unsafe if proper inspections and preventative services ,ire not provided. Preventative maintenance differs from reg ular repair or replacement maintenance in comparison, a preventative maintenance analysis or inspection is similar to an annual physical examination. Doctors evaluate and analyse the working parts of the human body to ascertain the need for a preventa ble medicinal program before the body has i serious maj..; breakdown This preventa ble program for human beings tend* tn exend the length of our life expectancy. ft is imperative to have a staff trained i proper methods and procedures for diagr.osing trouble. Just as a doctor is trained for diagnosing human sickness so should die maintenance staff be trained in diagnos,ng mechanical sickness. A superb prevent*. *ive maintenance program will extend the longevity, prevent major breakdown, and attitude by the maintenance *taff i< one of the basic goals that needs to he achieved if a good program of preratative mainte nance is to be establhhed. The maintenance staff should constantly be looking for new methods of improvement and dedicate them<elves to perfection. This is often difficult to develop ince looking for work to do and its perfection is a concept not always easily acceptable. The men who drive and service buses must fully believe that every bott and screw has a definite function to perform, and unless each is in its place, the bus Is not complete. Maintenance cannot effectively function where drivers and servicemen do not value the little things that do not immediately impair bus functions. A driver who is genu inely concerned when he knows that the slightest thing is wrong with a bus has a good maintenance attitude. He simply can not let minor ailments go without attention. A maintenance staff dedicated to an effi cient and safe program of preventative maintenance needs to have many qualifica tions, but basically they should be dedicated to the following fundamental requirements: provide a safe, efficient and economical 1. Knowledge of all parts of a school <chool bus fleet bus, and especially the correct function and Developing and administering a good pro location of each part. gram of preventative maintenance for school buses is cooperative undertaking that be gins with the top level policy-forming olfirials and runs throughout the entire organiza tion, Failure to place maintenance on a policy-forming level is a mistake that often result* in inadequate care for school buses. A good maintenance program must be planned and executed, at the level of or ganization responsible for the transportation system. III. Developing a Dedicated Maintenance Staff, Developing a basic fundamental attitude and dedication toward preventative mainte nance is one of the most difficult things to 2. A pride or satisfaction in good work manship. A good maintenance attitude can be satisfied only by doing things the right way ail the lime. This kind of attitude toward preventa tive maintenance can be developed only through long and careful training. The need for careful attention to small details and the need for exact workmanship must be emphasized by school administrators, train ing and supervisory personnel, and by every one having anything to do with school bus operations. Without this emphasis, it Ls im possible to develop a preventative mainte nance program sufficient to insure long, de pendable service, and economical operation. 165 OFFICERS OF THE SCHOOL AND COLLEGE CONFERENCE, SECTIONS AND COMMITTEES NATIONAL SAFETY COUNCIL 1961-62 Vice-President for Schools and Colleges--I.owf.il H Ki*hmc Chai'nian N > <- Aociatifin for Colleges anti Secondary Schools, University o` lllin.i*. K* Chairman of the Conference--Harold K, Jack, Ilir_ Health, Hiv-wuS F'-!rcation, Temple University, Philadelphia, Pa n v'J .* UiVf*CAeirwum far Elementary Education--Qlive lirac, F'rrx-mari > ,**tvs- , '*>re ?*e partment of Public Instruction, Pierre, S. D. t `iee-Chairman for Secondary Education--Cecil. O Sut*r\s t is- ( >-r<r ot SUitetv and Driver Instruction. Los Angeles City Board nf EduatKtt, Ij Caltt. f 'iec'ChjinHan far Higher Education--ChJiMLXS P. Yo-t, reparirnen: of Safety Eduenttinn, West Virginia Univer*it>-. Morgantown. W. Va. I'ict-Chairman for Driver Education--R, Norr*lNCCR, Course Development. North western Traffic Institute, Evanston, III. f'iVc-C/iaiVtMjn for Supervision and Sfecial ,-frear--l^wi* SntAR*, Consultant in Safety. Texas Education \ucney. Austin, Texa* Secretary--Wavjik P. Huif.s, 1 hr.. School and College Dept- National Safety Council, Chicago. III. 1961 CONGRESS PROGRAM COMMITTEE Chairman--Mvmi.a.nii K, ''tu uv, San Jme, Calif. Secretary and Staff Representative--Lawton K. Smith, National Safety Cowrit. OnIMgO. 111. Membert--William L. OtcKr-K. St. Paul. Minn.; Ivax L. Eland, Cedar Falls, Iowa; Ruth Hilcis.-*, Louisville, Ky.; Wakkek J. Huffman, Urban, IlL; Margaret L Johnson, Northbrook. 111.; John G. Lewis, Atlanta, Ga.; Bernard I. Lorr, Blooming ton. Ind.; David McMukray, Toledo, Ohio; Elizabeth Bartox. Washington. D. C.; Rev. James J. Schlaflv, Kansas City. Ma; Tom Seals, Washington, D, C; W. H. Tat*. Nashville. Tenn.; Howard O. Tkiebold, J*., University Park, Pa.; Gixjxda E Vkscoiani, Wauwatosa, Wiv; Makv May Wyman, Louisville, Ky. 1962 CONGRESS PROGRAM COMMITTEE Chairman--Hakkv M. Looce, Brookfield, III. SVrrrfury--Mr*. Hail R. Knutson, Grand Rapids, Mich. Member/-- Ralfh . Becker, Dayton, Ohio; Rkkam W. Bishop, E. I^uising, Mich.; Roacirr D. Bond. Dearborn. Mich.; Hamilton Ckoss, Chicago, IlL; A. L. Cuxxixi.ham. Gary, ImL; James E. Goetch, Cresco, Iowa; Normax Kokh, Middletown, Ohio; Hcmby Moican, Baton Rouge, La.; Orotho Quick, DefCalb, III.; Charles 5. Rusr. Hartford. Conn.; J. J. Smaltz, Manliattan. Kail; Kay E. Smith, Moline, IlL; Thcnon A Tompkins. College Park, MtL; Mask Trauflkr, Minneapolis, Minn.; Mrs. K, V. Waixalt, Cluc^u, 111,; R. C. Mlxriman, Ft, Atkinson, Wis. Staff Representative--Vivian Weldon, National Safety Council, Cliivagu, HI 106 ;%3 CONGRESS PROGRAM COMMITTEE varNM* Lnjxw C. Schwenk, Iowa State University avth M. Jess, R.N., Grand Rapids Public Schools, Mich. k .t^evis }, Kioin. Arizona State University; Cornelia MuT-Der, Flint Public Mkh.: I.sonars T. Rollins, Quincy Public Schools, 111.; Frank Uush, '** De?r ef Public Safety; Malcolm D. Whale, State Dept of Public Instruction, Uieteyas f RepeesmtaCrve--Daniel P. Webster. National Safety CounaL Chicago. IlL DRIVER EDUCATION SECTION Chairman--Forest R. ;.orrsiNR, Evanston, III. immediate Past General Chairman--Chakixs R. Lemmcl, Dover. DeL Vice-Chairman--Marlavb K. Strasser, San Jose, Calif. Secretary--Ivan Eland, Cedar Falls, Iowa Staff Representative--Lswion K Smith. National Safety Council, Chicago, IU. ELEMENTARY SCHOOL SECTION General Chairman--Ouvz Btac. Pierre. S. Dakou Immediate Past General Chairman--Leslie R- Silvervale, E. Lansing, Mich. Vice-Chairman--Ruth Higgins, Louisville, Ky, Secretary--Mary May Wyman, Louisville, Ky. Staff Representative--Vivian Wbdox, National Safety Council, Chicago, IlL HIGHER EDUCATION SECTION Senerot Chairman---Charles P. Yost, West Virginia University immediate Past Genera: Chairman-- Bernard I. Lorr, Indiana University .'wr-CAzirrnja--J . .Karon, Southern Illinois University fe-retsey--C. Frazier Damron. University of Wisconsin >;cf Frpre/entatne--Dan (EL P. Webster, National Safety Council, Chicago, IlL CAMPUS SAFETY ASSOCIATION PhMiwwi Charles W. Easley, California Institute'of Technology Immediate Past Chairman--Mauk J. Dondexo, Massachusetts Institute of Technology Viee-Chairmen--Gustave L. Sckettle*. University of Minnesota ferretary--Glenn F. Shut*, Wittenberg University Staff Representath.e--Oanul P. Webster, National Safety Council, Chicago, IlL DIVISION OF COLLEGE SAFETY EDUCATION Chairman--Ivan L. Eland, State College of Iowa Immediate Past Chairman--James F, Nihan, State University of New York FiVe-Cfurinnen--Shelby Gallun, Purdue University Secrclaryr--C. Frazier Damion, University of Wisconsin Staff Representative--Daniel P. Webster, National Safety Council, Chicago, IU. 167 DIVISION OF COLLEGE SAFETY CENTERS Chairman--Gordon H. SheehC, Michigan State University Immediate Past Chairman--Shelby Gallon. Purdue University Vise-Chairman--A.. FWJtiO, University of Illinois Secretary--James E. Aaron, Southern Illinois University Staff Representative--Da'UTL P. Wq'te*, National Safety Council. Chicago. 111. DIVISION OF RESEARCH IN SAFETY EDUCATION Chairmen--Warren J. Huftmas, University of Illinois Immediate Past Chairman--Charles PtlTR Yost. West Virginia University Vice-Chairman--Edwin B. Angie*. Los Angdc City Bd. of Education Secretary--Frank Bennett, Baltimore Public Schools Staff Representative--Dasill P. Wesster, Naticml Safety Council, Chicago. IlL SAFETY EDUCATION SUPERVISORS SECTION General Chairman--Lewis Spears, Austin, Texas Immediate Past General Chairman--DaLIBOR Kraiovic, Philadelphia, Pa. Vice-Chairman--Frank Bennett, Baltimore, Maryland Secretary--Rovaio Patterson. Detroit. Mich. Staff Representative--Ktsseru Hook. Nits' r.l Safety Council, Chicago. III. AMERICAN INDUSTRIAL ARTS ASSOCIATION-NATIONAL SAFETY COUNCIL SAFETY COMMITTEE Chairman--Edmund Crosby, College Park. Md. Staff Representative--Wayne P, Hughes. Director. School and College Department. National Safety Council. Chicago, III. AMERICAN VOCATIONAL ASSOCIATION-NATIONAL SAFETY COUNCIL SAFETY COMMITTEE Chairman--\ L. Cunningham, Gary, Ind. Staff Representative--WAvne P. Hughes, Director, School and College Department, National Safety Council. Chicago, 111. NATIONAL SCHOOL SAFETY HONOR ROLL COMMITTEE Chairman--Ruth Jewell, Raleigh, N. C Judges--Clint Dryer, Oakland. Cal.; Ruth Jewell, Raleigh. N. C; John G. Lawta, Atlanta, Ga.; Alfred t_ Papillon, Chicago, II!.; Edward Williamson, Tallahassee, Fla.; May F. Hazard, Detroit, Midi. Staff Representative--Marvelin* KoreNHAFER, National Safety Council, Chicago. 111. 168 SAFETY EDUCATION MAGAZINE ADVISORY COMMITTEE Chairman--Jons W. Htti, Texas A. & M. College System. A/rmierr--Home* D. Bronson, Chico State College, Calif.; Richard Eckert, Arlington High School, Arlington Heights, Ilk; R. W. Jones, Keokuk Iowa Community High School; Joseph M. Kaplan, Greater Los Angeles Chapter, N.S.C.; Mary B. Rapfapoht. New York State Dept of Education; Mis. Yvonne Jokes Slover, Meadowbrook Elementary School, Ft, Lauderdale, Fla.; Ivak J. Stxhman, Pennsylvania Dept, of Public Instruction; Bernard I. Lorr, Indiana University. Editor--Tuea Flauu, National Safety Council, Chicago, III STANDARD STUDENT ACCIDENT REPORTING COMMITTEE C--wum Frank Svarc, Chicago, 111. Secretary--Marie Tiaufle*, Minneapolis, Mins. Staff Representative--Vivian Weeoox, National Safety Council, Chicago, 111. 169 PLAN NOW- TO ATTEND THE 1962 NATIONAL SAFETY CONGRESS Celebrating the 50th Anniversary of the NATIONAL SAFETY COUNCIL WHEN: October through November 2. m2 WHERE: Conrad Hilton Hotel. Chicago The National Safety Congress brings together safety people from all over the country--10,000 of them! By attending the Congress you become part of the largest and most important safety meeting of the year. You meet safety men with the same safety problems and respon sibilities you yourself have. You exchange views and ideas on accident prevention, health, hygiene and Are prevention---on safety in industry, in traffic, at school, at home and on the farm. From a program of more than 400 meetings, discussions and demonstrations you select the activities that interest you most and that most closely relate to your safety work. This week-long educational program--planned and pre sented by the National Safety Council--can be your most inspiring, most thought-provoking safety* experience of 1962. See the Latest la Safety Equipment At the Greatly Expanded Congress Exhibit Halt See nearly 300 exhibits! This alone--the largest of all safety equip ment exhibitions--will make your trip to the Safety Congress worth while. The industry's leading suppliers will display their newest and best safety products for your inspection. See . . . compare . . . ask questions. There is no finer opportunity to reach well-informed buying decisions for your company. CONTENTS TRAFFIC SESSIONS Where Are We? Where Are We Going? Franklin M. Kreml 4 Whet Officials Went from Citizen Support Groups , Woo. Ben Wert 7 Federal Interest in Highway Safety Hon. Kenneth A. Roberts 8 The Interstate Highway System .Ellis L. Armstrong 12 Effects of Enforcement on Quantity and Severity of Traffic Accidents Enforcement Effects on Quantity and Severity of Accidents (Rural) Major Glenn Kissinger 18 Mojor J. M. Thorton 21 The Effects of Enforcement on the Quantity and Severity of Traffic Accidents Terrence T. Doherty 24 The Effect of Enforcement on Quantity and Severity of Traffic Accidents Edward E. Holladoy 26 The Effectiveness and Use of Scat Belts in the United States Robert A. Wolf 28 What Makes Effective Seat Belt Promotion Howard N. Schuh 36 The Public Health Service Scat Belt Program Dr. Alexander Monto 38 What Makes Effective Seat Belt Promotion? Karl M. Richards 39 Mandatory Personal Appearances in Traffic Court James A. Ravella 40 Mandatory Personal Appearance in TrafRc Court Earle W. Frost 41 Report on American Bar Association National Symposium on Correcting the Violator, and the Need for Research Thomas M. Powers 44 Is Driver License Suspension Fulfilling it* Role: Driver Licensing Viewpoint.......... Edward Scheldt 46 U Driver License Suspension Fulfilling its Role?- Citizen Viewpoint .. The Aging Driver A. E. Huber 48 E. R. Khmm 49 CONTENTS -- Continued The Aging Driver ,,, O. 0. Shipley 51 Should All Motor Vehicle Accidents Be Investigated? -- Copt. G. S. Friday 55 Should All Motor Vehicle Accidents Be Investigated? -- Affirmative ,................................ ............. Shirley Curtis 56 Should All Motot Vthicle Accidents Be Investigated? -- Negative . ................................... Major Martin M. Funcke 59 Engineering Traffic Safety in the Smaller City. Where Do We Go For Help?............................. Myron K. tingle 61 Engineering Traffic Safety in the Smaller City -- Solutions to the Problem.. , ... . Jerry P, Gilbert 63 Engineering Traffic Safety Public Acceptance and Implementing the Solution................. Bert W, Johnson 66 Illinois Justice Courts --The New Look Robert McC/ory 68 Proposed Uniform Traffic Court Rules in Ohio Paul R. Donaldson 70 Teenage Traffic Court and School What Direction Chemical Tests? (a) Legislation Joseph F. Caskey 72 Robert L, Donigan 74 (b) Enforcement .... . .James R. Barrett 78 (e) Testing Devices ........................................................ ftoiert 1. torktnsttin Chemical Tests in Driver Research. ... . William Haddan, Jr.. M.D. 82 Joint Session with Home: Traffic Safety and Driving Simulation. .....................................Slade Hulbert 88 Periodic Physical Examination for Drivers.. Charles L. Wifbar, Jr., M.D. 91 The Rational for Mouth-to-Mouth Resuscitation... .. Or. A. Y. Monto 98 Officers of the Traffic Conference, 1961-62. .. .............. 102 Other Volumes in 1961 National Safety Congress Transactions.. Back Page WHERE ARE WE? -- WHERE ARE WE GOING? By FRANKLIN M. KREML Dir.. The Transportation Center, Northwestern University. Evanston, 111. Where Are BV* The Plus Side and the Minus Side. 1. Reduction in the death rate from 16 in 1935 to 4 in 1961, (If we had continued ,tl the old rate we would today be killing over 150.000 people n year.) On the other hand, one is dismayed by the time that it takes to get acceptance of appli cation of these new operational methods and techniques. The worth of accident investiga tion and the basic methodology of carrying it forward was developed in this country in 1929, for example, but there are still many However, personal injury and property johee departments which do not apply the damage accidents continue to rise and the modem, efficient version of this technique, cost thereof continues to mount steeply. The despite the ready availability of texts, man reduction in the death rate results in part, uals and iraming schools. at least, from better handling of the in 5. Speaking of schools, training and edu jured at the scene of the accident and im cation in all areas of traffic accident pre proved medical care in our hospitals. vention is at an all-time high. Only a few 2. Ocspite the fact of congestion, which in, of course, undeniable, we are moving at better speeds than ever before almo-t everywhere. Hut, with billions of dollars invested in facilities for movement and storage, we fall substantially short of the Itigh level of potential efficiency present m these facilities, because we are unwilling to expend a greater sum--but still a very smalt percentage of the total--for adequate control, supervision, regulation and official personnel, necessary thereto. 3. There is a greater public awareness short years ago--to, at least--there was but one such school, this being the then Harvard Bureau of Street and Highway Traffic Re search, established in 1926---six students. But with the coming of the Automotive Safety Foundation on the scene, followed almost immediately by the Kemper Foundation for Traffic Safety, subsequently other substan tial casualty insurance support, and finally the Insurance Institute for Traffic Safety, many other schools sprang up, including California, New Vork University and North western University, to name but a few of the literally scores of institutions engaging of the problem than ever before, resultmg from the great attention given by the mass media, but little of what appears in the public press informs with sufficient in* structiveness to result either in better in dividual practices or in belter individual or organised citizen activity. And beyond this, we cannot help ponder whether, after two decades of killing between 30,000 and 40,000 people a year on our streets and high ways, the American people have not, by and large, come to accept this as a part of the American scene. in training and education in this field. 6 Yet, one cannot but be concerned over the superficiality of much of this training ami the relatively few people trained, meas ured against the country's need, particularly since this springs in targe part from our failure to develop a corps of teachers and instructors. 7, Research is going forward in an amount only dreamed of by my colleague and good friend. Sidney Williams, long-time director of public safety division. National Safety* Council. Some of this research, par- 4. Accident prevention operations at all licularly such as that going on at Cornell, levels, both governmental and civic, have has been most encouraging in that it has been generally improved, ranging from the made a substantia), fundamental contribution prosaic though fundamentally important to improved safety---in this case (Cornell) work of accident investigation, which now in the automobile itself. Heartening, too. is being done intelligently if not scientifically is the substantial interest, supported by quite in most American police departments, to large sums of money, of the Department more effective planning, both substantive and of Health, Education and Welfare and the administrative for dealing with the problem. National Councils of Health. | }l j ( j \ ] i 1 j Traffic Session! On the other hand, by way of a single, jwrtincnt example, the apathy of the public 'wards the adoption and use of scat belts --though their usefulness has been irre futably established by Cornell--is appalling, \nd 1 fear that at least some of the re-carch sujijmned by the National Councils of Health is more concerned with meeting academic >tumiards of research than the urgent public need. 8. More -vjrvcv. L.th public and private, i being spent than ever betorc in the cause of traffic accident prevention--even exclud ing the great multi-billion dollar highway program--and this i- important, of course; for the work cannot go forward without financial support. Hu: ,~.en jo, in relation to the sue of the problem, the amounts being spent at all levels of American life, are almost completely inadequate. Thus, to quote from Justice Clark's speech at the Traffic Institute'* Z::h Anniversary Dinner, of the SO billion <Jo;iar> pcnt annually for automotive trailsporuu n, only one billion U spent in the area of traffic accident pre vention--that is. only I/80th of our total expenditure u devoted to insuring safe operation and use. 9. A* as result of this added support, we have today more good people in the professional ranks of traffic accident pre vention than we have ever had, but they are still too few and we have failed to get our share of the bright young lawyers, sociologists, political scientists, economists and even engineers. Our profes - onals, ui the main, still come out ot the work back ground of our enforcement agencies, engi neering bureaus, motor vehicle departments, etc. It is good, of course, to have people of practical experience, but it would be even better iiad they had also a fine aca demic preparation that would help to give them the breadili of basic comprehension, the vision and the competences for the solv ing of new problems that we today continue to cope with on mainly die basis of the 'best practice in die field." l(X Coordination between tile professional sifety people and the organisations which (hey nuke up at the national, regional, state and local levels, is better, I believe, than at any point in the past. This has been brought about, particularly at the national level, by ilie efforts of the ASF and the I1HS, and by the Bureau of Public Roads, which, with their central ci.nirol of funds and an ap preciation '>f the truly important objectives, have brought about cooperation by die caretul--and in many eases stipulated--alloca tion of monies. However, individual and organisation prestige program area prerogatives, and or dinary human jealousies hate kept the field trom presenting the kind of unified, co ordinated front that makes the best use of all of our resources in dealing with (he common problem. This situation is aggra vated by the fact that some ot our pro grams at all levels, including the national are still largely, it not wholly, inadequate to the task to which they addrc< themselves. i am idealistic enough tu suppose that this can be largely overcome, particularly if, as indicated earlier, we were to get our :-hare of die bright young graduates of the country's university systrm- !n summary, vve have progressed; we con tinue to progress but not enough or nearly fast enough and in a fashion that is, in my considered professional judgment, substan tially wasteful of the resources of money and people available to us. Where Art We Going? 1. The U. S. population by 1975 will be 225 million; 60 per cent will be concentrated in our great metropolitan centers. It is estimated that we will have in operation 113,642.000 motor vehicles that year. The only comment I wish to make here is that every such estimate we have made in the past has been tow. These vehicles will not only be operating throughout the great metropolitan areas, but will, increasingly, be moving over the 41,000-mile interstate high way network which should be about com pleted by then. Other forms of personal transportation, taking advantage of developments in jet propulsion, ground effects vehicles and elec tronic control systems based upon our mis sile tracking and guidance system principles, will be emerging--may, in fact, be numerous --may result in the obsolescence of the then recently completed highway system! The- capacity of state and local govern ments, as now constituted, to cope with the problems resulting from such growth and change in personal transportation is doubt ful, and the contemplation of (he cost of 1961 National Softly Congrttt Traffic Seisiont the assumption of this responsibility by the are quick to assert the prerogatives of our federal government is horrifying. leadership, accept the responsibility of it WHAT OFFICIALS WANT FROM Thus, we are going forward with pro grams. personnel, administrative machinery and governmental structure that are not ade quate to cope effectively with our present problems into an era of larger, compounded, as fully, we shall court catastrophe in the years ahead, even as we did during the 2D's and early XTs as a result of our inability to deal with the first great growth in the uc of the automobile. CITIZENS' SUPPORT GROUPS By HON. BEN WEST Mayor of Nashville, Tenn. more complex and difficult problems than c. State, county and municipal govern ever before--with no real plans to make our programs, personnel, etc., adequate. What Do We Need to Dot 1 We need, as Sidney Williams so fre quently pointed out, to mature; to grow up to our machines, to cause them to serve ment reorganization must be wsdertaken. It is patent that present governmental organi zation below the federal level Is inadequate to the problems developing with the growth of huge metropolitan concentrations over large areas: the magatopolcis of tomorrow which are practically here. t endorse and encourage the formation uf citizens support groups for our traffic ssfety programs, I think we should en courage them, keep them informed on the .retail picture of traffic safely, and foster a closer relationship not only between each group and their local government, but also r.i good, con*micli\c criticism. Thi* criti cism, however, ought to be made directly to the official involved and rot to the news media for publicity's sake alone. Many good ideas have died in their infancy because of premature publicity and a Jack of informa tion given to rublic official* on the purposes us--not victimize us--from the automobile d. J believe that one of the constraints between the various groups themselves, ff of the program. to atomic energy. This is easily said, but not easily done, and is a responsibility of all people--not just Americans and certainly not just people engaged in the work of street and highway traffic accident pre vention. Z. We need, to make our total national traffic accident prevention program much more effective than it is now. To this end, we need: a. \s 1 said earlier, a greater share of young college-educated people with an orien tation to this field. If this means the en couragement--even support--of special fel lowships to the baccalaureate and graduate level for likely young students as a part of a program of positive recruitment, we should do this, for the held will, after all, be no better than the people. b. More substantial and long-term fund ing is needed, for we are, 1 think, still within which we in accident prevention now operate is the deep concern of every one with the all-important question of war or peace. We must, of course, be concerned; and we must be ready morally and militarily for whatever lies ahead. However, a very important part of our military and moral preparation is the con servation of American life and hands, which will be sorely needed if we pit ourselves finally against the great population masses of Russia and China. Beyond this, and in my view more important in the long run than the military consideration, is the fight for men's mtndt an tnt fundamental propositioo of the importance of the human bejng versus the importance of the state. We can contribute greatly to the winning of this--the real war--if. through our free, representative processes we deal as effectively and decisively with traffic accident preven 4 j j * ' ; ; i ; ; there is more than one, it is evident that they often work at cross-purposes with one another, although all have the same ideals. I consider those thoughts worthy of repeti tion here with, perhaps, some elaboration. The first thing an official wants from sup port groups is their cooperation, i have in ttund the type and sort of cooperation which would cause diem to clear with the proper department any project they might have in muid undertaking before actually embarking upon it I would want the degree of cooperation from them which would make them seek and then net the advice and counsel of re sponsible officials. I would encourage them to establish cri teria which would engender recommenda tions to their officials which were based on facts, not on hysteria, or selfishness, or be cause "it worked somewhere else" Along with the criticism should come posi tive suggestion* from the group designed to smeerely correct the criticized action or lack of action. Issues which are controversial need grass roots support. This could easily come from support groups if done in the right way. Community peace and harmony might be shored up and a higher degree of working relationship established if the support group laid the true facts before the official in the initial stages and afforded him an oppor tunity to evaluate the facts and determine the validity of the project. ! am confident every official would enthusiastically promote any issue which possesses a reasonable chance for success. If issue* which are not probable receive all the full attention of the support group, and the official is in the posi tion of having to oppose such mca'ure, then his and the support group's stand arc both trying to bring down the bear with an air rifle. Even more important than this, wc must develop, beginning at the level of the national organizations, a degree of operaUonaJ coordination that will insure the best use of available resources. Unless we. who tion as 1 know we can. thus dononstrating our humanity, our sanity, our capacity, as a people, to effectively govern ourselves. To do less weakens us ideologically, morally, and militarily, and may cost us our free doms, our lives, our world. ; * Next, T would want them to exercise rea weakened in the eyes of the public sonableness in the sense of advocating proj In our own organizations, yours as well ects which have a possibility of being suc as mine we should not view a new idea cessfully completed. A lot of effort, both with skepticism simply because its author public and private, go into the promotion is not a traffic safety expert An idea is of projects which Have only remote chances good, if it is good, no matter what its origin or success. This energy channeled elsewhere might be. If the idea has merit, steps should would not be wasted. be taken to develop and exploit it, even Reasonableness also would keep their ac tivities aimed at traffic safety and discon though it came from the newsboy on the corner, nected from the realm of partisan politics. I am not a traffic expert. Neither arc Reasonableness would see the elimination <n petty, personal complaints, and the ar bitrary advancement of "pet projects." most of the others actively interested in traffic safety. But wc can all be public re lations., experts in this field if we want to. What sort of support should be expected? Demographers, the population experts, predict an increase of some sixty million I do not know ot any responsible public people by 1975, which shows that the Ameri official who would not welcome the support can people have not been entirely asleep. 67 !Q6i National Safety Congress Figures submitted to my subcommittee by the Bureau o Employees* Compensation show that for 1939 we had 3,912 federal civilian employees injured in motor vehicle accidents, and 50 deaths. These employees lost 421.010 days from work as a result of these accidents, for a total direct cost to the government of $4,335,307. t have pending in the Committee on In terstate and Foreign Commerce, a bill which would do something about this. This bill, H.R. 1341, would establish safety standards for government-owned passenger-carrying motor vehicles. Extensive hearings have been held on this measure and have accumulated an impressive amount of favorable testimony from doctors, engineers, scientists, and safety experts. My bill not only would help to reduce the cost of highway accidents to the government but also would promote the building of safer automobiles for the public. Forced to meet safety standards set by the government, manufacturers would be encouraged to offer these same features as optional equipment or, perhaps, as standard equipment. Fur thermore, government approval of certain safety features no doubt would lead to wide spread public demands for the inclusion of these features on models offered the public. That is what happened in the case of seat belts. When federal agencies, led by the Public Health Service, began installing and uing seat belts, the public began to take interest. The states began to take interestState legislatures passed laws requiring seat belt attachments on new automobiles. The industry then began offering front scat at tachments on 1962 models. In our hearings on motor vehicle safety, the American Medical Association submitted a list of safety features repeatedly recom mended by physicians, researchers, and safety engineers with little success. These included seat belt anchorages, crash padding, im proved steering wheel, safety door locks, re moval of dangerous knobs, securely an chored seats, the elimination of pointed liood ornaments, and other hazardous exterior de sign features. My bill, which passed the House in 1959, has been reintroduced and is now pending before my subcommittee. Hearings have been held but some question has been raised as to which agency should set safety stand ards and we have not worked out that problem. The bill was bitterly opposed on the floor of the House on the grounds that it would increase the cost of automobiles bought by the government. Even if it did. I say the increased cost would be justified. But cut ting down on deaths and injuries will save money, even if we could measure the worth of human life in dollars. Furthermore, many or all of these essen tial safety features could be paid for by eliminating chrome and frills which serve no useful purpose. But. you will note that some of these recommendations such as eliminating hazardous knobs and gadgets, would cut costs. So economy cannot be the whole reason. There seems to be pride of authorship factor working here which makes any suggestion from a mere Congressman offensive to a professional designer of au tomobiles. Be that as it may, the federal government has a responsibility to its civilian employees and military personnel to provide them with the safest passenger vehicles possible. There is no question of states' rights here. It is just a question of saving human lives and reducing expenses for disability pensions and death benefits. At the same time, by putting safer cars on the market we will be making a real contribution to safety. Earlier, I mentioned the growing demands from the public that the federal government do more to promote highway safety. Pres sure increases each year for more drastic remedies to meet this problem. Now, I am not one who believes that pass ing a law is the ideal way to solve any or all of our problems. As a nation, we abhor regulations, and rightly so--especially regulation at long range from Washington. We like to see things which must be done accomplished vol untarily. But the fact that we have food and drug laws is proof that things, even es sential things, cannot always be done volun tarily. The fact that we have federal regu lation of aviation is proof that business,, even big business, cannot always regulate itself. Traditionally, we have relied on the states to set safety standards for passenger auto mobiles. 10 . j .j j { |\ i Traffic Sessions The states could force the industry to build safer vehicles and to provide the mini mum safety features our doctors think arc essential. This was suggested in a report to Congress in 1939 hy the Department of Commerce. That report said: "There are residues of weakness in automotive design and function, however, to which manufacturers and public officers alike need to give further attention.'* Now, this is the Department ot Commerce peaking and Lewis L, Strauss, the Secre tary who submitted the report, cannot be accused of being a wildeyed visionary or an enemy of business. Continuing, the report had this to say; "Many states require certification through their motor \ehtcle departments that these standards have been met. An expansion of such standards, and a more widespread use of the certification process by the states, would lead to quicker adoption ot desirable vehicle safety features." A very good example of where the states could and should tighten up laws to protect the public is found in Uie situation facing a motorist who wants to buy some automobile brake fluid. Last year, when Chrysler found that 2S per cent of the brake fluid sold in the De troit area was substandard, I checked up and was surprised to learn that although 27 states and the District of Columbia had regulations covering the sale of brake fluid, in only about ten instances were the regula tions really effective. Now, an ordinary motorist just has no way of knowing when he has been sold sub standard brake fluid and may not find out until his brakes fail at some crucial mo ment l understand that some of the states have tightened up their laws since i introduced my bill to establish federal standards tor brake fluid but if the situation is not a whole lot better when Congress convenes again in January', I am going to press for early action on my bilL In another area, die federal government may be forced to take action. That is in trying to curb the smug menace. More than a year ago my subcommittee held a hearing on methods of controlling so-called blow-by gases, which we are told account for 40 per cent of the smog-pro ducing fumes caused by automobiles. An inexpensive device for piping these unburned gases back into the engine will eliminate these blow-by fumes. Secretary Flemming, head of the Department of Health, Education, and Welfare, in the last administration, recommended the voluntary installation of these devices as standard v impotent. The present secretary has joined m that recommendation. Federal legislation may t,e necessary to force the installation of this device. We will have to wait and see. But air pollution is one of our major health problems and the public is demanding action. I have introduced a bill to require that drivers in interstate commerce hold permits from states which have permit laws substan tially in conformance with the Uniform Code. Perhaps this should be amended to require physical examinations. I understand that Pennsylvania now is the only state which has a physical examination require ment stringent enough to weed out all those unfit to drive. I would go further than forcing the states to meet the minimum requirements of the Code regarding permits. We might even amend the law to cut off federal highway funds to states which do not adopt the uniform code. I think we will all agree that most oi the states are tagging in setting minimum requirements for drivers. Serious violations, such as driving while drunk, are being winked at Potential killers are being left on the highways. There is too much ticketfixing. In some of the states driver licensing laws are little more than revenue measures. Permits are renewed by mail on payment of a fee. Persons retired for physical disabili ties are permitted to drive without physical examinations. The federal government has not hesitated to require strict physical examinations for all airplane pilots. Why should we hesitate to require the same high standards for mo tor vehicle operators? It is a well-known fact that there are 75 million drivers of trucks and automobiles who constantly move over Uncle Sam's highways. Yet, our high ways arc literally filled wiih drivers who are color blind, partially blind, drug addict*, alcoholics and people subject to black-outs. 11 7W`l National Safety Congress IVrMiiis with ini'iilitl m'iv-. and ph>M- .iWn'lc which -IimiM < 1 iiiuitil\ them t rt^n <>|>cratiiiK far* drive mi Inah-*jccd itt- 1er>ntc highways. There is a great difference in dear old' Uncle Zeke who drives from the (arm to the country store in a smalt rural community ,.n*J the fame man driving on U.S. Highway Number l from Washington to New York. While 1 have been an advocate of the contraction of safer automobiles and still am convinced that industry' can do a better job, 1 m perfectly willing to admit that one cause of our heavy accident toll is that operating the modern automobile calls for better physical and mental equipment than many states require. i ant constantly amazed at the tenacity with which many people fight to keep their driver* licenses as if driving were a God* riven, heaven-endowed, or contractual right. To drive is a privilege, not a right. Fvuplc who would not dream of harming a neighbor by fo-tcring a niii-anee which endangers public health, think nMhing "l loading a car with the grandchildren and children of a ncighlxjr even though they may require a magnifying glass to read a newspaper. ff the states cannot or will not do some thing about these potential killers, it is time tor the federal government to take action. I have not covered alt of the areas in which my subcommittee has taken an in terest but 1 have tried to hit the high points and give you an indication of the way thing* are going In Washington, Your comment* and suggestions will be deeply appreciated by all members of the Subcommittee .n Health and Safety, which has the respoeribility of developing and considering plan* and programs. We welcome the counsel and advice of all those interested in thi problem of highway safety. THE INTERSTATE HIGHWAY SYSTEM By ELLIS L, ARMSTRONG Pres., Better Highways Information Foundation, Washington, D. C. Perhaps our present most challenging problem in safety is that connected with highway traffic. The nearly 40,000 people killed and one and one-halt to two million injured each year in accidents on our high ways, with economic losses now totaling seven pillion dollars a year or more, em phatically demonstrate the magnitude of this problem. While we are making progress in reduc ing the accident rate, the continually in creasing number of car-, on our high ways and the increasing miles of travel justify intensifying all efforts to reduce this great loss to our society. All three E't of making highway travel safer--en gineering, education and enforcement--must each receive increasing attention. We must not become hardened into accepting death -it the highways as death by natural causes. < )ver a couple of holiday weekends each vear we do get quile concerned over the terrible rising score of deaths as the week end draws to a close--a* this ghastly ris ing number is itourly drawn to our attention by the news media. We don't al ways appreciate tliat this score is not much different from that which wc chalk up day after day, week after week, every month ut die year. On an average, over 100 people ;ire killed every day on our highways. Education and enforcement apply to the important dement of the problem, which ts people, and the way they act and react. Engineering applies primarily to the other two elements, the vehicle and the road. And progress is being made in engineering vehicles and roads for greater safely. No doubt, this progress also has a good effect on the driver's attitude and actions. 1 was interested in a statement made in a recent report on highway construction in Italy Mid mi their accident problems; "In W) |N?r trill of the ea\ex casualties can 12 TV.iltie -SV<f|. Iff lc'traced back to violations of traffic regu lations and carelessness; however, it is known this type of behavior U seldom observed with an efficient road system." The three dementi of the problem, and the three E's of the solution are extensively interrelated. Our modem highways incorporate numer ous features which improve the safety of travel on our roads. One of the big prob lems U catching up with the needs. We now have an accelerated highway improve ment program underway and nrc beginning to make progress, but we siill have a long way to go. One of the nv,t important larts of our present program is the Na tional System of Interstate ami Defense Highways. The 41,000-milc Intcr-Utc ts actually the backbone of our entire nationwide highway system, ft is the basic network of con trolled access, high capacity highway's, with no grade intersection*, generally divided roadways, and entrances or exists only at carefully controlled and engineered access points, ft is a single purpose system, de signed for the free tlow of high volumes of through traffic with maximum safety. It is being designed and constructed to meet liic traffic needs ut 19/5, Traditionally, roadways have provided ac cess and service to abutting land, and have served as parking areas, as well as provid ing for traffic movement With increasing traffic volumes and speeds, new* concepts were forced to meet the needs. The treeway concept, which the Interstate reflects, received its first big tryout with the Rcdautobahnen in Germany, on which construc tion began in 1933. Its prime function was to provide fast, uninterrupted movement of military traffic The principle had been es tablished by the Autostrada toll roads in Italy built a tew years earlier. Nationwide investigation nas ordered by Congress in the Federal Aid Highway Act of 1938, . . with respect to the feasi bility of building, and the cost of, super highways not exceeding three in number, running in a general direction from the eastern to the western portion of the United States, and not exceeding three in number, running in a genera/ direction from the northern to the .-MUhvm (lortiuii of the United States. . There it.* doubt wen* differences of opinion as to just what con stituted a "superhighway" but the Bureau of Public Roads m preparing the *mdy med standards very similar to those now being applied to the Interstate System. This study was the first complete assembly oi data cm the use being made of our na tional highwaj network and emphasized the need for a special system of direct inter regional highways, with all necessary con nections through and around cities, A num ber of other extensive studies followed, along with lengthy t'ongrcsrinnal hearing*, and finally culminated in the Federal-Aid Highway Act of 1956 which launched our present accelerated J5-year highway con struction program, including the National Interstate System designed to catch up with present-day needs. The Interstate is a logical development of our automobile age. The concept of acec control is the first significant change in es sential characteristics of road layout since the days of the Romans, ft provides for our present-day needs for artenes carrytng large-volume, high-speed traffic safely and efficiently and insures against obsolescence- Need for Interstate System The mobility of a population is a basic criterion of the growth, development and economic well-being of the citizenry. The freedom of movement in our modern-day America is unique, and has come about because of our rubber-ured automobile and our highways, and has actually created our present way of life. Early m America's history, the main arteries for movement of people and goods were the waterways. In fact, cur first President had a 'grand plan* for a great interslate system of canals, and canal building was the first big public works construction program of die nation. During the first half of the nineteenth century", construction of roads and trails progressed, but the growth was short-lived with the coming of the railroads, which took over most long distance movements of peo ple and goods. Great economic growth anti development followed the railroads. The rail* road construction era was one of the great epics of America. However, by 1900 travel for the average citizen .was still unusual. One writer com mented concerning the low e.xcursiun rule* coming into tuyue for <-pcci.il railroad ur steamboat trips and stated tlm even travel was becoming possible for die common man. 13 1961 National Safety Congress This was only ftO years a^o and is quite a contrast from the present average citizen who travels 10.000 miles per year in Ins automobile. The invention of the selfpostered, li'T'c less carriage in 1893, followed by the development of mass-production methods, re sulted in an ever-incrcasing number of auto mobiles on America's highways. This, in turn, brought about the development of our highway network; during the 1920's and the 1930`s great progress was made in high way construction and betterment. However, most of these roads were built for lowvolume. low speed traffic. Following World War II the accelerating number of automobiles on our highways aggravated the highway neglect during the war and resulted in highway improvements getting further and further behind the needs. Highways and city and town streets were not designed for the traffic which med to use them, and traffic accidents increased their deadly toil. The potential of the motor vehicle was limited ami in some urban areas severely curtailed by congestion. Road widening was accomplished and by pass routes were constructed, but generally to meet existing emergencies, and usually became overloaded when the ribbons were cut. Without access control, good b)pas< highways deteriorated to city streets as businesses moved out and set up along the roads. Many were, and still are, pessimistic about being able to provide for the highway needs of the present age. However, the Individual freedom of move ment and of choice provided by our auto mobiles and highways, the widening of op portunity for employment, <oct.il contacts, better living environment, recreational and all aspects of modern life is something we like and is basic and we must realistically accept that it is here to stay. Transporta tion is consumed in production; the relation ship between highway travel and the values of the total goods and services we produce each year is quite constant; 1.4 miles of travel for each dollar of good< and serv ices. We now have over 73 million motor vehicles on our roads and we expect that in 1975 this will increase to about 115 mil lion. Traffic is the very lifeblood of our en tire economy; and this is particularly true 14 of our cities. The requirement is for a varied, unimpeded flow of cars from area to area and from function to function. And it is this need that the Interstate meets, as ihe basic high-capacitv, free-flowing part of the overall highway system. To be most effective, a well integrated, balanced svstem of feeder and service streets and highways is required, along with the necessary freeways to supplement the In terstate, to make up the enure highway system. And m some of our more densely po, >atrd urban areas, the highway system requires supplemental rapid transit facilities to satisfy the transportation needs. f`iirf.'se of the Interstate System Federal law concerning the Interstate Sys tem provides that; It Is hereby declared to be la the national Interest to accelerate the coavtrucuoa of the federal-aid highway ayaleaa. Including the National System of Interstate and Defense Highways since many of such highways, or portions thereof, ore la fact Inadequate to meet the needs ot local and Interstate com merce. for the nauonai and dm defense. It is hereby declared that the prompt and early completion of the National System of Interetale and Defense Highways, so named because of Us primary Importance to the na tional defense and hereafter reterred to as the Interstate Svstem' ta essential to the Ra tional interest and Is one of the most im portant objectives of this Act, . . , Insofar as possible In consonance with thiJ objective, existing highways located on an interstate route shall be used to the extent that such use Is practicable, suitable and feasible. It being the Intent that local needs, to the ex tent practicable, suitable and feasible, shall be given equal consideration with the needs of Interstats commerce. . . The Interstate System shall be desig nated within the United States. Including the District of Columbia, and it shall not exceed forty-one thousand miles la total extent. U shall be so located as to connect by routes, ns direct as practicable, the principal metro politan areas, cities, end industrial centers, to serve the national defense and. to the greatest extent possible, to connect at suit able border points with routes of continental importance in the Dominion of Canada and the Republic of Mexico. **, . . The geometric and construction stand ards to be adopted for the Interstate System shall be those approved by the Secretary in cooperation with the State highway depart ments Such standards shall be adequate to accommodate the types and volumes of traffle forecast for the year UTS."' The geometric and c^nstructi-m standards adopted by the varsou< Mate* and approved by the Secretary of Commerce state that , . The highways ot this system must be designed in keeping with their importance Traffic Sessions as the backbone of the Nation's highway > stems . . . they must be designed with control of access to insure rhor safety, permanence, and utility and with flexibility to provide for possible future expan sion. . . . All known features of safety d utility shall be incorporated in each design to result in a . system . wlcch will be a credit to the Nation.*** Minimum stand.irds are outlined with the statement that tt is expected that designs will generally be made to values as high as are commen surate with conditions. Thus, by taw, the presou 41,000 mile system is a high quality, high capacity tree**y network providing for efficient, safe, smooth-flowing traffic. It will compose l_2 per cent of the total highway mileage but ts expected to carry in 1973 over 3) per cent of the total traffic. Of the total mile age, 6,700 miles have been designated in urban areas. This urban mirage when com pleted will earn' about ene-half die traffic on the Interstate, and according to present estimates will involve 43 per cent of the total cost The Interstate incorporates 2,274 miles of toll roads and bridges as a part of the system. To supplement the Interstate Sys tem, additional freeways have been built and more are in the planning and construc tion stage. The general practice today is to design and construct new highway fa cilities to meet the traffic demands and the freeway is the answer where heavy traffic needs exist California, for example, has a 20-year plan for about 10,000 miles of freeway* in addition to the State's 2,100mile Interstate System, to meet the needs ot the increasing traffic ahead. Cost of the Interstate System The estimate of I960 of the Interstate shows aa average cost for the 41,000-mile system of about one million dollars per mile, the same as the 1957 estimate. This breaks down to approximately four million dollars per mite for the urban sections and 680,000 dollars per mile in the rural sections. Right-of-way costs average about 15 per cent, being six per cent in rural areas and 25 per cent u> urban areas. The real measure oi costs, however, is the cost per unit of service, the vehicle mile, that the facilities provide. A detailed analysis of the cost of ownership of the Interstate System, compared to other federalaid highways was recently made by the Bureau ot Public Roads These casts us- dude capitalization of the construction costs including right-of-way. and the costs of maintenance, operation and administration. The study shows that the unit cost of service provided by the Interstate System is approximately 0.4 cent and is the same for both rural and urban as compared to about 0 7 cent on the remainder of the federal-aid primary' system and three times as much on the federal-aid secondary sys tem-approximately \2 centsi While the cost per mile of Interstate is high, it is by far the most economical way to provide for motor vehicle traffic when sufficient travel demand exists. Because of the national importance of the Interstate System, the federal-aid match ing ratio is 90 per cent federal funds and 10 per cent state funds, as compared to the normal 50-50 matching federal-aid ratio. The federal funds came from the special high way trust fond built up by Federal taxes on gasoline, rubber and trucks. Present legislation provides sufficient revenues for the trust fund to complete the Interstate by 1972. Soz-ings on the Interstate System A targe number of studies have been made of the savings in cost to the motorist of using the Interstate System. Wilbur Smith and Associates* analyzed the various studies made and arrived at the values shows in Table l as recommended values to use in evaluating cost cavings. These are broken down into vehicle operating costs, accident colts, and time savings, and are the direct savings to the motorists. I am in general agreement with these estimates. Two specific examples of interstate sav ings. although there are a host of others, are the Schuylkill Expressway m Philadelpliia and the Los Angeles freeways. De tailed studies of the Schuylkill Expressway* show motorists are saving IS million dol lars a year in direct commuting costs. These savings alone will repay the construction costs of this expensive new facility in three tears- The original 40 miles of freeways in Los Angeles completed by 1953 cost 130 million dollars. Studies by the Southern California Automobile Club show* that in the seven-year period since then, the direct IS I'Mt A'ational Safety Congests ravings of molorin- eo-ts have been twicc tinI amount It should he empliasizcd that these sav ing* are the direct sating* to the motorist- In addition, such items as the saving of human lives and reduction in human suffering from accident reduction, the crealion of new opportunities for growth and development, the rejuvenating effect on ex isting areas, the increase in (and values, the overall upgrading of the economy as a whole, ihe triggering of new investment and con struction, the easier access to cultural func tions, schools and recreation facilities, the relief from driving tension and the joy ,iim1 pleasure of motoring on an adequate highway facility are all extra dividends- TABLX I Estimated Interstate Cost Savings ItmmomdiW /"rv Cost Savings in Ctr**" Arvos' ttgm Cents per Vehicle Wife* JK4 1S7S.J990 Operating Coats .................. 0-97 Arrltfenttost* .. ........... 0,7 1.1T Lot* Sub-Total.................... Time Savings tor Commercial and Passenger Vehicles* - l.W _ TST 2.13 ,,_ LS2* TOTAL. ................................... Tis Sim KscvmtnetuM FfS\osv Cost Savings in Aural Areas' Item Cents per Vehicle Hite' tH 1975-1990 Operating Cost*.................. 0.00 Accident cost* .................. 0.72 0 00 100 Sub-Total ........... 0.73 Time Savings tor Commercial and ^. Passenger Vehicles........ oil'* 100 __ 0W TOTAL.......... ......................... 1.70 1 e Wilbur Smith and Associate! __........... _ tFreebmruaarnya. lynswtsi ot unoui eut studies. On basts or 15 per cent commercial venicies . Adjusted to reflect 15 per cent Increase in operating costs 1950-19(5 , ot or assumed I960 accident cost of 0.90 cents per vehicle mile , Average savings 1975-1990 Tim* savings for commercial and passen ger vehicles prorated to all traffic and then totaled . On basis mil vehicles save 1 0 minute per mile On bssls all vehicles save 10 minute per mile . On basis of 3Q per cent commercial ve- hides In rural traffic On basis ail vehicles save l> '13 minutes per mile Safety and the Interstate System The interstate reduce* accidents by re ducing and eliminating oeiffict areas and minimizing decision* tlut mut be made by the motorise Record* i date indicate the accident rate i* reduced to one third nr less of the average of all road* and the death rate is reduced to at least one-half of the average. Total savings of lives by completion ol the Interstate akwve las been estimated to save at least 4,000 Jive* per year,* and more recent studies have in creased this estimate to as high as 9.000 lives per year.* The phy-tCHl separation ot l^n** tor travel in opposite directions, winch is standard for must of the Interstate, minimise* the possi bility of head-on collisions, usually the most were type of highway accident. The modem design provides not only for broad medians between opposing lanes but, where possible, for the two separate roadways to follow different centerlines. They are placed on different sides of a hill or a stream, at different levels on a slope, and with sepa rately varying curvatures to avoid tong stretches of straight highway with constant medians. This lluwmg design ha* produced some beautiful highwu> that are a joy to ride upon. They promote alertness and lend in terest; the driver stn> awake, enjoys his trip, and travels safely. Control of access *m the Interstate elimi nates side-traffic friction, which causes many accidents. You may have in jour area a "death mile" of "bloody boulevard," where a heavily traveled highway probably "mod ernized'' to four lanes 10 years or to ago is continuously lined with roadside busi nesses with their accompanying driveways, pull-offs and parking areas, such that the traffic weaves tn and out to suit each driver's whim. The providing for entrances and exits only at planned, safe access locations pro tects both the through traveler and the tocal driver. Grade separations to eliminate cross-traf fic problems ts an accident-reducing feature. Provisions for accelerations and decelera tions outside the regular lanes of traffic, and adequate weaving areas, minimize conflictSThe grades and curves used provide for maximum iravel speed without hindrance from these factors. The 12-foot width of lb Tr-ii'ie Sessions lane ts a feature that provides for increas ing carrying capacity as well as increased comfort and safety. Signing on the Interstate is an important feature that receives careful attention. The design of signing is an important part of the initial overall study. The most elaborate layout will be a failure if die motorist doesn't know what to do, and it becomes a death trap if be stops to find out The Interstate incorporates the best ami safest features of design derived from long experience and research. As sections of the system art completed, they are under con stant surveillance for improvements. A na tionwide analysis ot the sections of Inter state in operation was made about a year igo by a select group of Highwa; Engi neers with general high praise tor the stand ards being used and the resulting *fe*y of traffic movement. Savings from accident reduction alone, m many instances are enough to |a> for the construction of the Interstate, While C om missioner of Public Roads I had an ex tensive analysis made of the Interstate in eight western stales. The estimated cost of building the multi-lane Interstate was compared with the cost of maintaining the mileage in its present conventional form. The difference in cost in providing the separated lanes was nearly equaled by the saving in accidents by 1975. Stains of the Interstate System At present over 11,000 miles of the 41,000* milc system are open to traffic, and oonslruetioo is underway on about 5,000 addi tional miles. Motorists will be able to travel on approximately 5,000 miles oi new in terstate per year for the next ten years on the basis of the present schedule. The effect oi the Interstate is going to be increasingly evident as longer stretches of this modern facility come into operation. The general approach has been to build first in those areas where needs are great est, and this is now beginning to pay good dividends in relieving congestion in some areas. One big problem in urban areas is that as yet no major urban area has the full system completed. As segments are opened for traffic, motorists are drawn from quite a distance in all directions, and as a re- -nit the lion mas caciloaded, with resulting enticrim that new highways can't rolvc the problems. As the full system is completed, ami it operates as a system along with the required improvements of the other streets, it is believed such criticisms will disappear. On the basis of present legislation it is expected that the Interstate will be com pleted by 1972 or 107J, This completion late will be insured bv continuing under standing by (he general public of the needs and benefits of the system,- For a public works program of this magnitude requires strong support, which this understanding will generate, tor it to proceed on schedule *o it* completion date. One of (hose areas of difficulty in keep ing a program of this size underway is proper perspective. Cven with the present program of improvement we arc only spend ing 12 cents uf our highway transportation dollar on our highway*, a* compared with 14 to 15 cents from 19*0 to World War l|. Future Problems Oi course, the Interstate System won't solve alt tiie problems of traffic or of high way accident*, it i* only * part of (lie over all system of highways, even though a very important part, and the enure highway Jjsrem must be made adequate for the traffic cacti segment carries, if we are to obtain a truly effective safe-operating sys tem. While the Interstate will carry Urge volumes of traffic, that will be still over ~5 per cent of the total traffic on other highways and streets. The 1956 Vet envisioned keeping the other highway on-miction in phase with the In terstate conqruction. This needs to be un derstood, appreciated and pushed. So far progress has been generally good. While die Interstate is designed for 1975 traffic it won't become obsolete when that date is reached. With control of access the inti carrying capacity of the system will be preserved. Generally right-of-way provides tor es|Kiit>ion when additional needs de velop. Further the major portion of the system will not reach its maximum carrying capacity for many years beyond 1975. Yccds in other areas not in the vicinity uf die Interstate routes will require ad ditional mile* m` freeway* of Interstate 17 !'-Ki Sattpmal Safety Conprrtt design *QLadArtJv It t< estimated that traffic needs us urban are-*' by 1080 wilt require 5,000 to 6.000 mile* of tretway* in addi- lion to the 6,700 miles provided by the Interstate. From the standpoint of safety, driving on the interstate will require special at* tendon. It is a high-speed facility and alert* ness must match speed. Hypnotic effects of high speed, steady driving needs special attention. Rear*end collisions and single ear accidents by driving oil the roadway are the principal accidents on the freeways. However, it appears that as drivers be come acquainted with freeway driving, ac cidents decrease still further and some of our toll roads base chalked up amazing records for accident-free driving, 1 think we're making progress on this problem ot highway accidents. However, we need to continually, realistically, face up to the problems, carefully evaluate vari ous solutions, and carry out a program that can be accomplished. The improvement of all our highways adequate for the traffic they carry, will go a long \va\ s towards saving of accidents, lives and suffering. 1. TUI* 23, United Stales Code--Highway*. Z Geometric Design Standards tor the S'a- lionet System of latentate and Defense Highways, adopted July 12. 195* By the Americas Association ot State Highway Roads, . "Future Highways and Urban Growth." WUbur Smith and Associates. February. 19*1. ''Urban expressway Earning* on Portions of the Schuylkill Expressway--Pennsyl vania," Evaa H. Gardner. Pennsylvania Department of Highways. I960. "The Federal Role in Highway Safety.** House Doc. No, 93, March. 195*. EFFECTS OF ENFORCEMENT ON 9UANTITT AND SEVERITY OF TRAFFIC ACCIDENTS Br MAJOR GLENN KISSINGER Asst. Dir., Enforcement Div., Motor Vehicle Dept Wisconsin State Patrol, Madison. Wis. I hope that none of you here today came to this meeting hoping to hear me make this emphatic statement: "Yes, traffic law enforcement definitely does reduce the quan tity and severity of rafftc accidents," and then provide unchallengeable facts and fig ures to support my claim. You would be disappointed, for 1 do not have the con clusive statistics you are looking for. But 1 will make this statement: "Traffic taw enforcement reduces the quantity and severity of traffic accidents." and I will sup port my argument with logic uad available statistics from my own state of Wisconsin. To my knowledge, there lias been very tittle research on the relationship between enforcement and accidents. The reason for this, I'm sure, lies in the very magnitude of the problem. There are so many vanabtes to measure, that to do a thorough and con clusive job would require resources not available to most agencies. ft is easy enough to keep severity records on sections of highways in a police agency's jurisdiction. The Wisconsin State Patrol keeps such ratings based on accident reports filed by drivers involved. And it*s easyenough to segregate those sections of high way where enforcement is concentrated, in order to compare the severity ratings on those roads with the severity ratings of roads where enforcement activity is sporadic or nonexistent But severity ratings do not take into con sideration such factors as changes in the character of the highway, the elimination or creation of particularly troublesome inter sections. They do not take into considera tion shifting traffic patterns caused, for example, by construction of freeways or ex pressways. They do not take into considera tion changes in the court system, with a lenient local judge being replaced by one who hands out stifl sentenees to convicted traffic violators. 18 Traffic Stufont What constitutes a personal injury acci dent may be subject to variation. Seme may oetd year of effort indicating a possible cu mulative effect. define it as one which require* physician's treatment of one or more drivers or pas J. Property damage accidents do not sengers, Others would call a scratched finger a personal injury. Severity ratings do not take this variable factor into ac count. show as consistent reductions as fatal and personal injury accidents. This may be at tributed to the fact that property damage accidents are more susceptible to changes in The quality of enforcement is another variable factor, even more difficult to meas the completeness with which they are re ported. ure. The mere fact that a patrol officer is 4. Substantial increase* in the ntunovt assigned to a piece of highway for eight patrol units assigned to a given stretch of hours a Any does not mean the section of highway does not cause an appreciable pro roadway is rrceiving proper enforcement ef portion of motorists to change their travel fort. How he operates in his sector while habits even though there is an alternative 1 on duty--whether he spends mo much time route avutable. I t . in the coffee shoj^-will influence the effect of enforcement. This i* almost impossible to measure, since in the best of organizations it i* bound to vary from supervisor to su pervisor, and from m.m to man. The Wisconsin State Patrol, as it exists with 250 uniformed officers today, has been actively engaged in rural traffic law enforce ment for about six years. During that time we have devoted our efforts toward accident The only research r.n the ut>ject with reduction by employing the principles of j which l am familiar was done in 1657 by selective enforcement whenever practicable. Mr. Robert P. Shumate, then of N'orth- \Ve have concentrated our forces where and ' \ western University Traffic Infitute and now of Indiana University. Department of Police when the accidents, ratal and personal in jury, have been occurring. We are satisfied J \dministration. This research project wa* that over-all pr-enr: cf concentrated carried out with the eor-p*ration of the Wi- enforcement h.t* fwen -ucee**:ul m reducing , cwtsin State Patrol and Pe Bureau of the number *! e\e*e a--c>d*rt* 'r high | Public Road*, andis ido-ti-ed a* Revareh ways patrolled. j Project R13. ] In this project Mr St-ur-v'e -'i-pwred What indicate ns have `hat 'tur pro- i ! traffic accident severity four *-- rr-.rtes in Wisconsin before and after the a.tgn ment of Wisconsin State Patrol oarers to gram U suecevdirg' * mraicer ntu- tics. Last year there *** ^eeKimso on state and fcdcra. -v*` ** wader line patrol by the Wi*ct.e.vir. ''ate FsrrrH. i : j t the routes on a line mtrol basis. The routes were 26, 52, 104 and 2CK mile* W-g, and included both two ,wt fi-ur-lane highways. Intenmy of enfr.r.-~e?it was measured not by the number ot o^ievr--contacts nude, but by the number 'f thre* a motorist should have seen a oving 'topped patrol car, eonspicur-jsly -narked ?-"rr*e pertinent conclusions frown thi* tadv include: those same reads ia vn* -HI which were under line pair* 1 *? 't-e ntne *nd ne not, there were 11-4 tatui Thar** * redaction of xm* 25 rT -me I wot K*f same period of turn-. -`aox arrsdean -m ah other sate and fritn! htefimys v Wv* i:otism increased by - 3 per erne Y*x* may argue that thee Seur-t jfr nee croctnsrrv. Perhaps they are s*'t, but they give as Mint i l. The addition er patrl units to a given indication of what i- taking place tm the j stretch of highwayred-tee* the frequency of highways placed under line patrol- { fatal and pcrre-nal injury accident* up to ! the point where the quantity of patrol emits I am a traffic police adnumsirator, not a reaches a rati*1- *- me unit for each 13 researcher. I outlined earlier some of the i miles of highway VWn a ratio of oee enforcement unit t-. 2A mite* of highway is reasens why I believe there has been Srtlc scientific study of the effect of enforcement , reached the frequency of accident occur- on the -quantity and severity of aocidatts. j rence show* no significant change But I submit that any sound research that would be done oo the subject would only ' ' A 2, Reductions in frequency of accidents tend to be more pronounced during the see- underline what tbe bulk of traffic safety authorities have believed for years--that *- 19 }>,t ,V>iliMtil S-ifciy i'lnitjrc-'-' forcement dots indeed have a significant cl feet in reducing accidents. Statistics show us that onlv an jnsignifieant percentage of traffic accident* are caused by vehicle or roed defect*. The great majority is caused by human error, in short, violations, either unintentional or wilful, of the basic rules of the road. ,\ll states have traffic laws to cover vir tually every conceivable driving `itnation. Can an>one challenge the asertion that if everyone obeyed every traffic law there would be few accidents, except, perhaps, those few caused by road or mechanical de fects? I don't believe they can. Once we have established that traffic taw violation* cause accidents, isn't it safe to assume that by reducing the number of vtolalions we will reduce the number of acci dents? If there are fewer violations there wilt he le*s potential for accidents to hap pen. Hence, there should be fewer accidents. The neat logical question would be: "Does enforcement reduce the number of viola tions, thereby reducing the number of acci dents ?*' For most driver*, there i* probably no need for enforcement. They probably obey traffic laws because they realise their sig nificance. They know that law* are written for the protection of everyone who uses the highways. Some drivers, though, have to see a squad rar or know that a potieeman is or might he in the area before they behave. They are legal as Jong as they suspect they are being watched. Here enforcement is affecting their driving manner and is preventing the accident-causing violation*. Other drivers have to be arrested once or twice, pay the fine and realize they are just a few points from losing their licenses be fore they drive safely. Or, they may be iu no fear of losing their licenses, hut they may not be able to afford a fine. They may fear the publicity ie*ulting from a traffic conviction. Whatever their motives, they still obey the traffic laws, not because they realize their importance, but because they shun the legal and social consequences of conviction. Nevertheless they still obey the l.iw and do not endanger ihcm*clvc r alters by improper driving behavior. Fiiudlv, there is a small number ot drivers uho wilfully and wantonly disobey the law constantly. Take the chronic reckless driver; for example, the one who speeds down resi dential streets at 40 or 50 miles an hour, or down winding country roads at SO and 90 mites an hour. I* he going to do this once nr twice and then stop, forever after to drive safely and courteously? t doubt it very much. He's going to keep it up until one of three things happen*: He kills him self, he kills someone else, or he t* ar rested enough times to ln*c hi* driving priv ileges. The hope of enforcement i that we ran get to him soon enouslt. *o that tie stops driving before the accident happen* Then we have reduced the quantity of acci dents by at least one. J think, then, there should be little doubt that enforcement reduces the number of aeeidents. There is less reason to believe, hots ever, that-enforcement reduces the severity of accidents except m this respect--granted that there is a fairly constant ratio between fatal, personal injury and property damage accidents, any reduction in the total number of accidents is bound to bring a reduction in the number of fatal and personal injury accidents. Mr. Shumate in his study noted that prop- erty damage accidents do not show as con sistent reductions as fatal and personal injury accidents. If this is true, then en forcement is reducing the severity. How ever. Mr. Shumate pointed out that this may be attributed to the fact that property damage accidents are more susceptible to changes in the completeness with which they arc reported. In the short time allotted me. I have told you why I believe enforcement reduce* tltc severity of traffic accidents, t have told you there is little statistical evidence why tht* may be so, and I have explained why I think the evidence is sparse. But can we who are engaged in traffic taw enforcement sweep away the logical conclusion that en forcement does have a salutary effect on both the quantity and severity of traffic ac cidents? 20 ENFORCEMENT EFFECTS ON QUANTITY AND SEVERITY OF ACCIDENTS (RURAL) By MAJOR J. M. THAXTON Asst, Chief, Oklahoma Highway Patrol, Oklahoma City Uw enforcement is a vital part of our democratic way ui life. To eliminate en forcement would be the only method of ascertaining the full impact of :tt effective ness, With positive assurance that we cannot take such a dra-uc step, it is impera tive that we use other methods of measure ment to determine the effect# of enforce ment on severity and quantity of accidents. If we in the field of law enfvr'cir.ent are to discover significant relation-hips be tween enforcement and accident#, we must continue to enlarge eur area of research to a point where we understand more about the effect of the activities of related agen cies such as highwr. engineers, educators, climatologist, automobile engineers and others associated with the modes, vehicles and con ditions of traffic. Since we have been unable to devise such a tell-all measuring suck and it* foresee.ible development ts most remote, if for no reason other than this thing called driver attitude, our attention must continue to be directed toward enforcement. Each law enforeenent officer is in the first lire of America's defense against traffic accidents. I contend that it is his solemn obliga tion to perform his duties in such a manner --and this encompasses quality as a part of quantity--that the effectiveness of en forcement on this scourge of our nation, quantity and seventy of accidents, will awaken the American motoring public to the fact that it is kilting itself on the high ways of this country. Statistics reveal that enforcement per se does not produce result# which are readily distinguishable from the effect* of other contributing factors. Generally, this is true although a very noticeable effect of en forcement u evidenced when enforcement suddenly drops to a point near the nor mal increase in vehicle mites traveled. This situation adds weight to the general belief that a certain level of eonsutem enforce ment is essential to maintaining a progres sive traffic safety program. There are many contributing factors which control the increase or decrease in traffic accidents. If there Is a decrease in acci dents. enforcement officials may be prone to **>'. "We did it-1* Highway engineers are ready and willing to take a targe share of the eredit while safety education au thorities believe that they have finally changed the driver*' attitude. The auto mobile manufacturer lays claims to the de crease m severity although they are not *o eager to talk about total number of accidents. I know of no studies conducted by any group to determine the effectiveness of en forcement for the presence of officers) on accidents. Despite the alleged effects and results adduced from such studies, the ex perience in my home state will not sub stantiate their findings in whole. Much has been said about amount of en forcement but for the purpose of discussion, I would like >ou to think of it as the amount of enforcement which will create greater compliance with the traffic laws and will bring about a decrease in the quantity and severity ot accidents. The deterrent effect on drivers, generated by the enforcement nf traffic laws and the ultimate prevention of accidents, is to be desired. When we speak of the "enforcement ef fects on quantity and seventy of accidents," many relevant factors are involved. Placed high in importance among these factors is the quality of enforcement. Good enforce ment means attaining maximum effective ness m each instance as a deterrent to vio lation* of the taw. It means accomplishment of objectives which jujttiy enforcement-- preventing accident*. Furthermore, it means obtaining the best possible results through increased efficiency. Additionally, it has been stated that there is a point below' which the amount of en forcement is too small to have any ap preciable effect, and our experience lends nipport to this statement. It has also been 21 1961 National Safety Congress timed that it is possible for the amount of enforcement logo he>oiul the (mint where additional desired results will be obtained. In other words, when the number of traffic arrests goes beyond (he point where the. deterrent effect is increased, additional ar rests will not aid materially in reducing the number of accidents. No doubt this statement has some merit; however, we have never been able to get our Quantity (with quality) up to this point. We, there fore, have never fretted about reaching this so-called "point of diminishing returns." Selectivity of enforcement is one of the means of obtaining quality. Quality, how ever, is dependent upon many other factors. The caliber of enforcement personnel and the type, as welt as amount, of training they receive is vital. Good enforcement proce dures, good equipment and many other fac tors are involved. Selectivity is one of the means of obtaining quality. Up to this point we have been speaking in generalities. This is fine, but 1 am sure that we are more interested in what to do about our common problem. What works best? I shall point out, with the aid of statistics, what our experience has been. In Oklahoma, tes years of statistics were compiled in graphic form i'- >--rder that an analytical study could be rru-i and, if pos sible, to determine both the long range and the short range effect of enforcement on Ihe quantity and severity of rural traffic accidents. At the same time, a study was made to determine the relationship between speed and the quantity and severity of rural accidents. First, I must say that we are unable (o determine from the so-called control studies of one or two years' duration a great deal more than speculative conclu sions, Most of these studies have been con ducted on roadways where enforcement has been greatest for a number of years. Does ihis give ' true picture of the effect of en forcement. We do not think so because the maximum effective enforcement may have already been reached before the controlled atudy began, especially when most of these studies were conducted on trunk highways. Through our method of selective enforce ment, we were convinced that increased enforcement, applied in certain areas, protided the desired results, although wc were more concerned about the overall effects-- statewide. Wc believe the statistical picture of the effect of our statewide program, during the past ten years, has shown us the overall effects of our program, and bettered our understanding of statistics. When compiled for a long period of time, they tend to disprove some of the shortperiod conclusions which may have been pulled out of tlie same statistical array. Year by year, we compared statistics oi Accidents and enforcement activities and we were unable to correlate direct, immediate relationship ot any of the changes year by year except in two areas. 1. A year of feu* enforcement activity is followed by a general increase in quantity and severity of accidents. 2. There is a direct relationship between vpccd and quantity, and especially severity, of accidents. Again. I an) reminded that to eliminate enforcement would be the only method of ascertaining the lull impact of its effec tiveness. We know that this will not be done although we got a fair sampling of this m Oklahoma m 1055, when, for a number of reasons, arrest activity dropped 37 per cent and warning activity dropped 65 per cent. Yes, the expected happened --a sharp rise in accident activity followed the next year--1956. Since the yat 1933, there has been a Steady increase in enforcement activity. 1. The steady increase in the overall en forcement program was most effective on the federal highway system. Tins was the area where a greater portiuu of manpower and enforcement was applied: although it must be ooted tliat engineering plays an important part, in providing more uniformity of cocstrucuoc, tlian is found in either the state or county highway system. It is noteworthy, and probably significant to this topic, that accidents on the federal highway system have not shown a general increase during the past ten years even though the vehicle miles traveled have in creased 35 per cent. 2. A lesser degree of enforcement has been applied to die state highway system: therefore, this could be the reason for a general increase in the accident trend, which appears to be in line with the continuous increase in vehicle miles traveled on trunk 22 TV.jrne .SVrri.'iit liiglfways, and the proportionate mwJxr of noteworthy lhat there was no appreciable enforcement personnel patrolling this road lecreae m accidents or severity. Signifi way. cantly. the total vehicle count did increase 3, The most significant pattern which has developed from this study is that of county :md the vehicle miles traveled showed an increase- highway-system accidents. Accidents are in Does enforcement materially change the creasing at an alarming rate, not in pro average speed? There are indications that portion lo the increase in vehicle miles it does for a period of time, then without traveled on this roadway network. The se any apparent reawn, the speed increases verity of accidents, especially personal in even with added enforcement. Moreover, jury, has increased 74 per cent during the it appears to follow a regional trend. This past ten years. Compare this with a normal leads us to behevc that forces other than increase of 32 per cent on state highways enforcement and engineering are temporarily and no general increase on federal high stronger. I present this a* a part of our ways. (The reference of the norm on state enforcement problem. What are these forces highways is a comparison with the increase and what do wc do to combat them? in vehicle miles traveled.) The percentage as shown reflects, in reverse order, the approximate degree of enforcement applied to each of the highway systems and the degree of uniformity of engineering on these roadways. Can we for one moment afford to even relax our diligence on enforcement? Fur thermore. with the slakes so high, can we afford to gamble, or even toy with the idea, lhat enforcement is not effective against quantity and severity of accidents? Is there There are strong indications that we have not materially changed the atutude of the drivers, but it is our belief that through selective enforcement, we do change their driving habits temporarily (a matter of an area of doubt which will justify com promises involving human life? Our dedi cation lo duly, enforcement, and if you please, to truth and to humanity, will con tinue to carve wider paths to traffic safety. weeks or months) at a given location, pro Our greatest degree of uniformity, cation- vided we are dealing with local people and wide, is on the federal highway system, a local problem. To this extent selective in our stale we are, generally spoking, enforcement is most effective in the rural pleased with our enforcement and accident areas. It is also believed that enforcement, picture on this highway system. not unlike advertising, attains its greatest effect not by becoming monotonous, but by periodic changes in ih* program* (a* evidenced by accident experience), which in turn creates renewed attention. Our future goal is to create a similar situation on the state and county highways. To do this, we must have added manpower (our troopers average 432 miles each or 950 miles per p3trol unit) and we believe This leads up to the question o: sjeed A speed check was conducted at 35 locations throughout the state on federal and state highways. These checks established that as in continuously rejuvenated selective en forcement program* plus, of course, a closer working relation-hip with our highway en gineers. the speed decreased. during the years 1959- As the overall problem, month by month 1960, there :t*r not a single ease trhere the and year by year, becomes more acute and severity of accidents shelved an increase. more complex, the challenge appears to be Checks were conducted on a four-mile length one ot accomplishment and purpose. In dos of roadway two miles on either side of ing on this somber note. I hasten to remind ihc radar speed check point-. All of these you that great challenges have always pro sections of the highway system had been duced great champions. given maximum enforcement. It is also Should traffic patrolling be increased? 23 i$61 National Safety Congers? THE EFFECTS OF ENFORCEMENT ON THE QUANTITY AND SEVERITY OF TRAFFIC ACCIDENTS Br rERBENCE T. DOHERTY Chief of Traffic, Police Dept.. Chicago My contribution to this discussion of the refined, lt>wr-by-hr-ur, vv-'rm when a con effects of enforcement on quantity and se- centrated attack on trends by eight-hour vefitv oi accident* will consist of relating an experience m the city of Chicago this groups pointed the way : a chance to re duce the bulk of the accidents? Why oof *car. 1 believe you will find that the ex perience l relate will bear specifically on the iue proposed here today. In early I96t the fatal accident experi ence in Chicago began to rise. The ex tremely low fatality figure of 270 for the year of i960 was a challenge that was hard just pick out those hours which contained mast of the accidents of the day and try *o reduce this large number r Thus Was bom the idea of the "power" shifts which brought most of our enforcement effort* into short, eight-hour periods, almost to the neglect of the other hours of the day. to meet. In planning * program to meet this rising trend it was decided to analyse As might be expected the week-day hourly accident experience concentrated most acci the accident experience for Chicago for a dents--fatal, injury and property damage-- peMod long enough to give significance to into the hours between three PM and eleven any trends developed from such analysis. PM, a familiar pattern in cities. So the Two years experience--1959 and I960--pro week-day power shift was three PM to vided the necessary volumes oi accident statistics tor this study. eleven PM, with a smaller group working seven AM to three PM and a bar* skeleton It seemed logical to make an hour-ofday breakdown which would separate (he week-day experience from the week-end ex perience Therefore, one study was made of the five days from Monday through Frida ad the other for Saturday and Sun day. . .ie most outstanding fact discovered was that the hourly fatal trend conformed pretty closely to the injury trend, the prop erty damage trend and the `'all** accident trend. The only exception were two week end hours, two AM and four AM which showed an exceptionally high fatal trend. force on the eleven PM to seven AM shift. Matching the week-end trend was not so easy. Enough experience remained between three PM and eleven PM that these hour* could not be neglected. The extremely high incidence of fataJs and serious injuries from nine PM Friday until five AM Saturday and from nine PM Saturday until five AM Sunday called for attention. In fact the mere numbers of accidents did not seem to tell the whole story. There was a preva lent feeling that these were really the most dangerous hours of the entire week ? A parallel to this was that injury accidents were significantly higher from about 12 midnight to three AM on week-ends. There The problem was solved In this manner: The very large group assigned to the three PM to eleven PM shift was divided into were those who doubted the reliability of three units. One of these units was desig the two AM and four AM trends, point nated as the "swing" unit because its hours ing out that they contained only a small were changed on week-end*. This group number oi the fatal accidents. But the would not report for work at three PM extraordinary injury trend of these hours Friday afternoon but would come out in answered this objection. stead at nine PM. They would then work People in our field are all familiar with selective assignments by hour of day in which the staggering of five or six or seven until five AM Saturday morning, reporting again at nine PM Saturday night for the tour until five AM Sunday. shifts is arranged to match the entire 24- Two minor difficulties developed with the hour experience. Put, why resort to this swing unit: First, it was difficult for them 24 Trane Sessions to resume duty at three PM Sunday after having worked until five AM jundas mom trig. Secondly, this group encountered mure than their share of drunken and reckless drivers, who had to be physically arrested instead of receiving summonses. Many oi these had to appear m our "week-end and holiday" court because they could not make bait. This forced a morning court appear ance on the already hard-pressed mm of the `'swing" unit. We believe that this iactor discouraged tome very imporemt arrests in the early day* of the program. were running 41 deaths more than the previous year, Worse ye:, all of ihe fata! jmdeni* of April. 1961 occurred during the hours of the '`power" shift*. Instead oi then abandoning the program we derided tiwit these shocking figures were a perfect corroboration of the correctness oi our hourly assignments and that it was more important than ever to continue our efforts. Furthermore, it must be remembered that two years of accident experience was used to obtain our information, therefore quick results were not to be expected. We had The court problem was solved when the to work for a long-term effect. courts agreed to allow a sergeant to repre sent all traffic cases in the week-end court, because they were mostly continuances any how, The tact that the Sunday afternoon accident experience was not serious ted to a day off and "time due" system which ichcvcd the hardship of doubling back on Sunday afternoons. However, results were not so very long in coming. Early in May, two month* after the introduction of the power shifts, the monthly comparison of the "ALL" accident trend, the injury trend and the property damage trend showed a slight reduction. At that time the fatal trend had not yet responded. At Ihe end of May, t! cy did H the power shift idea consisted of noth respond slightly and we ended the month ing but the technique of assigning the most with lower figures Ilian the corresponding men to a certain set of hours, it would month in I960. In July the yearly com be so basic ai to be not worthy of mention parisons went into the "minus'' column on to a group of people who already under injury accidents, property damage accidents stand this principle- But there was an im arid total accidents. May, June, July. August portant additional factor. The large groups and September also had fewer fatalities than assigned to these shifts also had to pro the corresponding month* of I960 and our duce a higher "per-man-per-day" volume "deficit" m fatalities wa down to 23 by of work than men on the other shifts. W the end of August, 20 by the end of Sep wanted the concept of the power shift* as tember and 13 as of October 16th. "work" shift*- We wanted such an ex traordinarily large number of traffic arrests during those hours that it would be noticed by the public. From the experience with the "power shifts'* the following effects of enforcement on accidents is derived; In these hours there exist* a number of accident* and violations out oi aii propor tion to the other hours of the day. To put it another way, no other combination* of hours even approach the great volumes ot accidents and accident-causing violations which exist during these hours. This is not a refined, detailed, selective enforcement program. This is a sledgehammer attack against accidents in volume, in order to obtain a maximum reduction in all kinds oi accidents. 1, A level of enforcement, high or low, affects the accident experience a certain pe riod of time later, depending, apparently, upon the size of the community involved. .No change in the accident experience can be connected with enforcement being done at the same time the change occur*. This is ffi* well-known "las" principle. 1. Notice that the level of enforcement must be sustained over several months in order to produce any effect. Short period of "up and down" enforcement produce no measureable changes either way. There was little encouragement in the early days of the program, ft was insti tuted March l. 1961, and rmc month later we had an actual rise in the fatal figures which brought the 1961 figure* above the 1960 figures, to bad that at one time we X Increased enforcement reduce* the ac cidents' sooner than reduced enforcement allows accidents to increase, in Chicago eight months elapsed before the motorists sensed a decrease in enforcement and be gan to have accidents. But when enforce- 25 1961 Notional Safely Congress Troflie Sessions cent In I960 enforcement went up 119 closely" is a problem throughout the state, from the aviation industry. o determine is generally limited by cost and time, so per cent and Accidents went up 105 per cent. in runiMiarv, it is my contention that if it could help to reduce the mounting only a few of the >im.niom encountered These effects are caused by seseral things. Number one. we admit, we are not as selective as we should be. Number two, public information and safety education ac tivities are not as constant and as vigorous in the enforcement effort as they should be. In other words, our efforts are not ade quately supplemented by public information and safety programs. However, progress has been made in this respect by the use of safety* posters. Each year the police and safety officials meet and decide on what type of violations are causing the most ac cidents, then we come up with ten point pro we in the police field need more training for uniformity of action. Public education is the most important tool in traffic safety. Keeping citizens in formed as to what we. the official agencies, expect of them is very important. They must be educated, not policed. judges and prosecutors must come to an agreement on the problem of issuing cita tions in accident cases. I-aws requiring the reporting of accidents and driving regula tions should be uniform throughout the en tire nation. If it is a violation of the law to com toll of injury from automobile accidents, m real accidents can be simulated. Statistical Names like DcHaven, Dye, Stapp became analysis of injury which occurs in aetual <ynonyroous with this movement, The group accidents such as done by ACIR examines j became convinced that they had a powerful the results of a great number and variety j life saving device within ihcir grasp--it of factors by working backwards from ' only the public could be persuaded to use evidence gathered during on-the-spot acci 1 it. Laboratory tests pointed out the poten- dent investigation. 1 tial advantages--but this was not enough. i shall deal principally with lap-type safety What was needed was more convincing belts, as this is the only type used exten evidence that scat belts actually worked sively enough in this country to be evalu in real accidents. ated by our method. Development and use By 1956, Cornell's crash injury* research of the safety belt is also proceeding in program had collected enough data on auto Europe where the diagonal shoulder simp mobile accidents m several nates to make type has gained prominence. I shall dis one of the first studies of the effectiveness cuss the function' and effectiveness of the grams, Posters are then made and distributed mit an unsafe driving practice in one sec throughout the state of Michigan, so that tion of our country, then it must be a of the seat belt in actual practice. The lap belt and shad also make some esti first results were indeed startling. Could mates concerning present public acceptance a driver in Kalamazoo going to Lansing violation in any other section, if we are Mich a simple device really prevent almost of seat belts in order to show how the will see the same posters, calling to his to become a united fighting force in the two-thirds of the totalities occurring in current upsurge in popularity may influence attention, for example, that "tulluwing too control of our accident problem. passenger car accidents: incredible! Well, the national fatality picture during the next as it turned out I,Her, this early result few years. THE EFFECTIVENESS AND USE OF SEAT BELTS IN THE UNITED STATES By ROBERT A. WOLF Dir., Automotive Crash Injury Research, Comeli University, New York City was somewhat optimistic; the sample was small and there were some inconsistencies m data. As accident data and methods of analysts improved, we began to converge i-n a fuller understanding of the action of the seat belt and a more realistic measure of its actual effectiveness was developed. In addition to what c are doing at Cornell by means of accident analysis, a The public acceptance aspect should be of particular interest to those of you who have been engaged in sent belt promotional work during the past years and have begun 1o observe the upswing tn public reception. It is astounding and very gratifying to witness this trend and I am certain that "explaining'' the phenomenon will keep mo tivation researchers and sociologists occu Many of you arc familiar with the work of the Cornell Automotive Crash Injury Koearch project (ACIR). but a few words about the nature of its work may be ap Many "causes'* such as flying glass, ejec tion, steering wheels, etc., Iiave been identi fied during the years, and the "cause--cure" interplay lias been under continual observa great deal of important experimental crash injury research is being conducted by others <uffi as the University of California, Uni versity of Minnesota and the automobile industry. This research is generally of a pied for many years. The ability of the safety belt to influ ence the toll of death and injury on our highways depends on two main factors: propriate as a backdrop to this paper. The tion and analysis by ACIR. As time pro laboratory nature, in contrast to ACIR's EFFECTIVENESS project has been sponsored variously by gresses. evaluation of "cures" such as safety approach by means of statistical analysis The effectiveness of the device, it* the Armed Forces Epidemiological Board, belts which began to appear in a iew of *>/ many highway accidents. The two forms cli, as a safety control measure-- the Ford Motor Co., the Chrysler Corp. our cars in the mid-fifties, has become a and at present is supported by ihe Auto growing part of ACIR's activity. Luring mobile Manufacturers Association and the the past few years this group has gathered if crash injury research, however, are complimentary in that cacti supplies knowl edge of differoit aspects of the problem our research at Cornell produces the factual evidence. National Institutes of Health. convincing evidence that the lap type safety which arc vital to a complete understand USE ACIR has been in existence for about eight years and during this time has, with the voluntary aid of police, physicians and public health services, collected more than 45.000 automobile accident cases from 21 states throughout the nation. This massive data, as it grew through the years, has been belt is indeed a powerful device for re ducing death and injury on our highways. I shall try to report on the general state of knowledge concerning the seat belt and especially what we at ACIR know about its functioning and its effectiveness - trued on our own research. ing of the action and effectiveness of the eat belt. Experimental laboratory type crash tests with anthropomorphic dummies pro duce force measurements and observable mo tions of the dummies under controlled con ditions of speed and direction of impact. The experimenters also try to estimate The extent to which this measure is used by the motoring public-- >our educational efforts influence this factor. Knowledge of a marvelous cur* for a disease is not enough--to be effective, it must be used. analysed with the principal objective of Many years before the seat belt became trying to determine the aiuscs of injury the byword that it is today, a small group the physiological damage which could re volt from the tests. High speed photography What ACIR Has Found Out to passengers in the hope that--if "causes" of engineers, doctors, airmen and safety is used to observe the spilt second impact About Eet\k'sntss could be identified and understood, then minded persons began to experiment with action and is essential to this type of in- Since 1957 we have made several studies "cures*' could be brought about. various aspects of this device, borrowed icangancn. The number of tests, however. of the effectiveness of belts based on thou- 29 'VC,/ .Ychimoi Safely Congress nf pertain* involved in automobile .undent* and we ate coming closer each Us to a true understanding of bow the -eat belt functions. E\en though our results in measuring the degree of effectiveness vary somewhat tnm> study to study, the trend is always the same--<at belts really work. They ;ire a powerful and effective means of sav ing lives and reducing iniury but they are not "mre-alJ.*."* The belt appears to be very etlceiive in controlling *e*ere injury war the fatal end of the injury scale whereas its role rn mitigating injury at the minor end of the scale is still obscure. (Hir latest and, we believe, most reliable study, published in I960, shows that "major to fatal** grades of injury are reduced about 35 per cent by wearing lap-type safety belts.1 Translating this result into a national goal for saving lives, it means that if all l-assertger cars on the road were equipped with at (cast two seat belts and they were used all oi the time, about 6000 to 000 lives could be saved each year; also, many other injuries resulting from ejection and impact could be eliminated. This is a theoretical goal---obviously all mninrists have not bought and are not wearing safety belts. A nationwide poll made in May,June of 1961 by the Auto Industries Highway Safely Committee in* dicatcd that only about 3.3 per cent of the passenger cars in the United States were equipped with belts at that tune--so you can see how far wc have yet to go to reach an effective goal. 1 am going to use the results of this survey later on in this paper to help make a forecast of public acceptance. How does the eat belt function? In our :maly*e*. we divide it* functioning into two categories--Ejection Control and Buf feting Control. It reduces EJECTION of passen gers from the car; this is the major effect and accounts for about twothirds of its control action. It reduces violent BUFFETING of the passenger inside of the car; this accounts for the other one-third of its action. Each of these functional categories in fluences a wide range of severities of in jury. For example, if ejection and buffeting r.atM U- < ;-j'lrtcly eliminated as ,w,urce ui tatahtv, we would be \er> close to tht Sisal of saving $000 live* annually, whenaif only ejection is controlled, the number will be closer to 6000 The number of lesser injuries which may be mitigated by bIt< it unknown, but it very large. Thus far in our research we have ap proximately "pinned down" the fraction of the effect due to control of ejection and have a good understanding of the injury patterns <3used by ejection Wc have, how ever, much more to learn ahout the detail effect* of buffeting as they influence in jury. Ejection, tliat i- being violently thrown from die car, was shown in an early ACIk study made in 1954 to be a surprisingly frequent event. A study node in 1959 showed that before safety door locks were introduced in Ameri can cars, about 14 per cent of the occu pants of ACIR's injury-producing sample were ejected.' These early studies proved that the popular belief that it was good to be "thrown clear" ut an accident was a fallacy. Indeed, ic lias been proved that the ejcctec is more likely to be "thrown clear" to eternity. The seat bdt, if properly used, will hold the passenger in the car and prevent ejec tion. Although ejection generally occurs in medium to high speed accidents, it is by no means limited (o this class of impacts. Many persons arc ejected and killed in low speed accident* due to striking their heads on pavement, being dragged -or run over, sometimes by their own car. Let us now consider the other third of the belt's effectiveness --buffeting control. Unfortunately, AC1R has not yet been able to separate in a quantitative manner the vari ous antibuffeling effects of the seat belt in forward. fkJe, rear and rollover type* of accident*, so these effects must all be lumped together wider the single heading-- buffeting. Tliis part of the discussion must, because of the lack of factual analysis, be limited to a more qualitative form than that of the preceding phase concerning ejection. Buffeting is used here to define the vio lent Bailing of the passenger inside of the car under the overwhelming forces of im pact as the automobile crashes, is decelerated and brought to rest Control of buffeting probably has influence oh al! degrees of 30 Traffic 'sections try varying from minor to fatal. It has r- <.-j.lv deniiHiMmied. as one of the - 14c* i.f cue 'packaging" that the Mill have Iietter chances of sufn he nui be held lightly to the car Rucker seats appearing in "sports'* versions and recessed dash panels in some big Smcrican ears may l*c harbingers of a Irani toward design fur seat belt compati bility. ; _.t t.c ran be made to decelerate with than be thrown violently and usv- "L,bi\ against its interior surfaces. \\ ;.ai actually happens, if the passenger !>, -(strained, is that the car stops sud- v Mbcrtas the passenger keeps on mov2 Midi his initial momentum until he. -orally collides vmh the interior of the This area need* further clarification and \CIR hopes to do more probing into the injury effects of the front seat position. It may be w-ell that especially in this po sition. the shoulder harness or diagonal belt it a better solution than (he Up bait. Intui tion and observation oi test crashes prompts the conclusion tliat there is a pregnant op- pptna car. This is fhe critical `'collision ufcm a collision." A good seat belt instalJtioo tCTids to make the passenger an ntegral part of the car and avoids the secnd. or inside, collision. Although the lap- safety belt is now known to be an r'ocifau ejection control device, we are r* t yet certain whether it is a completely effective ...lubuffetmg control m all type* i accidents. (<ortunf(y for applying real engineering in genuity (o redesign of the right front scat position in the -American automobile. Such effort could be directed either toward local elimination of the instrument panel and pro vision of plenty oi iorward clearance to accommodate "jackknifing * i.r it could point inward development ot a special type of -uety harness to prevent "jackknifing." In the latter direction, much ot Use "hard `.tor rather meager data on amibufieting ware" could be incorporated in the seal '.ctioo seems to indicate that in side im pact-. and in rearward collisions, the lap Wlc docs a creditable job of holding the (Mk^nger beouse the interior side tur design. 1 f we in this country are going to adopt exclusively the lap type safely belt, we must team to fedimemion passen ger compartments and provide our car in ret* and the seat back also help to restrain teriors with the necessary clearances to be r. body. The belt's antibuffeling control s* also quite effective tn the rollover type compatible with the known action of this type of belt. -t arodest where, without a belt, the pas-enger is tumbled about ui a most frightful -runner a> shown by motion picture studies t inthrvpoav.rpkic dummies tn rollover As use of scat btlis becomes more preva lent, questions are certain to ari*e concern ing the belt itself as a "cauv:" of injury, home cases of internal injury attributed in the forward impact type of accident. x bp belt may be found wanting: the vretch in the belt und iu fastening, coupled .i.th the ''jackknifing" of the passenger's to the action of European type diagonal bells have been reported in Sweden but it i* too early to say whether the design ui lie ^harness itself t* at fault, whether the diagonal is being improperly worn, ur i> may allow the head n> strike the windield or instrument panel. In forward im- t .. t there is a considerable forward trans' ;.<4i ui the body which may amount to > * inches, coupled with the typical U-shaped 'jackknifing" forward of die torso cutd for ward extension of the legs and arms as the tusoenger bends around the belt In the right front seat position even most full- vised American automobiles do not have enough space between the front seat and the instrument panel to avoid collision of die average passenger's head or knees. Thi* characteristic is further emphasized by the mailer space of the European car and the \incncan compact. whether the severity and nature of the accidents were such that no form of har ness would have prevented injury. There is no duubt tliat, as passenger re-tnunt is improved to the point where buffet ing itnpac* is prevented, a threshold of human tuierance to non-impact but very higit ac celeration force* will be readied; internal iniury may then became prominent as a problem in certain accidents of great se venty. There are, of course, limits to human tolerance of acceleration forces but there .ire many lives to be saved by present means before this threshold is reached. AC! ft has started to study the problem nf injury caused by belts themselves but 1961 Notional Softly Conyrets ,hus Car there it no conclusive evidence of a major problem. More data is needed which can only be obtained a* belt usage increases. Resuits of this preliminary in vestigation are reported in a recent paper by John Garrett and Dr. Paul Braunstein ---The Seat Belt Syndrome."* This paper also examined seat belt structural failures and found that failures occurred m less than one per cent of the thousands of cases examined. tn closing this part of the report on the status of research on safety belts, it is appropriate to point out that there are other types of belts receiving attention in diftcrent parts of the world. In Europe, for example, the diagonal shoulder strap some times combined with a lap belt is very' prominent. The European engineers, in de nning the original requirements tor belts to oc applied to their smaller cars, placed heavy emphasis on the anlibuffeung re quirements and reasoned that, because of the generally small compartment sizes and especially the short distance between seats, windshields and ins* ,<ment panels, they must eliminate "jackknifing" and flailing of the torso--hence they specified the need for shoulder restraint. These factors started the public use of safety harness in Europe of! in an entirely different direction from that tn t>ie United States. Apparently ejection is not encountered as frequently as it is in the United States, so there is less emphasis on its control. The extent of public acceptability of this type of belt in some countries is astounding. For example, it is reported that by 1960, in Sweden, safety harnesses were installed in over 60 per cent of their cars compared with scat belts to the extent of about two to three per cent in the United States at that time--and they started later.* A recent article from Sweden, concerned with the injury effects of safety belts, men tions that belt installations may be tn 70 to SO per cent of the Swedish cars by early 1961/ Unfortunately, a study of the effectiveness of the European type of belt or harness, equivalait to ACIR`s study of the American type of scat belt has not been made so there is no direct way of comparing the two types by means of acci dent-injury anabsis. We are opening dis cussions with Swedish authorities to ex change information and determine whether comparison studies are ieasible. Several de signs of shoulder restraining harnesses are being offered at present by American belt manufacturers but their acceptance is very limited; it is reasonable, however, 10 ex pect more of these to appear in the future as their popularity increases- Seat Belt Usage In this part of the discussion 1 shall deviate from the role of the factual reporter of scientific evidence and take on the garb of a clairvoyant, I shall use the crystal ball to assemble a view of the future us ing some results from ACIR's research, Msmc from the recent Auto Industries Highway Safety Committee Survey and some personal conjecture This may help to give sou some new perspective on the potenttal influence of the safety belt in the national highway safety program. There is growing evidence that a real breakthrough m public acceptance of safetybelts is occurring in this country. The tide luu been slowly rising and ebbing for about five years and it now appears that the wave-front of the flood is about to deluge the country. Those of us who have been observing this surge arc aware of it*_ oc currence but find it surprisingly dimeuit to determine its magnitude; it appears that a sudden change began to take place doz ing the Fall of I960- What is the actual trend of teas belt installation and usage? It is nee easy to answer this question but some insight into public acceptance may be gained by examin ing seat belt sales throughout the country ACIK is conducting an informal survey of seat belt sales with the cooperation of some American manufacturers of seat belts. Response to ACIR's inquiry has beon very gratifying, and although only a fraction of the industry is represented at tills time, we hope the data is fairly representative of the national trend. U is planned to is*ue a separate report of findings co sales trends to the cooperating belt manufacturers and to continue the survey as more manufac turers join the effort. This report has just recently been initi ated and is of a preliminary nature. Figure 1 shows a composite curve of the industry's sales trend which, incidentally, has been ; > { . , ; j j j | ! t 1: j , considerably smoothed. Each of seven manu facturer's sales data has been proportioned iver the years to his own total sales, then combined with the total group and averaged; this produces a curve which represents the trend of safes growth over a five year pe riod. This curve provides only the genera! shape of the sales trend but is not capable of showing total sates volume because it represents cnlv a part of the industry's volume. FIGURE t SCAT BELT SALES TREND tSURVET OF T MFRS.) Traffic SrHums FIGURE 2 NUMBER OF SEAT BELTS INSTALLED (.NATIONAL ESTIMATE! UK ira iw mi in w mi n w ihs na How then can we estimate total volume of sales? It so happens that the recent survey of seat belt installations made by the Auto Industries Hfghway Safety Com mittee in May-june of 1961 provides a bit 'it information which allow* us to com bine the sale* trend curve of Figure 1 with the measured national installation of 3 3 per cent found by the A1HSC survey. We, thu*, have a curve of typical form and a point on the curve. From thi* limited data Figure 2 is developed; this shows the es timated cumulative number of seat belts in American passenger cars for the five vear period. Projections of future volume indicated by the dotted line are based on the established trend. An additional assumption had to be made to formulate this curve; an "educated guess" it made that an average of 25 belts per car are being installed at the present time. On Figure 1 and Figure 2 the data collected up to mid-1961 is shown by the heavy lines; whereas the future projections are purely conjectural It will be interesting to check the actual figures as they develop during the next ew year*. In rationalizing the projected trend on Figure 2 for the year 1962 and beyond, it is believed tliat due to the increased con venience of installing belts in new cars as provided by built-in anchor points, m ad dition to mandatory regulation in some states, and the generally increasing public awareness ot the value of safety belts, the rate of installation wilt actually continue to accelerate but, to be conservative, the acceleration is not incorporated in the pro jection. To indicate this conservatism, a straight line projection is used rather than an ac celerating slope and is extended until 35,000,<X)0 belts are reached. At this point it is assumed that market saturation starts to enter and the installation rate begins to "slough off" in some fashion as indicated. The exact point at which the rate begins to fall off is not predictable; it is shown here merely to express an awareness of the possibility--^nly experience will tell. Lives Theoretically Savabtc versus Lists sletually Being Saved There are various possible ways of ex pressing goals for a national seat belt pro motional effort. One way would be to aim for at least two seat belts in each of the 61,000,000 passenger cars in the national registration on the assumption that this is the beat one could hope to achieve. The Federation of Women's Clubs has chosen the very "catchy" slogan, "A Million and One in `61," and are working hard to achieve it. I'stif .\iitiotutl Safety Congress 1 have selected a different way of statin* a goal and outlining a method of measuring progress toward it by casting the seat belt m terms of its potential life-saving role. This choice may be less glamorous than others but it has the virtue of including a measure of effectiveness of the scat belt, an installation growth factor and a usage lactor. All of these factors are important ingredients of the problem and may change with time and the changing habits oi peo ple. This scheme, therefore, provides us with a means for "keeping track" of the influence of the seat belt in the coming >ears and allows us to modify the major ingredients as they may shift about in the future. ACIR has made two studies which may be used to estimate goals of "lives savable." The California seat belt study indicated a potential reduction of major fatal injuries of 35 per cent through combined control of ejection and buffeting;* the ejection study found that fatalities could be reduced by per cent by means of complete control ot ejection.* Applying these results to "ap plicable" national fatalities produces the two upper curves in Figure 3 labeled "lives theoretically savable." rtGL'RE 3 LIVES SAVABLE" is LIVES BEING SAVED" BV SEAT BELT* 10 im ll tu IM* IK* Ml Ml Ml AM HU The top curves of Figure 3 show the lives savable annually by means of seat belts (ejection and buffeting control); it is extended to 1963 and this may be con sidered as representing a maximum goal of saving about 8000 lives per year. Notice that about 1962 the projected slopes of llte curve* start to slip downward at a faster rate; this reflects the fact that if the ex pected lives arc indeed being saved, the total number of lives savable should also reduce. The lower of the two curves (marked ejection) represents an approximation to a boundary oi lives savable by means of ejection control alone; it indicates about 6000 lives per year as a lower goal. Conttder these curves as being related to each other and that the region lying between them is a band of uncertainty which de scribes a wide "broad brushed" curve. The up-sweeping curve at the bottom of the graph is the estimate of lives being saved annually by means of seat belts; this is based on the trend of belt installation developed through the sales survey shown in Figure 2, Since the theoretically "savable" curves and die actually "being saved" curves arc dependent on each other, any intersec tion of the two would represent a simultane ous solution and would indicate the time when the theuretical goal would be reached. The lower curve of Figure 3 indicates the estimated number of live* being saved for usage factors of .343 and .54) where "mage" is the per cent of time passengers wear belts. The fanning effect plotted about the .345 curve represents X205& deviation about the mean; this device U used to indicate some of the uncertainty of the projection process. The point on the lower curve at which the curve starts to break upward in 1961 marks the estimate of 92 lives actually being saved per year at the present time and gives us some indication of the dis tance we have yet to go to reach the the oretical goal of saving 6000 to 8000 lives per year. Mote that the projected increase for 1962 is about 7-9 times that of 1961 and that of 1963 is about 20-30 times that of 1961. The method used to estimate the num ber of lives actually being saved by belts is shown here in the event that some readers may wish to plot actual progress of events as some of the values change. Several in gredients are needed: number of annual fatalities; theoretical effectiveness of belts, number of belts installed in cars and (lie 34 Traffic Si'isi.mt percentage of tunes they arc used; these and the available data are indicated below. dumber of Applicable Annual Fatalities (National Safety Council data) = Of about 3S.000 fatalities, 60 per cent are "applicable** to the ACIR type of sample. Theoretical Effectiveness (from ACIR Research)' =r 33 per cent reduction in major-fatal mjurv. Applied in this case only to fatal portion of national injury as an approximation. Per Cent of Time Betts are Used (33 per cent from ACIR research 1953)* (34.5 per cent from AIHSC poll 1961)' ;= Use -*4 5 per rent for this computation. S'umber of Betts Installed (from AIHSC l>olt 190JJ* 3 3 per cent of passenger ears in national registration. The computation t'or estimating the prob able number of lives being saved by seat belts in any year, for example 1961, is made as follows: 3*,000 X 60 y. 33 X 345 X 033 = 92 lives. It is interesting to note that earlier m 1961, the author made an estimate of 64 live* being saved by seat belts.* 38.000 ss estimated annual highway fatali ties for 1901, f -- porticr of annual highway fatalities applicable t- ,V'IR sample. 35 = theoretical effectiveness ot scat belts. -345 at o-as* -'actor. he per cent of time in*taJ*ed brl*. Ate u<ed by passengers. G?J w per rer.r *,i passenger cars having **> oe acre belts. the ter--i "major to fatal grades ( si'wy* iv ove-i. H does not include all *f f,ry encountered in accidents. "Major*- "fatal" is u*ed m the California sea* belt *tud>* * identify two gnutations in a Ncair vf -r grades: "complaint of ;whb"--"iv-r'--"sMior"---"fatal," so it ap plies to inly a part of the whole injury fpsctn3a. Therefore, the 35 per cent reduction found by the study my be applied to only the fatal or oear fatal fraction of the national tnjuncs reproved cadi jar. Harr Res.uti. is this Protection* Caa we actually reach these goals i l cannot. of course, guarantee when the goal will be reached or if it will be reached but if everyone continues to work at scat belt oromotion wih the present zeal, it appears to be a distinct posMbility, The "lives savable" and "lives being aved" curves will, of course, probably never really intersect as all automobile owners are not likely to in stall belts and people will not always use belts all of the time. If the assumptions of this analysis prove to be reasonable, however, and the projected trends of belt installation and usage are maintained, it appears that somewhere about 1964 to 1966 the influence of the 'cat belt will have readied its potential influence in controlling fatal injuries from ejection and a year or two Imcr will reach the limit of combined ejection and buffeting controlFrom that time onward, it will be a matter ot "holding the line" against other changes which may be occurring in public altitudes and traffic injury patterns. Many factors may influence the accuracy of this projection to make it more or less optimistic. Probably one oi the greatest negative disturbances could occur from the type of unpredictable sociological effect known as "sales resistance." For example, if the surprising surge in public accepta bility which is occurring now is being pro duced by a small segment oi the public who were pre-conditioned to be very recep tive to the seat belt and were "ready" to buy anyway, vve may be receiving a false signal about the total public's attitude. There may be a large segment of "die- hards" lurking in the wings who will resist the use of belts and we will not encounter them until the "ready" group has played out its part. Such a factor would cause the "lives being saved" curve to fall off at a lower level and a lower slope from that which is indicated. Scvcfai factors may modify the slope of the curve which, iu effect, determines the time period when the maximum life saving influence wilt be reached. The effect of differing "usage" may be seen by comparing on Figure 3 the two values of .345 which represents present usage with JO which represents an improv ing public habit pattern and produces % much sleeper slope. The projected slope of sales on Figure t which determines the basic trend used in the rest of the analysis contains a large 35 !<?AI Xatianai Safety Congretf uncertainty. We have factual data on seat belt sale* only up to mid* 1961--beyond that the trend is pure conjecture. It is par ticularly difficult to determine a representa tive slope of the upsweeping trend because we are at the beginning of the transition phase. The sudden nse started in the Fall ut 1960 and data was available only to mid-1961--not enough to firmly establish a slope ior the future. AC1R plans to gather future seat belt sales data and perhaps in a year we shall have a better "fix" on the projected trend. On the other side of the picture are several factors which indicate that a fairly high degree of optimism is warranted. There are several "islands" of probable public acceptance of safety harnesses or belt* which indicate that installations can indeed ap proach a very large portion of total car population. The Swedish experience indi cates that safety harnesses are installed in 70-80 per cent of their cars. In the United States a recent survey of 531 doctors, made by the American Medical Association, indicates that 32.8 per cent of the group have and use safety belts. Con sumers Union recently reported that about 17 per cent of their readers of Consumer RefvrU have safety belts and some com mercial automobile fleets have very high records of installation and use of belts. Other factors which are at work to stimulate public acceptance are: the promotional cam paigns jointly sponsored b> the National Safety Council, American Medical .Associa tion and the United Stales Public Health Service, the campaign of ihe General Fed eration of Women's Clubs, the provision of convenient seat belt anchor points in the 1962 model cars, legislation to make instal lation of scat belts mandatory -- such as Wisconsin's new law, and general support of hundreds of safety groups, the auto mobile industry, the press, the radio and television industries. I also have a suspicion that having seat belts may be acquiring a status symbol and. if this is so. there should be a strong "fotlowtng the crowd" effect. Before closing I must point out that I have presented a somewhat oversimplified view of the projected influence of the seat belt as a "cure" to ejection. We must tealize that there Is another "cure" work ing on control of ejection at the present time, the safety door lock, and tt has had a head start on scat belts in the role of a life saver. Very effective safety door locks were introduced by the American Automobile industry in 1956 models and cur rent designs include further improvement*. I have avoided putting a "door lock" curve on Figure 3 because of the technical complication of comparing it with seat belts and the confusion tt would undoubt edly cause at this point. A curse of lives being saved by door locks would begin to appear about 1957 and would rise slowly to a value oi about 800 in 1961. I have discussed the relative positions of the lock and belt as life savers in a paper earlier m 1961 at which time it was esti mated that on a national basts door locks were saving about 800 lives per year while seat belts were saving 64 lives.' The 64 rate has, with the passage of time now be come the 92 rate of this paper and is rapidly increasing. The important point to remember is that both of the devices are working toward the same end--*aving lives .uid reducing serious injury. It would be a most gratifying experience to have one of the National bAtety Council S statisticians knock on ACIR's door some time about 1964 or '65 and excitedly pro claim--"We have been noting a mysterious (iawr.A-ard break in our annual automobile fatality curves for several years and we're at a loss to explain it!" I would then ask --did it start to break about 1960-61? REFERENCES (11 "Seat Belt Effectiveness in Rural Cali fornia Accidents." Boris Tounn and John W. Garrett, ACLR Report. 1M). (3) "Ejection and Automobile Fatalities." Boris Tourin, 18. ACJR Report (3 * mine*, rim nmiL., ---.Ci tation and Use Pott. Aug. II, 1MX. (4) "Tbe Discovery and Control of Ejection." R A. Wolf, presented ujh* American Medical Association. June 27. 1. (5> "A Report on Safety Belts to the Cali fornia Legislature."__ Berts Tourtn and John W, Garrett. ACIR ft-port. 1N0. (<t i960 International Road Safety CongrtM. Nice. France. October. 19S0. {T> "tnjurie* Due to the Use of Safety Belts." Anders Engberg Srenska Lafcartidaingen, Vol. M. No? 12, March U. mi. (I) "The Seat Belt Syndrome." John W. Carrett and laul WT Braunateln. M.D.. Pre sented to the American Association for the Surgery of Trauma, Sept. 29, ml. 36 Traffic teutons WHAT MAKES EFFECTIVE SEAT BELT PROMOTION By HOWARD N, SCHULZ Committee on Medical Aspects of Automotive Safety American Medical Association, Chicago In discussing this topic from the view point of the medical profesMcn and the American Medical Association, t plan to briefly outline what results have been shown by surveys and to discuss what we have lone to promote the ue of seat belts. This summer our advertising department conducted a survey on automobile prefer ences among phynctan*. The questionnaire was sent to 1,000 doctors *eiectcd by the records department as a random sample ot the physician* in private practice. There were 11 questions asked. Only one question with five parts concerned seat belts. \mwcrs were received from 531 phvidan*. The questions were as follows: la. Do you have safety belts installed in your car(s) at present? 32.8 per cent have safety belts installed in their curs at present--595 per cent do not--7,7 per cent did net designate. lb. Do you intend to install safety bells in your car(s) ? 46.9 per eem intend to install safety belts in their cars--35.8 per cent do not--27.3 per cent did not designate. !e. Do you recommend the installation of safety belts to others? 81.5 per cent recommend the installation uf safety belts to others--12.8 per cent do not--5 6 per cent did not designate. ld. Do you favor making safety belt an chorages (front and rear) standard equip ment ? 88.1 per cent favor making safety belt anchorages (front and rear) standard equip ment--7.9 per cent do not--4.9 per cent did not designate. le. Do you favor extending standard safety equipment to include crash padding, improved steering wheel and recessed post, etc.? per cent favor extending safety equipment to include crash padding, im proved steering wheel and recessed post, etc. -3.6 per cent do not--4 0 per cent did not dCMgTVUC. This <corned to be an extremely high per centage. Even if ail of the 469 who did not reply did not have seat belts, the results -till would show that at least 17,5 per cent id the 1,000 physicians who were queried had seat belts. Within a very few days of tliis survey a letter was received, reporting another survey trom Jefferson County, in which 500 phy-icians received a letter and a reply card. The response wax 66 per cent and the data indicated that 34 per cent of thc.s< replying used seat belts, and 92 per cent believed in liie value of seat belts. These results have been achieved almost entirely by means of the written word. The AMA News which goe* to all physicians as one of the benefit* of membership m the AMA, lias carried out a continuing cam paign. Rarely does an issue come out with out some story, editorial or reference to eat belts. We feel that this has been ef fective. The publication Today'/ Health also go-s to all physicians. In addition, about 600,000 subscriptions are sold to the public. Feature tones on seat belts have helped the cam paign. Very often, physicians write in to inquire what they can do as individuals to help in the seat belt campaign. A good answer to them is in the forms of a scries of ques tions. Do you have some community leaders as your patients--the mayor, a congressman, judge, chief of police? Do they now have *at belts in their can? Can you use your influence as a personal physician to get them to use seat belts? This approach which can be carried out on an individual basis is only one of many. The main thing is to encour age people to make their contribution to this prograin, whether it's an individual effort or community project. 37 M)f .Wilunutl Stiffly t'.'iwr.-jj cned not only to bnng additional motorists to install seat belts but to pound sway at the theme that a seat belt is of no use un less it i$ worn. Complementing these efforts must be the continuation of all o{ the other traffic safety measures outlined in the bal anced program of the Presidents Committee for Traffic Safety, The old adage. >011 can lead a horse to water but von can't make hint drink, is cer tainly true in the ease of scat belt*. A recent national poll revealed that. o>f the estimated two million motorists who have voluntarily equipped their cars with feat belts, only one-third use than at all times in their driving. These are drivers who at one time obtioatly recngnhetj the benefits of feat belt use but now onl> a third will take the few seconds necessary every time they enter their ear to fasten their scat belt*. This Is one of the reasons why we do not feel that the answer to the problem of increasing seat belt use lies in legislation requiring their tnsullattoa The answer, a* I see it, will be found in education on a dis tinctly personal level. Argument* for `cat belt use must be presented to driver* on a "benefits to you" basis. Let's face it, the average driver is not particularly concerned with accidents involv ing the other fellow. He is concerned with accidents as they affect him or his family. When he reads that so many millions of ac cidents occurred during the year--this is the result of the other guy--the bad driver-- the one who needs seat belts. But when lie reads that accident rates arc down two per cent over last year, this is a result of bis own superior driving ability. In promoting seat belt use, we must find means to take advantage of this feeling of superiority by associating seat belt use with above average drivers- 1 believe the insur ance industry touched on this philosophy sontevv hat when they reduced rates (or drivers who equipped their cars with seat belt*. Speaking of insurance, I think we would do well to encourage drivers to view seat belt use just as they do their auto insur ance. They don't take out a policy to pro tect the other fellow but to protect them selves. Most drivers know from experience that Lhesr chances are something like one in seven of having an auto insurance claim in any given year, yet they continue to renew their policies year after year. Seat belt use follows this pattern and, like auto insurance, should be there when needed. Failure to fasten a seat belt should be regarded ju*t as seriously as failure to renew an insurance policy. f also believe flat this classroom, mof particularly the driver education classroom, can be instrumental in effectively promoting seat belts. Many of the training aids, pub lications. and fitm* distributed to schools b\ companies within the auto industry do con tain information r.n seat belts and all cars loaned to schools for driver education through the manufacturer-dealer cooperative programs are equipped with scat belts to encourage their continued use after gradua tion. We feet that such measures as these will have increasing impact in the safety picture as time progresses. Thank you. MANDATORY PERSONAL APPEARANCES IN TRAFFIC COURT By JAMES A. RAVELLA Municipal Court Judge, WatTen, Ohio This is a very important matter ami whave all heard it said, and we've said it ourselves, that all moving violators should be made to appear in traffic court. Why? 4U l liat is the basic question. For what purpose or purposes sJiould moving violators appear in traffic court? What do wc hope to accomplish thereby? For convenience and expedience these -rases could be handled in a traffic violations bureau. But should they ? ( think we are going to come up vvitii some valid reason* for bringing these mov ing violators before a judge tn a court of justice. But we are going to be faced with a sec ond question. That question is whether or not the time, trouble and expense involved, in bringing these crises to court, is justified by the result that will be attained. Basically these two questions merge into end What ran the judge do better in the courtroom than the ca-h register does in the violations bureau, and how much savings in human life is going to result, if any? Our basie premise i* that alt moving traffic violators should appear in traffic court. We know, however, ns a practical matter, that there aren't enousth judges and traffic courts in the land to handle all these cases, and not enough hours in the day to renew the citations of the approximately 10 million moving traffic violations which occur an nually in the nation. Vi as a matter uf expediency shall wc amend our goal and have it only require that "all hazardous moving violators appear in traffic court"31 What, then, about the contention that many penalties, as permitted in some violation bureaus, are ineffectual in reducing the shocking automobile accident rate, especially where the offender* are per sons who can afford the luxury of breaking traffic laws and thus become "violators lor a price." MANDATORY PERSONAL APPEARANCE IN TRAFFIC COURT By EARLE W. FROST Judge, Municipal Court, Kansas City, Mo. Most traffic courts now require personal vppearance in traffic cases except as, to first, second, or even third moving violations with in a certain time limit Therein, as to these moving violations, lies the problem posed by the subject of this discussion. It wan recognised, even in the early year; of the program for traffic safety and the improvement of traffic courts, that "a traffic violation bureau should be considered a legal expedient rather than a safety measure" (Enforcement for Traffic Safety, page 41). Warren, in Traffic Courts, 1942, pages 57 and 58 said: The theory which Ilea Behind violation* bureaus la the establishment at a method for disposing ot some of th traffic outness when their number begins to overwhelm the regular court. The effective use ot these bureaus avoids badly overcrowding traffic dockets and permits the bench to exercise thorough judi cial consideration of the more serious traffic cases. But the use of such bureaus Is to be weighed against the purpose of the traffic court--to enforce the traffic law effectively and promote safety--and when utilization of this device does not or will not promote these ends a violations bureau la out ot place. For this reason 'cafeteria court* Jurisdiction should benecelimainteddsthoouolfdfennsoets Inacglauidnest thpousbelicwchoicnhveInni volve public safety to a serious extent, . . . It Is most desirable that all traffic offenders bweelbl raosupguhnt ldberefoarectitohne. Judge for eorrectire as The predecessor to tltc I raffic Court Divi*ton, the Traffic Court Committee of the National Safely Council, in 1W3 recom mended specific proposals for the improve ment ot traffic -nurts, including the recom mendation tliat a traffic violations bureau, set up under the direct jurisdiction of the court, should be in operation to receive cases uf minor nature--ordinary parking violations and possibly a fete minor moving violations." The 194b President's Highway Safety Conicrence Committee on Enforcement rec ommended: 41 tOAt XotttHtal Safety Cflngre'1 Obviously, il hazardous moving violation* arc actually major traffic law violations, at we are more and more inclined to conclude, then there is no place in a traffic violation* bureau for any hazardous moving violations. There is, of course, a logical basis for the use of the term "hazardous" in connec tion with any discussion and treatment of moving violations, since the traffic codes of some states include as moving violation* some violations that cannot be classed as hazardous moving violations and which have no direct relationship to traffic safety. judge Edward C Fisher, now of the legal stall of the N'orthwestern University Traffic Institute, saud in his book People't Court in W/, paRe 38; These violations bureaus art simply an ex pedient. not a solution of the traffic problem, Tney are adopted when U>* volume of busi ness begins in orenrhelm the court and arc merely a deeeiopfD-ot of the ancient system of bail forfeiture. The customer* never sees the court, but simply pays tils money over the counter, a stipulated sum for each viola tion and the whole transaction in purely on financial basts. . , . Under no circumstances 'hould violator* charged with hazardous mov ing violations be permitted to pay their penalties at a violations bureau. In 1949 Chief Justice Vanderbilt, in speak ing of the New Jersey record of the first year following their new judicial establish ment said: The most significant aspect of the work uf those courts (referring (o the new municipal courts! U the Increased respect now accorded them in the public eye. . , , The resultant increase in reepect tor taw on the part of hundreds of thousands of defendants and wit nesses who ore brought into thm municipal courts Is quite as Important as the Improve ment In the enforcement of the traffic laws. , . . (Annual Judicial Conference, Sept. 194f). In 1953 the Conference rt Chief Justices adopted sixteen rer.lntlon concerning traf fic law enforcement One of these resolu tions, No. fO, referred directly tn the suhiect of this diseu*<ion, as follows: 'RESOLVED. That because of the lacrv-ising toll of highway accidents, trial courts of first Instance should require all persons charged with moving violations to sppear in court in person and the traffic judges should increase the amount of Individual attentiou gives to each case of such nature for the purpose of assessing adequate corrective pen alties. and that, it necessary, steps be taken to add additional judges and prosecutors to accomplish this end-" Of thi* resututimi Chief Justice Vanderbilt said: "This resolution la to be read with Resolu tion 14 providing for a violations bureau to handle nonmovtnp traffic offenses so as to give the traffic Judge more time to deal In person with moving violations, Brea euch personal attention wilt not solve the problem of handling moving violations satisfactorily unless he can give each ease the lAitmt of time necessary to master it thoroughly, a pre requisite to a wise decision. Accordingly, the must Important part of the resolution is the last clause calling for more Judges and prose cutor* if needed to enable each judge to give each case as much time as It may reasonably require Hurried justice is likely to be the reverse of Justice." The citation of authorities on this subject would, of course, not be complete without the word of the supreme authority, the ex pert to end all experts, Mr. Traffic Court himself, James P. Economos, who stated his views in the "Administration of Traffic Courts," page 56 of Judge and Proteculor . Tragic Court as follows: Only those violators of the traffic laws de signed to promote public convenience, such as parking and standing regulations, should be Stccased through a traffic violation* bureau. is means violations of regulations designed to promote public safety--moving rlnUtlona-- should be heard by the Judge. The primary aim and objective of a traffic court is not to punish the violator for the take of the punishment atone, although, un fortunately, we must recognize that there are some violator*, we hope a very limited number, who do not understand any other language. The Traffic Court Committee of the Na tional Safety Council stated in 1943 the recognized primary objective of the traffic court, as follows: The primary aim of the traffic court should bo to impress defendants with tbc need for trafric law observance rather than to penalize. This may be stated as a simple objective, but as can be gathered from the few standards we have been discussing. It requires applica tion of some rather Important principles if it Is to be achieved. tSpecltc Proposal* for the Improvement of Traffic Courts, 1S43>. Now, obviously, this objective can never be achieved through payment of fines ui a violations bureau. The only way it can be achieved, if at all, U in llie traffic court and the fir*t requirement must be that the violator be required to appear personally in the traffic court. Traffic court judges are fully aware of the desirability of requiring alt hazardous moving violator* lo appear in court, how ever, the great increase in traffic cases in metropolitan areas has far-surpassed the present capacity of traffic courts to handle 42 Traffic Sesitont all hazardous moving violations in the such drivers before you, who blandly tell courts. Of course the resolution of the you, even though you may be a traffic judge Chief Justices supplies the theoretically cor of long experience, even as much as over rect answer, that is, obtain more judges and 20 years, how right they are and how prosecutors. wrong the other driver is, and you also, if As a practical matter, however, officials you decide against them. In addition they of cities, hard pressed financially, are some- magnanimously proceed to give you the \ limes the first to suggest ietting all moving benefit of their solution of the whole traffic violators, including speeders, pay at a viola problem. tions bureau, arguing for public consumption These are the drivers who cause many the convenience to the violators, but no "accidents" by their carelessness, inattention, doubt thinking about all the increased reve failure to yield right of way, downright nue the city may obtain when the violators discourtesy and the almost psychopathic atti can conveniently and guiltlessly pay for their tude of many drivers whose inflated ego violations for a price at the bureau. behind the wheel leads them to believe thev Moving violators, if not corrected, become are perfect drivers instead of rank amateurs; ! repeaters and ultimately reach the court that all the rules, many of which are un t after the damage, injury or death has oc known to them, apply to the other driver curred. Prevention, at the cost of additional but not to them; that it could never happen | judges, would be much cheaper and more to them to be involved in a so-called acci ^ compassionate to the victims. dent; that if it does it is always the other 1iS A captive audience, such as traffic violators compelled to be present and listen, may quite understandably be inclined to be a hostile and an antagonistic audience. Yet driver's fault; and that if the judge decides against them he is just a confused old man and doesn't know what he is doing or is just picking on them. all judges who make appropriate opening If ever education is needed it is for these remarks before traffic sessions will, I am egotistical but thoroughly ignorant, almost . sure, verify my experience that the making moronic, drivers who endanger themselves I of such remarks invariably and very notice- and their innocent victims every' second they j ably increases the cooperation and respect are behind the wheel, and the time it is | of all violators. Even the repeaters often needed 1$ when they are busy committing the express regrets and apologies for returning moving violations and before the so-called and promise never to be there again instead accident occurs. True, a regrettably large * of arguing about what a bum rap the cop number of drivers cannot or will not assimi gave them. late the needed education but that, too. All judges are aware of the fact that becomes quickly apparent to the experienced * many violators in court, charged with care judge and then the answer must be to speak lessness after having had a collision, who vehemently protest they are good drivers and never had a collision before, sre found, to them in the only language they can or will understand--heavy penalties to deter future moving violations that will lead lo > on checking the records, to have a long the inevitable collision. 1 record of many moving violations, paid over Many years of traffic court experience lias I the years at the violations bureau. caused me to conclude that the greatest They have never been in court and it failure and fault of even the better-type quickly becomes apparent they do not know driver, as well as the inferior types, is lack ; the right-of-way rules. It is utterly astound- oi education, understanding and application j ing how many drivers, of many years driv- of right-of-way rules. This becomes self; ing experience, have not even the faintest evident when we realize that if right-of-way! conception of the fact that there is a right- rules were known and followed by all of-way rule for every traffic situation, much drivers, assuming proper driving habits to | less what the rule is. Good defensive drivers, enablejhem to do so, we would never have of which fortunately there are many, have an intersection collision I saved them >a the past but finally their luck runs out. Preventive education of moving violators by means of required court appearance might How many times have you judges had well be the answer to the education and 43 1961 Xatitmal Safety Congret understanding necessary to secure voluntary compliance with right-of-way rules, pro* vided we also simplify our right-of-way rules and definitely place the continued re sponsibility of yielding on one of the two drivers without permuting any exercise of opinion or judgment by the driver. Other bad driving habits and faults, including those which frequently make it impossible for the driver to yield right of way, could be sported in time, hy requiring court ap pearance, so that many tragic collisioos of the future might be avoided. Thus the need for specialization in the liandling and in the education of moving traffic violators is of the greatest importance li we are ever to solve or even greatly improve the traffic problem. This cannot be done unless the hazardous moving violators are required to come to court, so the court can educate and impose selective judgment on uch violators. REPORT ON AMERICAN BAR ASSOCIATION NATIONAL SYMPOSIUM ON CORRECTING THE VIOLATOR, AND THE NEED FOR RESEARCH By THOMAS M. POWERS Presiding Judge, Municipal Court, Akron, Ohio I have long felt that all traffic violators should appear personally before the traffic judge unless there are compelling reasons that make such appearance impossible or impracticable Now it is my assignment to report on the .National Symposium on Correcting the Vio lator panel program at the recent annual meeting of the American Bar Association held at St, Louis and jointly sponsored by the Standing Committee on Traffic Court Programs of the American Bar Association and the National Association of Municipal Judges. Also, after the report I shall say a few words concerning the need for further exploration and research in this field of cor recting and penalizing the violator. There may be some here who were fortu nate enough to hear the interesting and able speakers at that symposium but for those of you who were unable to attend, let me say that you missed a real treat because never m the many meetings that I hate attended where this subject ha been discussed have 1 heard such complete and enlightened dis cussion of it. One speaker ahly concluded Ills remarks by stating: Traffic courts should at at! times be firm and forward In the Imposition of proper penalties as lone sis justice meted out and with the thought in mind of serving the fol lowing purposes: penalizing the \fotator so that tne penalty will act as a deterrent, edu cating the violator, making the proper Impact upon the community, and last, but not least, instilling In the violator a voluntary desire to be a good, careful driver and to respect and obey the traffic laws so that the streets and highways will be safe for ererybody, motor ists and pedestrians alike. Another speaker reminded us of the dif ference in intent and in the type of indi vidual involved in the traffic violation as op posed to the person who is regarded as a criminal in the usual sense of the word, em phasizing that the methods of handling ac tual criminals cannot satisfactorily be applied to traffic violators. Another speaker carefully analyzed the dif ferent types of traffic violators, the "can'ts," the "don't*" and the "won't*," pointing out that if correcting the violator and getting voluntary compliance with the law are the central objectives of the traffic court then we should treat these three different types of violators more understanding!/ and with the view to attaining desired objectives. Another speaker emphasized the impor tance ot the judge, proper court facilities and proper atznospitere and concluded with some pertinent remarks by the Honorable Tom Clark, Associate Justice, United States +4 li Traffic Sestioiu Supreme Court on the importance of the Traffic Court in our judicial sy-tem: In saying that the truffle court t* the e!o*.l court to the people, in pointing out the mil lion* of people that come there every year, and then saying that respect fop (nw and re spect for court Indeed begins right at this level--th* traffic court--we are pointing out something that la vital In our Judicial system. Those who are charged, or who go 'nto our traffic courts not being charged bu- just as visitors, see in action perhaps the omy court they know anything about. The condition of that courtroom, the manner In which Its pro cedures are carried out. the demeanor of the judge and the attache* at the court the method In which the court Is earned on ar.d the time, perhaps. one has to wait In order to hare hi* ease called, all these thing* are impressed indelibly, upon those people who come and sit In that courtroom. This is true whether or not they take part In the proreedmgs. There can be no more Important court in this,whole land than the traffic courts of the various states, of the various counties of the various municipalities Here i* where repeet or disrespect for low. for order, for the courts, and for government is fostered Finally, another speaker pointed up the unbecoming motivation of revenue-raising that permeates too many traffic court*, de ploring the violations bureau and it* po<ted schedules of fine* for different nffemc* de ploring the growing tendency toward rc*ort to this type of pu.-h-Sulton iu*tice rather than the individual rr.mideration of the fart* and circumstance* of ench en*e; and drploring, finally, the growing disrespect for law observance when the public feel* that by "paying the price" there i a full acquittance for the violation. So much for a summary report of the vvmpojnim to you. It would be impossible, because of time limitation, to do justice to all the good point.* brought out bv the dif ferent speaker*. Let me in conclusion make a plea for more tich symposiums and may I add thereto a plea for further exploration and reearch in this field of correcting the violator, ft Is axiomatic that no person's judgment is better than the facts on which it is based. There is a great disparity and a great lack of uniformity among the traffic courts of the nation in treating, in handling and penalizing, traffic violators. As an example, in some places a D. \V, I. defendant gets off with a $25.00 or $50.00 fine and no fail sentence or toss of driver's license, while in other places the same defendant under the same facts and circumstances would get a $100.00 fine, thirty days in jail and lose his license for one year. I do not believe in uniform fine* or penal ties because I do not believe they make for mstice in the individual case, winch should he considered in the light of all the attend ant facts and circumstances. However, I do believe in the uniform approach of consid ering and weighing the proper penalty to be meted out in the light of the objectives to be obtained and considering the tested and proven techniques and toots available to the court for treating the violator. In summary, concerning this matlcr of re*earch, I feel that what i* meant hy correct penalization and the methods and technique* if achieving same should not he ju*t some thing that we ourselves discuss and accept and believe to be efficient methods, bat rather should be discussed and explored me-re publicly at the national and state levels, to the end that there will be a better public understanding of what we are trying to do and why we are trying to do it, and what ae believe the objective should be in the penalizing process Without this understanding, we will never get the public upport that we should have fnr heller traffic courts; and in lhi respect we are making the same plea that year* ago w.i* made to the public when gradually and finally there was understanding and support given for the enlightened and humane treat ment of juveniles, rather than having them herded together with hardened criminals, and treated and penalized under the criminal code as adult criminal offenders, I am not saying that traffic violators are juveniles. The vast majority o{ them arc not, nor are they criminals in ' e u*ual sense ot the word. Research, education and understanding arc needed for ever>one, judges included. As the matter stands nowr the Traffic Court Program of the American Bar As sociation is practically the sole agency trying to bring understanding and order out of chaos in this field of corrective and en lightened penalization for traffic violators. However, they are handicapped because of lack of funds and personnel to raise the torch in the darkened areas throughout the nation*--a torch that is sorely needed in ev ery state of this nation because there is no spot to remote today that the motor vehicle does not reach it, and where traffic violators arc not processed. 45 i96l National Safety Congress IS DRIVER LICENSE SUSPENSION FULFILLING ITS ROLE: DRIVER LICENSING VIEWPOINT Br EDWARD SCHEIDT Commissioner, North Carolina Department of Motor Vehicles, Raleigh, N. C. In discussing the question of whether rimer license suspension is fulfilling its role, it is first necessary to define what its role i, Suspensions, as earned out under the ;iulhonty of driver hecn-e ndministrators, should have the objective 01 making afer drivers, and therefore suspensions should be regarded as a part of the driver improve ment procedure. The term "driver improve ment." in the parlance of the administrator, lias a special meaning rather than merely a general meaning; it rciers to the improve ment or correction of dangerous driving practices or habits by changing the attitude of drivers through procedures available to the Department of Motor Vehicles such as advisory letters, conferences, driver improve ment clinics, or suspensions and revocations. The authority of the driver license admint'trator to *u>pettd ;< license or to put iitlo effect other driver improvement meas ures is, for the most part, limited to situa tion- involving die conviction of drivers for violations of the motor vehicle taws. There are some exceptions to this but mainly sus pensions are based upon convictions. To justify driver license suspensions as a "driver improvement'' technique, it is neces sary to demonstrate that there is some re lationship between violations of law* and ac cidents. Motor vehicle administrators and safety experts have long been convinced that there is a very close correlation between violation* of the traffic hws and accidents: and, therefore, Sf violations are decreased through driver improvement procedures the likelihood or drivers having accidents would alto be decreased. Another strong belief or assumption by administrators has been that existing driver improvement procedures ac tually have a beneficial effect. Both of these assumptions, namely, that there is a close correlation between viola tions and accidents and that there is a likeli hood that violations and accidents can be decreased by driver improvement procedures, were given strong support by a very signifi cant study made in the years 1956-58 under the auspices of the American Association of Motor Vehicle Administrators. This study was made possible through a grant from the Esso Safety Foundation and was supervised by a committee of motor ve hicle administrators of which I had the priv ilege of serving as chairman. The staff work of this study was done by the Institute of Government of the University of North Carolina at Chapel Hill. This study covered the operations of point systems in driver licensing and other driver improvement measures throughout the entire United States and the Dominion of Canada. One of the most interesting and revealing disclosures of the study was the conclusive relationship between violations and accidents. ,x* shown by a scientific sampling involving 40,000'drivers in the state of North Caro lina. 1 understand that the sampling methods were such that the results would not have been materially different if it had been pos sible to examine all the drivers files in the department. The 40,000 drivers whose files were tabu lated were classified as to whether they* had no violation of traffic taws charged against them, one violation, two. and on up to five or more violations- This related to viola tions which did not involve accidents. The tabulation then showed how many accidents subsequently occurred involving drivers in each of the categories. The results shown were that drivers who had no violations had very little likelihood of having subsequent accidents; those with one violation had a greater probability of an accident, and so on up to the point where it was a virtual certainty that drivers having as many as five violations would have subse quent accidents. To put it another way, the more violations committed by a driver, the more likely he wr to have an accident later. The same study also contained consid erable information to support the thesis that driver improvement procedures, such as ad visory letters, conferences, or re-examina- 46 Traffic Sessions Itions, result in fewer violations and accidents involving the recipients of the driver im provement action than hv individuals not receiving such action These conclusion* were made possible by the existence r-f con trol groups which had the same character istics and experience, the only difference being that one group received driver im provement attention and the other Hid no) ! lit a sense it might be said that license j suspensions represent a failure of the other , driver improvement measures which pre ceded the suspension, for presumably it the | other driver improvement procedures had , been effective, it would never have been necessary to suspend the license. To the average individual the suspension of his driver license represents a much sterner action than warnings, conferences, or other measures which do not actually interj tere with his privilege to operate a motor j vehicle, it follows that properly admtnis, tered and properly understood the suspension I power ran play a very vital role in highway * -rifely. It *, therefore, well that nil tho*e j to whom this authority is entniued take !* every precaution to insure that the npensicn power is utilized to hs grente-i I advantage. There is no question about the i'..ct that tremendous progress has been made ami is (being made in "driver improvement' in it? various phases, including that or sir-pension j of the driving privilege. Noteworthy work > is being done by the American Association I of Motor Vehicle Administrators in helping 1 to up-grade the driver licensing function in I all of its facets. Particular tribute should t be paid to the interest shown and financial * I assistance rendered by the insurance Insti | tute for Highway Safety in supporting the ; efforts of the American Association of Mo tor Vehicle Administrators in this vital area. Since performance should aiwavx be meas ured in terms of its potential, it can be stated that at the present time driver license suspension is not entirely fulfilling its role, although tremendous strides have been made throughout the years. Administrators are | generally and basically doing a good job in carrying out their responsibilities but there is always room for improvement. In my judgment, the most urgent needs in the way of driver license suspension fulfilling its role are not matters within the immediate author- tty or jurisdiction of the liccming authori ties, but relate to the assistance and coopera tion of other agencies who aUn h.tve viial and indispensable functions and rr<rM,n<il>ilitie* with respect to driver license* The first such agency is, of c*Hir*r, the police. Unless individuals who commit vin lations of the safety laws are arretted in the first place, their hcencs nil never he *u-- pended for the violation* which, if un checked, cause accidents. Therefore, the truly effective driver improvement program begins with effective jelicing on the front fine. Another area in which the police are in dispensable is in the apprehension of indi viduals who violate suspension orders. If drivers can, with impunity, ignore their sus pensions and continue to dnve in violation of suspension orders, it makes suspensions impotent and valueless. This suggests that all police should consider the detection of violations of suspension orders as an impor tant police responsibility and not merely a matter for licensing authorities as, unfortu nately. the attitude ha* *ometimes been. The cooperati on of the courts is also in dispensable for driver licen*e suspension to fulfill its role. Some of the things which courts can do in this connection include: 1. Forwarding conviction notices to the I department of Motor Vehicles as soon as possible. While courts generally send these notice* in promptly, occasionally there is *omc delay in doing so and, of course, the greater the delay the less effective or weaker is the driver improvement action of the De partment 2. Careful consideration by the courts as to whether the judgment rendered is one which will enable the Department to take driver improvement action. The Department can only act upon convictions which are valid under the driver license laws and any instance where the judgment docs not con stitute such a conviction and final judgment, the Department is powerless to carry out any of the driver improvement procedures ef fecting the individual, thus depriving him of the possible benefits of such actions. 3. Recognition by the courts of the dif ference between the function of the courts to administer punishment to individuals con victed of law violations and the function of the driver license officials in carrying out 47 tOfil S'ahnrtal Safely Congress the provision* of suspension orders or other driver improvement procedures which relate to the conditions under which the state grants or withdraws the driving privilege and are not to be confused with the concept of punishment for an offense. Finally, for driver license suspension or driver improvement measure* to achieve their potential, greater intere*t r.n the part of all public-spirited citizens is needed. The driver licensing authorities, should be sup ported wholeheartedly by individual citizens and by alt organization* haring any direct or indirect interest in highway safety in tltcir efforts to derive the most benefit from driver improvement procedures. Citizen sup port is a nect -> ingredient whether a program of vigorous enforcement of the traffic laws is to be sustained or whether suspension provisions and other driver im provement measures arc to achieve their poteuiudiiic*. IS DRIVER LICENSE SUSPENSION FULFILLING ITS ROLE? --CITIZEN VIEWPOINT By A. E. HUBER Executive Dir., Indiana Traffic Safety Foundation, Inc., Indianapolis, lad. It would appear there exists some differ ence of opinion regarding who actually diould have (or does have) the authority to suspend the driving privilege, L'nfortunately, these differing views are representa tive of the situation* winch exist in most of our tates. As a citizen. I am not as concerned about who has the tested authority to suspend a driver's license as I am who has the author ity and the rexpoKiibiUly for making a driver license suspension program elective. t feel most informed citizens accept driver license suspension as an essential tool in our nationwide effort to reduce traffic losses. Most citizens accept the logic of the safety authorities reasoning that, in order to pro tect the general public from a potentially dangerous driver, it is sometimes necessary to suspend an individual's driving privilege until his condition can be examined and serious defects corrected. I'm sure most citizens feel that, in other instances, it is necessary to suspend the license of an uidividua! in an effort to im press upon him the real value of the motor vehicle and of the license to operate. But there is ample evidence that license suspen sions are not being used to their fullest extent and that even where the suspension is used, all is not going as well as it might. Far too frequently we read headlines such as "Suspended Driver Nabbed in Police Chase," "Su.-pended Driver Held m Paul Crash" or "Suspended Driver Attempts to Elude Police." Frankly, I sometim - feel that the only drivers apprehended for driv ing while under suspension are those who become involved in accidents or serious violations while ignoring a current suspen sion. From the frequency of such occur rences in our part of the country, I have become quite concerned about the number of drivers under suspension who obviously continue to drive. One of our Indiana judges indicated that he believed as many as 25 to JO per cent of the drivers receiving suspensions violate their suspension. One of our deputy attorney generals, who handles appeal cases for our Motor Vehicle Bureau, estimated that based upon his conversations with drivers and attorneys involved in appeals from suspen sion action, he believes that as many as 50 per cent of the suspended drivers will ignore their suspension orders. (This would mean, in our state alone, 10 to .20,000.) To me this is shocking evidence that many offenders are openly contemptuous of our traffic courts and liceme administrators efforts to reduce traffic !<..* and that a completely inadequate job is being done to make suspensions effective. This is even more serious when you con sider that many individuals ejected or ap pointed to serve as traffic judges are reluc- 43 Tru/f'e Scxxitttu lint to recommend suspensions in almost any case, regardless of its severity. Certainty when suspensions are recommended and placed in effect they should be rigidly en forced. I feel we sre most fortunate, in our state, to have mandatory suspension* for some of the more serious driving of fenses, Gtherwi-c, I feel suspensions would never be effected m many or our communi ties. Other court* arc ianly in forwarding ab stracts oi conviction and recommendations for suspension to the license administrator. This results in long periods of time elapsing between arrest for the violation and action by the driver licence administrator. This lag in direct and positive action may be responsible, in part, for growing disrespect ior suspension orders. It most certainty must tend to lessen the seriousness of the original offense in the mind of the violator. it seems to me these conditions should be matters of grave concern io every jurist handling traffic cases, to every public official with responsibilities in traffic and to every citizen interested in a law-abiding society. t fully recognize that in most instances neither the courts nor the driver license administrators presently have the personnel to conduct periodic follow-ups on the large number of suspended drivers to insist upon compliance with suspension orders. How ever. it seems to me tlwt some agency or official body must conduct such follow-up* if the driver license suspension is to serve as an effective means for improving safety on our streets and highways. In view of general conditions in this area, I feel as citizen* we have every right to ask not only-- "Is driver license suspension fulfilling its rote?" But, more directly to ask-- "How can license suspensions be made more effective?" "Which agency shall be directly respon sible for performing the follow-up to insure that suspended drivers respect their suspen- l fear that if vve permit the continuation of what obviously is widespread disrespect for suspension action, we are tolerating a condition which will seriously undermine our entire system of traffic law enforcement. THE AGING DRIVER By E. K. KLAMM Accident Prevention Dtr,, Allstate Insurance Co., Skokie, 111. The matter oi the aging driver i? receiving greater attention today. It i replete with many angles and I would like to discuss just a few. In reviewing material previously written on this subject matter, the following major thought prevails. 'Driving performance, not age, should be the determining factor in per mitting any person to drive.- Burt Marsh of the .American Automobile A**ocuuon did a very comprchen-ive tudy " \gtng and Driving" last year. In further reviewing this rituation, it teemed paramount to me that T personally review the situation with our senior citizens. This was a revealing experience and cer tainly one that was extremely educational to me. First and foremost, we must recog nize *hat the senior citizen will not accept driving restrictions' without a struggle. In tact, the senior citizen can assemble quite a torcc to prevent any restrictions from being Administered if he so desires. These were some of the highlights that "Mr. Senior Citizen" stressed to me. I. After age 60, 65 or 75, he still has an imperative need for his operator's license. He indicates that he will be probably traveling more if he has sufficient funds to retire than he did prior to retirement age. If he retires, he and his wife would plan to travel considerably by car. Such travel is educa tional, less expensive and more convenient. He will also be in a position to visit his children and their families and, for the most part, they' will be spread throughout the 40 1961 National Safety Congress U.S.A. Oftentimes, be and bis wife, who may be his junior by a few years and in , belter physiol condition, will share the driv ing chores. So, Mr. Senior Citizen does stress the vital need for keeping hie driver's license. 2, If any restrictions Arc to be imposed, he will rebel to his political friends. Or, he may employ a lawyer to protect his "socalled rights." Some indicate they will even go directly to the "governor's office" to pre vent any injustice lrom being imposed upon themselves as far a* their driving privileges are concerned. 3, They will protect their constitutional rights and prevent any discrimination against their freedom. So, it seems essential that any planned program dealing with the senior citizen as a motorist should be planned and adminis tered slowly. The agwg driver also stresses that any decisions involving his o-vn group should include some of hi* own tvpe on any committee making such decisions. That is. he wants to "voice iris opinion'' and be in on decisions rather than having "some young whipper-snappers passing laws or adminis trative acts restricting the enior citizens' own use of the vehicle." The senior citizen did agree that there were certain physical shortcomings that did affect their operation of a vehicle. His phy sical condition deteriorates, his menu! proc esses work more slowly, vision slackens, per ception declines, coordination is oftentimes adversely affected, his response to emer gencies may be somewhat curtailed. Never theless, he feels these are all factors he can compensate for in his driving so that he does not fee! that his license should be placed in any jeopardy because of any physical shortcomings. He does not concur that a mandatory |h> steal examination should be completed l>y cv cry person as fie reaches age 65, 70 or any other age. Driving ability is far more important than age. Age is rela tive and he will certainly stress this fact. In asking for suggestions from our senior citizens, the following points were stressed by them to me. 1. The senior citizen should be remem bered among any committee considering this problem. 2. Representatives from the American Medical Association and/or state and local medical associations should be included on any committee dealing with this matter. 5 The Department of Health, Education and Welfare is vitallv concerned with the <cmor citizen problem and so they should he involved in any matters referring to the senior citizen in traffic---both a< a driver and a pedestrian. t Driver training is essential for all, not just senior citizens. Nevertheless, senior citizens are anxious to attend driver training sessions where convenient for them. This is extremely important in staying abreast of the traffic situation. They single out that the senior citizen who drives should take driver training. 5, Where driving ability is questionable, then a request for a re-examination is in order for recertification of the operator** license. ft. The use of driving simulators should be encouraged in training programs avail able for senior citizen* particularly in ref erence to driving on *xpre<way* and under emergency conditions. ", Newspapers and media can devote more time and space to safe driving for Aging drivers. Also, that the press widely publicize .my senior citizen `Voluntarily giving up hi* license." They arc insistent that they are "matured." 8. All driver* should recognize that senior citizens have a right to drive as much as anyone and so, "other drivers must adjust to the driving of senior duress." If a senior citizen is driving slowly, he ts driving at the maximum speed capable for his ability and so. he should not be forced or coerced to drive faster or "forced off the road." The senior citizen states he has paid considerable tax dollars to support the building of road* *o he ts entitled to the uk of them. 9, Driver training schools established by the courts, police, or motor vehicle depart ments should be available for the senior citizen. Also, there should be special hand out pieces for safe driving for senior citi zens, They do stress that the official govern ment should give creator consideration to this matter and be able to expend their services to the senior citizen so that he or she wilt be better informed to properly ad just themselves to driving situations. They are anxious to learn ana they are anxious to "stay out oi accidents." So. like in many Traffic Sessions other areas, the official government should consider "ways and means" of properly serv ing the senior citizen so that he can properly adjust himself to all driving situations. Senior citizens who are competent drivers to begin with and who learn to compensate for the toll of the passing years need not be a problem just because of advancing age. This means those who avoid serious disa bilities. who restrict their driving as to amount and time of day, and who keep pace with driving knowledge. Last year, the total number of fata] traffic victims over 65 years old amounted to ap proximately 6.000. Of these, more than half were drivers and most of the balance were pedestrians who were never drivers. In the jears to come, the number of drivers in this age group is expected to skyrocket, thus ag gravating the problem. Of the many circumstances that contribute to accidents among aging drivers, the in ability to properly adjust to constantly changing driving situation* and failure to acknowledge their physical limitations stand out as the principal ones. Loss of ability to judge speed and to discern audible and visual clues are also prime factors. In addition, older people are often abscntiuinded and totally unprepared for emergoides, which under stress renders them indecisive, erratic or iust too late in responding. Here 1* what the driver must cope with as he ages. Physical condition deteriorates. The mental processes work more slowly. Vigor slackens. Perception declines. Side vision in particular is reduced, underlining the seed far an oldster to compensate for his narrowed field of vision by turning his head from side to side so that he can take full advantage of all the vision he has. The capacity to manipulate the car, especially in emergencies, is curtaited but can be im proved somewhat by the use of power equip ment in the car. Coordination is oftentimes adversely affected. Failure to yield the right of way ranks as the most frequent accident-producing er ror among older drivers. Inattention and an unwillingness to adjust (the one-track mind) is mainly responsible. A California study has shown that right of way con flicts increase sharply with the driver's age. Exceeding speed limits is not prevalent among older drivers, but there is a speed problem. Elderly drivers often fail to drive at speeds at which they can maneuver their car under control when adjustments are called for. Improper turning is a problem with older drivers. Forgetting where they are in re lation to traffic appears to be behind most of it, probably due to poor vision or hear ing and misjudging speed. They often turn from or into the wrong lane and afterward lose control of the ear. This problem is compounded by the fact that older drivers have trouble correcting their mistakes. Even a small mistake may not be corrected in time. Older drivers need more supervision con ducted under the driver licensing authority. Close tabs on their mental and physical fitness (particularly vision) must be main tained. Senility and other competence-de stroying disorders of old age must b* detected as quickly as possible and be auto matic grounds fur license revocation. The medical profession has a serious re sponsibility to effectively cope with this "in dividual" problem. Opportunities for the senior driver to improve his driving and keep up to date, as long as he is able, should be readily accessible. THE AGING DRIVER By O. D. SHIPLEY Commissioner, Bureau of Traffic Safety, Harrisburg, Pa. I feel safe tn assuring Ed Kiamm and other senior drivers that motor vehicle ad ministrators, by and large, are not "out to get" them. At best we would be fools and at worst tyrants to attempt to deny driving privileges to any group on the purely ar bitrary basis of age. The motor vehicle is a much too important economic and i9t>! .\aUonat Safely Congress MKi.il factor in this day and age to deny its use K> anyone without justification. - A person's chronological age is of no importance by itself when we're talking about competency behind the wheel, The ability to operate a motor vehicle safely on todays high-speed highways and in modem traffic conditions should be the only justifiable criterion for determining whether an individual should be granted the legal privilege of obtaining as well as retain ing a driver's license. Our American sense of fair play and just plain logic and com. ir.an kensc rule out any other approach. This is not to say that the senior driver dues not have problems which are related directly to his year*. As human beings reach their later years, their physical fac ulties inevitably tend to deteriorate to some degree. This ma> or may not effect their ability to handle a vehicle safely in traffic. Persons who began driving in the early decades ot this century may need help in adjusting menially to the ever-changing traf fic environment of today. Neither the tensor citizen nor the licensing authorities can afford to ignore such prob lems. To do would endanger the live* of all highway users in general, and of the aging driver in particular. But there is a right way and a wrong way to handle these problems. The wrong way. in my opinion, is to question the ag ing driver's ability solely on the basis of advanced age. Such an approach is a form of discrimination not in keeping with our democratic traditions. It implies a biased attitude toward a particular group of our citizens that can only tend to prejudice anv subsequent judgments of actual driving ability. Any program which singles out the ag ing driver is bound to be self-defeating. No matter what the merits or good intentions of the program may be, the older licensed operator almost invariably secs himself as a "victim of persecution." The resulting psychological effect on the aging driver can only be detrimental to the <ause of traf fic safety. I firmly believe that the most effective way to meet the problem of the senior driver is to question the competency of ALL licensed operators, regardless of age. After all, we have far too many young and middle-aged persons who are menaces on our highways because of extreme physical or mental deficiencies. Do they have any more right to cover our roads with inno cent blood than the aging driver who may or may not be incompetent? As you know, Pennsylvania has under taken a pioneering program which calls for the periodic visual, mental and physical reexamination of all of its five and a half million licensed drivers. After nwre than a year of operation. J can tell you irankly that this is an effort of colossal proportions. But even at this early stage, hundreds of drivers with ex treme physical and mental disabilities have been eliminated from the streets and high way*. Quite naturally and inevitably, this pro gram initially alarmed some of our elder operators who saw it as directed at them primarily-. This fear was groundless. Before the re-examination program was inaugurated in June, I960. Dr. Charles L. Wilbar. our >ecTdr-y of Health sent a lengthy memo randum to the more than 20,000 physicians in the Commonwealth. It was intended as a guide in the performing of driver physical examinations, (n his concluding statement, he said: "The physical standards (for ob taining or retaining a license) do not specifically single out the aging driver, because the common view that older drivers are more likely to have acci dents has been contradicted by th- facts. No one in Pennsylvania will lose his operating permit if he is physically and mentally competent to operate a motor vehicle, regardless of age. The important yardstick u not the chronological age, but the func tional age of an individual. The phvsiaan, of course, by virtue of his train- tug and knowledge, it the best qualified to make the essential deter mination." i*m sure Dr. Wilbar was neither sur prised nor alarmed when a 91 year-old driver was pronounced physically fit to drive, or when a 16 year-old was grounded be cause of mental incompetence In selectLag the drivers to be called for examination each week, we use a letter- 52 L *} |j H * j . * Traffic Sessions type system based on the permanent plate numbers appearing on our operator's li cense. This does two things, It gives us a cross-section of all age groups each week and assures the older drivers that they arc not being singled out. Incidentally, our re-exammauon program a yielding several important by-products in the field of preventive medicine. Many individuals are benefited by the visual and physical check-up in terms of their personal health. Individuals who haven't visited a doctor in years have been informed by the ex amining physician that they are suffering from dangerously high blood pressure, glau coma. extremely poor vision and oilier seri ous disorder*. The value of this diagnosis and treatment is obvious. The Pennsylvania Medical Society ha* given outstanding cooperation to every ph.,;c f the program. In the light of time-worn probt.-1 involving doctor-patient relation ship, this cooperation assumes extreme sig nificance to the success of the program. The public reaction to this unprecedented program of ours has been overwhelmingly favorable. But, perhaps the most gratifying reaction of all came trr-m our senior op erator*. Shortly aiter the first group of 200,000 physical examination notices were sent out last year, we began receiving letters from elderly persons voluntarily surrendering their operator's license. One elderly man wrote: "Having reached the age of W, 1 dunk the sensible thing for me to do is to step driving and will ak you to cancel my license application." Another man. 72, slated: "After return ing from the hospital following a critical illness, I realized that I will never be able ir> drive an auto again, so I am returning my I960 driver's license '* A 68 year-old operator declared; "1 do hope everyone feris the same way I do about physical conditions. I know I am not able to drive tike I used to and will not venture out on the highways anymore, be cause I might be the cause of an acci dent The method of physical examination is a wonderful thing, as I sec so many people in our community who should never drive again due to their age and physical defects." From a male driver in his 67th year came a letter which read; "For my health and perhaps someone else's, this is the best thing you've ever done for safety on the highway's." I could go on quoting from more letters of this sort, but 1 think the point has been made. When confronted with the physical fitness requirements embodied in our new licensing program, many of our older citi zens took stock of their own deficiencies behind the wheel. And many-of them faced up to flic fact that continued operation of a motor vehicle endangered their own lives and the live* of other*. This is a tribute to their intelligence and honesty. In terms of our discussion here today, f doubt very much whether our older driver* would have responded in tins manner if we had instituted a licensing program aimed exclusively at them. By launching our at tack against incompetent operator* of all ages, we made the older people feci that we held no particular bias toward them solely because of their age. Our new physical standards deny license* to persons suffering from inadequate tixon. severe cardiac conditions, circulatory and neurological disorders, uncontrolled epilepsy and diabetes, chronic alcoholism, narcotics addiction, and other -evcrc physical and mental disorders that can, and do, cause them to lose control of their a eludes on crowded city streets or high-speed highways. Would a program aimed only at older drivers eliminate such menaces from the highway? Some, ot course. But what about life mentally unbalanced Kenneth M, Shel ley, who sped down the Pennsylvania Turn pike at 90 mile* per hour in the wrong lane? He was only 27. Or the middle-aged gasoline tank truck driver who had nine accidents all at the wheel of lu$ mobile Molotov- cocktail, before it was discovered that he was subject to epileptic seizures? During the years of 1957, li and 39, the Classified Operators Section * f our Bureau of Traffic Safety, removed the operators' license* of 6,567 persons for the following reasons: Mentally ill--1713 Uncontrolled Convulsive Seizures -- 1206 53 1961 National Safety Congress Chronic Alcoholism--46o without enabling lairs.: And legislatures Narcotics Addiction--580 across the land have, with. .Uglifying con Failed to pass or declined to take the offer ot a re*examination--2311 Voluntarily surrendered their li cense* tn lieu of the re-examination291 sistency, refused to.rabiiieirypcutial on legislation urgently' our licensing procedairca.Ro< >4r>- There is documentation ifi-tbese law makers would make the ctiort^tofseek it-- that for every vote tbgy^loaettiaoagh sup All ot this was accomplished prior to porting sound traffic legislation, they will our re-examination program. How did we gain ten. find these people? Reports from doctors, hospitals, relatives, police officials and other safety-minded people. At best, this amounts to a *cratch-thc-surace technique,--however, the results definitely highlight the need for periodic rc-examinauon, We sorely need leadership oo the part of Motor Vehicle Administrators and Chief Executives coupled with some legislative foresight if we are to make substantial progress in eliminating carnage from our streets and highways. It is hard to believe that people of all ages with such disabilities are being li censed all over the United States, and will continue to be licensed until other states lay down physical and moital standards for granting a license such as has been done in Pennsylvania. On a nationwide basis we license more than 1,300,000 drivers each year who are physically, mentally or visually unqualified to handle a motor vehicle safely. This figure it an estimate based on minimum medial standards and as arrived at by protect ing the results of our examinations of over 600,000 drivers in Pennsylvania during the past 15 months. I am of the firm opinion that unless the various states show by positive action a willingness to cope with this appalling problem, the Federal Government will step in with a program of federal control of driver licensing. I, also, firmly believe that driver licensing should remain the preroga The aging driver has a higher stake than most tn sound traffic safety legislation and comprehensive, fair driver Licensing pro grams. He needs two things basically; fair treatment in the judging of his competency to drive, and help in adjusting to modem traffic conditions. I am sure that he would not ask for more than this. It is the responsibility of motor vehicle administrators and legislators to see to it that he gets both. In the end, the entire cause of traffic safety in this age of the motor vehicle will be served to the benefit of everyone. I have indicated the need for careful han dling of problems involving the advanced age driver and his acceptance of the pro gram. Obviously, this acceptance is not uni versal, and frequently it is necessary to handle some extremely delicate situations in a firm manner. It isn't easy to tell a tive of the states. "5 year-old driver that his driving days are The adoption of an effective, compre hensive driver licensing program is no easy over, but, in the interest of public safety, it is necessary. task, if it would be, Pennsylvania would A few months ago. a very feeble senior not stand alone today with its re-examina citizen came into my office in an extremely tion effort. belligerent state of mind. "Look here, you I have been most fortunate La my efforts ia having a Governor who recognized the full tragic extent of the driver improvement problem and has been willing to risk po young whlppersnapper," he said. "I can drive as well as I ever could. Much bet ter than you can, so why are you tsJdng my driver's license?" litical unpopularity to push the cause of I carefully explained why it would be ex traffic safety so that lives may be saved, tremely hazardous for him to continue driv even if votes are lost. ing and suggested that he hand me his op The legislature is a horse of another color. erator's card. The hard, bare fact is that no overall I failed to convince him. In fact, his traffic safety effort can be truly effective belligerence increased, and he said, "Neither S4 Traffic Sessions you, the Governor nor the State Police are ouig to stop me from driving, if you take my license, it will have to be by force, and even after you do this, I'll just drive with out it." In the calmest manner I could muster, l attempted to reason with him, but he shnifi<d out of my office mumbling under hi* breath some invectives that 1 aumc were uncomplimentaryIn less than five minutes he was back. "Mr. Shipley." he *a!d. "1 want to apologize to you. You are right. I know you are right I know l shouldn't be driving, but I felt I had to make one last effort to keep my driver's license." Then, with tears in his eyes, he put trembling hand on my shoulder, handed me his driver's licene and said, "Thank you for being jo patient with an old man. Your program is good. God bless you for having the courage to do what is right" No! It isn't easy to take away the very precious privilege of driving a motor vehicle. SHOULD ALL MOTOR VEHICLE ACCIDENTS BE INVESTIGATED? -- AFFIRMATIVE Bt CAPT, G. S. FRIDAY Capt. of Police, Police Depti, Columbia, S. C. 1 am happy to have the privilege ni being on the affirmative side. First, I would like to put a few qiie.iscn> in your mind. 1. Do we investigate all criminal com plaints that come to our department? 2. Do we investigate all complaints about our police department ? 3. Haven't we been taught that traffic is a major part of law enforcement? 4. Don't we teach our recruits the cause# ot traffic accidents? 5. Where did we get all this information for the clearing house? Webster's Veit Pocket Dictionary says "Investigate means to search into" and this little book also says that an "Investigator is an examiner." So, by all use of words, when a police officer goes to the scene of a motor vehicle calamity, he is an "accident investi gator." (School solution: definition, "A systematic and analytical enquiry and exami nation of all facts, physical feature condi tions. observations and results tn a motor vehicle collision.) I will agree that each accident should be handled as an individual accident and the necessary steps should be taken to get all the information that you may need at a later date. You assist a lot ot people when you collect <Lita on an accident: 1. You represent your department at the scene--what you do at the scene places a picture in the minds of the public of what your department really is, so it's good public relations to investigate ali accidents. 2. You collect data to b used by attor neys--they are business men of y.nir area. 3. You collect material for insurance companies--many of us would not have been able to get our training had it not been for insurance companies, and Lord knows we owe them a great gratitude for their assistance. 4. You collect "selective enforcement" in formation that should guide your depart ment on the who, when, where, why and how. From this information, you a$tgn your personnel to your needs. 5. It is impossible to get all facts but get as many at you can. Your accident prevention program is based on accident investigation. When we investigate all accidents it learn Jhe characteristics and habits of people. We technical people usually look at a situ ation in a biased way. Minor collisions cost less than major ones, true, but you usually have ten minor to one major. If you ignore 55 fQttl Sdfelv C>'|jrfv the minor amt investigate the major, you are not getting a true picture of the causes of accidents at a particular location. To clear up a problem area, you need time and statistics--and the only nay to get statistics is to investigate all, large and smalt. You are really doing the drivers a favor by investigating all accidents. An accident, minor or major, which has been investigated, wult the proper charges made for the viola tions, should prove influential to the drivers in making them mure accident conscious in the future, thereby strengthening our acci dent prevention program. Jf little emphasis is given minor accidents, little interest will be shown on the part of some drivers who may continue to take accidents "!ightl>" until they are involved in a serious one sometime. Another thing, what does this investigating major and maybe jit*t recording minor aeci- dents do to the attitude of the public? If the public realizes, and they will, that you are only interested in t'-rm if they have a major accident, what will they think of your department? To the policeman, it may be a "minor," hut if I ever have the chance to save up enough money m buy a new ear And someone would crash a fender, by gosh that would be a ``majur" to me! Our department policies are set up to give service to the public we work for and if it takes 30 minutes or all day to give this service to our people. I think we should do it. Nothing will make more friends for your department as much as helping some one m need, and a person upet from an accident it surely in need. The one thing I would like you to re member is this: "Don't ever gel so technical and efficient that you sacrifice your depart ment'* relation* with the public." SHOULD ALL MOTOR VEHICLE ACCIDENTS BE INVESTIGATED? -- AFFIRMATIVE By SHIRLEY CURTIS CapU Safety and Traffic Bureau, Michigan State Police. East Lansing. Mich. In my opinion, all motor vehicle acci dents should be investigated for several very important reasons-- 1. Police are legally responsible for de termining if a traffic law violation has been ermumtted when an accident occurs and or taking proj<r emorcemcnt action. Then, loo, it i* the sworn duty * police <o pro tect life and property which is a primary consideration in any* accident investigation. 2. Investigation of an accident permits the officer to observe the driver and report to the proper authorities any condition which appears to make him unfit for licensing as well as the fact that said drive- was involved us as accident. The latter is a pre requisite for motor vehicle administrators us carrying out a driver improvement pro gram. 3. Highway condilions which appear to need special attsnioo based on the observa tions of the officer at the scene of the ac- eident can be brought to the notice r.i proper authorities. 4. Investigation of accidents provides in formation on the number and causes of accidents which is a legal requirement in most jurisdictions. In this connection, facts reported by a trained police officer based on hi* investigation of an accident are un biased and far more reliable than informa tion on accidents reported by the drivers in volved. 3, Complete and accurate information on the traffic accident situation is necessary to provide the basis for a sound accident prevention program--by police, educators, en gineers, motor vehicle administrators, courts, public information media, and by the legis lature. In addition, it provides the basts for training and research. Before discussing in more detail the rea sons why all motor vehicle accidents should be investigated, we need to know what we Traffic Sessions mean when we say alt accidents should be investigated. According to the Uniform Ve hicle Code, accidents should he reported which result m death, injury. *->r property ilantage in ihc- amount of 2*, ^0, or I0f1 dollars. Although highly desirable to investigate die most minor accident, it certainly is not feasible to attempt to investigate those aclidents which aren't even required * be reported by the Unitorm Vehicle Code, namely, hup cap dents, lender scratches, or xihcrs resulting in minor property damage. say for the purpose of this discussion that when we say all accidents should be investigated we mean all those resulting in death, injury, or ptoperty damage of 100 il'.llars or more. \nothcr term needs clarifying before we proceed and that is what do we mean by investigation. Webster defines investigate as meaning, " to follow up or make research by patient inquiry* and obscr -mon and ex amination of the facts." Acc -ding to the last report on traffic accident records, de veloped in 1900 by the t*re*ideut'. Com mittee on Traffic Safety, accident rrpurfut*/ i.ieaiu the collection by police of readily available facts about accidents, while iiivesttgation is a far more thorough process calling for detailed inquiry into all avail able information pertaining to an accident. These definitions of investigation are quite inclusive and few, if any, police depart ments have manpower or time to make the detailed inquiry necessary' ,r> obtain all jzviloble iiifonnaiion pertaining to an acci dent. In fact, the Committee on Traffic .Occident Statistics fully realized this when u prescribed certain minimum information which should be obtained on all accidents reported by the police. It is my recommendation that investiga tion by police be sufficiently thorough and complete to obtain this information on all accidents resulting in death, injury'* or prop erty damage to the extent of ICO dollars ur more. In addition, l believe it mandatory' that information be obtained to identify xny unusual driver, vehicle, highway, or operating control condition which there is good reason to believe may have contributed to an accident and any violation of traffic laws. These are my minimum requirements for the investigation of any accident This state ment, however, should not be interpreted to mean this information is sufficient for alt accidents. Many times it may be necessary to go much further in the investigation >>n one or more particular pluses of an .u-rident. `the whole concept of accident prevention is bused on the fact that nearly all mi railed Accidents arc caused occurrences and are not merely dunce happenings. Most accidents have a number of con tributing factors, including driver failures, roadway deficiencies, vehicle detects, etc Furthermore, it is known that the same contributing factors which result in a minor vccident one time may result in a crippling injury or death the next time under slightly different circumstances. We also know accident patterns remain quite constant when traffic volumes and other influencing factors remain about the same and that future experience can be pre dicted within limits when past experience is known. Sampling techniques may provide the in formation to establish M>me trends. They cannot, however, provide the necessary facts to quickly identify drivers with mulupie accident records or high accident locations, nor evidence necessary for enforcement ac tion in individual cases. Neither can such information be obtained from the prejudiced and highly rationalized report* of drivers. Unless reliable and complete information can be obtained, accident prevention pro grams must be based mi guesswork and opinion. And, past experience indicates such programs all too frequently are misguided, inefficient and costly. What ts needed is careful >n\ wigsuon of all accidents which occur by carefully trained, unpartial and competent official in vestigators. Our own department considers this not only a legal requirement, but so necessary that it is our policy to investigate accidents at the scene whenever they are brought to attention regardless of the ex tent of damage involved. However, before closing, our case, we would like to elaborate further, as time permits, to support our con tention and ask our opponents a few ques tions as to how they would prosecute viola tors and carry out other recommended fPtfl Xeitpnai Sa'ctv Crmsrru acti'u&mt ptCTggkn aruvitv without investi dents are investigated? Our official report gating all accident' form provides space for the officer to check The apprehension and conviction of traffic when he believes the scene of the acadent law violators is considered oac of the most *hould be inspected to determine the need effective accident deterrents and one or more for engineering attention and, when thi* violation* arc reported as contributing fac is done, he also explains his reasons for tors in most accidents. We would like to his recommendation. A copy of the officer's ask how enforcement anion " be taken against violating drivers in accident <* unless acddoils are investigated. accident investigation report, in turn, is referred to the proper engineering officials for their consideration and as a result spe We believe if an officer is to take iforcement action when the driver commits cial corrective treatment ri applied to many locations each year. a violation, but no accident occurs, it is Still another question for our opponents even more important for such action to is, how can they obtain necessary* reliable be taken when the ***>* violation results information on the number, location and in someone being injured or property dam characteristics of accidents to serve as a aged. sound basis for accident prevention pro The importance of enforcement action in accident cases also is fully recognised by the Traffic Committee of the I.A.GP., which recommends a minimum satisfactory grams by the various officials and agencies charged with responsibilities tor acadent prevention, unless all accidents are investi gated? accident arrest rate of $3 per 100 investi gated accidents. Our own department exceeds this minimum arrest rate in accidents which are investigated and the number investigated exceeds recommended reporting ratios of 20 injury and 33 property damage acci dent* for each fatal accident in rural areas. As previously stated, nc also believe it ts a primary responsibility of the police to assist in securing medical aid and trans portation of injured persons and do every thing reasonably possible to protect the scene from further accidents until injured Some of the kinds ot information needed by the different officials include-- 1. Engineers want to know the exact location of accidents, the effectiveness of their operating controls and accident fre quency in relation to varying highway de sign and roadside characteristics. 2 Police want to know who was involved, what happened, if a violation was committed, where and when the accident recurred, as well as the condmrei of the driver, vehicle :uid nighway. persons and damaged vehicles can be re 3. Educators need to know who is involved moved. and a* much as possible about contributing Another question we would like to ask is, factors, as ril as the general character how is ft possible to detect those drivers istics of ac--"arts. involved in accidents who appear to be physically or mentally impaired to the ex tent they should not be iicetsed to operate a motor vehicle unless all accidents arc investigated. Our state of Michigan official traffic accident report provides a place for the officer to chock when he thinks a driver should be re-examined for license compe tency and when this is done he explains his reasons tor his recommendation for the benefit of licensing authorities. Wc would lake to raise another question, how it is proposed to bring to the atten tion of the proper officials inadequate traffic controls or roadway conditions which appear to require attaatioo to minimize (be likeli 4. Driver license administrator? want t<* know who is involved in accidents, whether a violation was committed, the physical con dition of the drivers involved, and any other information available which might have a bearing on the drivers fitness to have a license. 5. Traffic safety groups and public in formation media need to know the extent of the problem, accident trends, contributing factors, etc. 6. Legislators need to be kept informed on the extent, tread and characteristics of the problem upon which to base the need for new or corrective legislation. hood of future acadmts, unless all acd- 7. Those interested in basic research to .38 Traffic Sessions find out new and better ways to cope with .pecific aspects of the problem nerd to know uhat has already been learned from accident investigation to serve as a basis for further exploration. Our opponents will probably say it is not accessary to investigate all accidents to ob tain such information and even if it were there is not enough manpower or money to carry out such a program. The question before us is, should all ac cidents be investigated ? not, is there enough manpower or money to do the job? We firmly believe all accidents should be investigated and we believe we have cited adequate reasons to support our contention. SHOULD ALL MOTOR VEHICLE ACCIDENTS BE INVESTIGATED? -- NEGATIVE By MAJOR MARTIN M. PUNCKE Chief, Training 4 Personnel Div., Maryland State Police, Ptkesvillc. Md. The effort put forth- Cost of the effort. Results of the effort. These are basic criteria used in any project or business operation involving saving of fives or financial gain. The police are no exception and our work must be evaluated by these criteria, if we lire to enjoy the reputation of an efficient organization. work and encourage more complete reporting on the part ot drivers. This eoneltisloa was subscribed to by the Committee oa Accident Record* of the Na tional Safety Council, and by the Traffic Committee of International Association ot Chiefs ot Polio*. The subcommittee on forms and statistical practice* of the National Conference on Uni form Traffic Accident Statistics also consid ered the problem of getting better informa tion about caus*s Oft a sample of relatively well-investigated acadent*. The subject under debate is certainly not This is one of the main points involved i new one. I would tike to quote from a when discussing the negative point of view report nude to the National Conference of on the subject of "should all motor vehicle Uniform Traffic Accident Statistics, and the accidents be investigated." Traffic Committee, International Association of Chiefs of Police in 1935, by J. Stannard Baker, Director of Research and Develop ment, and Roy E, B. Fisher, Research As sistant, for the Traffic Institute-Northwest ern University. We feel that if a proper sample is taken and evaluated, a valid result can be pre dicted. Wc already agree that the origins of sampling He tn probability theory. In most instances, the detailed examination of a valid sample is more accurate than the Accident reporting forma and procedures generally represent a compromise between those reports simple enough to encourage complete reporting and reports complex enough to get complete Information on each icddent: that is, a compromise between quantity and quality. As a result, neither quantity nor quality has been achieved, it would be better to try to yet last information on fAe majority of acci dents--only that necessary lor administrative purposes--and more detaiUd information--tor technical purposes--on some. If only a few accident*, it follows that an important dis tinction be---------------------------------<-----------------------Uty and li be made. result compiled from large masses of mate rial. The man hours consumed by either a metropolitan or state department in accident investigation during the period of a year is certainly a large percentage of the overall man hours used by the enforcement agency. We must include, sot only the time con sumed by the investigating officer at the scene, but the time involved in making the report, sketches, processing by departmental perfonnpt, punching of I.B.M. cards if this i 1 A workshop attended by representatives of Interested national organizations, waa held at the National Safety Council la 19&2. Her* It was agreed that the report of the accident should be simplified to meet only the admin istrative needs and thereby reduce police equipment is available, and the publishing of analytical reports. We feel that this time could be materially cm if the sampling pro cedure was used. 59 P<" > \ v .*>< Tlie man hour* u>-ed for this purpo** rtxild be more effectively u*d in normal enforcement procedures. In discussing this problem, we invariably ask ourselves, `'What is the responsibility oi a police organization ia aeadest investiga tion ?" We are certainly charged with saving of lives and properly. We have the responsi bility of determining whether or not a vio lation has been committed, and to develop and preserve sufficient evidence to substan tiate the charge is court. H'e are responsible for making available sufficient statistical information obtained dur inf our normal operation to other organisa tions having an interest in the accident problem. t feel that the additional investigation time spent in determining the background causes of accidents, a development of factors which would tend to determine the civil liabilities involved, and any other detailed fact-gathering data requirement on all acci dents, is not the primary responsibility of the police department. Special studies on specific problems sliould be accepted by various organizations, and this information pooled for the use of all. A very good example is the study made by Cornell University on the crash injury problem. Check your summary' report* for the past few years and see how many factors have changed. In a specific area, has there been a sufficient change in hours of the day, day of week, or road condition to change your enforcement policies? I think not The gathering of accident investigathm data with our present form, and the com piling of this information is a procedure which has grown with the advancement of police activity. Are we taking the approach. "This is the way we did it for the past 30 years; why change?" it is our opinion that this entire procedure now must be re-evalu ated to determine exactly why we continue to follow the oid procedures. May l refer to tlie present controvem on the responsibility of police while an free way patrol? The police were expected to patrol the highway, investigate accidents, check aban doned cars, report defects in road conditions which, in my opinion, are all police func tions. We are then expected to it-unx the re sponsibility of misceilaseous duties of assist ing people who are out of xs. changing flat tires, making minor repairs on motor vehicles, and many other non-police miscel laneous Hems. We must ask oursetve*. "Hate we per mitted the accident investigation problem to get out of hand in the same manner? i>o we need and use all of the statistical data obtained? Arc we obtaining it in the most efficient manner?" The proper evaluation of a well-defined, complete, sample would be of more value than the processing of a volume of ma terial. Deputy Chief Sullivan, will show there is no relation between accidents versus accidents, but there U a relation between violations and accidents. Manpower properly used on a great per centage of this . tivity may be used more efficiently in the direct enforcement effort Violations do cause accident?, and the possibility of being involved in an acci dent is in direct proportion to the number of violations committed. Police must have the manpower to make an initial arrest. The remarks of Mr. Huber are pertinent, that up to 30 per cent of suspended drivers continue to drive; and of Capt. Gardner, that we must have manpower to property cniorce the laws. Enforcement is our primary respontihility; therefore, I sincerely recommend that we take a very close took and evaluate our motor vehicle accident investigation procedures. 60 Traffic Saxtons ENGINEERING TRAFFIC SAFETY IN THE SMALLER CITY. WHERE DO WE GO FOR HELP? By MYRON K. L1NGLE Traffic Eng., Illinois Div. of Highways, Springfield, 111. Traffic engineering assistance trom llic >Uie is available to smaller incorporated immunities in varying degrees. First, On streets and highways under state jurisdiction, alt traffic engineering service mil be furnished by the state. Stivnd. On streets and highways under local jurisdiction, no preliminary traffic en gineering service will be furnished by the .-.tale; but for local projects financed with motor fuel tax funds, the preliminary traffic surveys, plans and specification* must be submitted to the state for approval. The state will make final inspection for con formity to slate specifications and policies, Third. On streets and highways under local jurisdiction, where motor tue> tax funds are not involved, no detailed traffic engi neering service wilt be furnished by the state. Engineers in highway districts and bureaus will respond to inquiries of local authorities with limited advice and recom mendations. In Illinois, it is unlawful lor :ui> local authority to place or maintain an> traffic control device upon any highway or street which is under the jurisdiction ot the De partment of Public Works and Buildings without having obtained approval of the department. Without exception, the depart ment will determine the need tor (rathe signs, and will erect and maintain them. Slate trariic engineers devote a major por tion of their lime in defending the uniform system of traffic control, ut refusing to em ploy unorthodox methods, and in educating the public. That traffic engineering is an art and a science is a truth not commonly known tu mon officials and citizens ot smaller communities. And civic leaders are eager for traffic engineering by means of emotional appeal, by petitions, by political pressure, and by repetitious coercion. Sin cere and enthusiastic workers for traffic safety cannot understand that a sign or signal installed in conflict with the traffic engineer*? judgment is no cause for civic rvtuicmy. A sign, a Hastier, ur a stop-and-go Mqnal that violates a principle of traffic engineering is harmful; other control de vices lose a share of their effectiveness, and motorists develop an increasing contempt for alt signs and signals. Speed zoning is the least appreciated art ot traffic engineering. Routine complaint letters offer this hackneyed contention, "At least half the drivers are violating the 4*> m p.h. sign--the speed limit should be re duced to 30 m p.h.'1 The layman fails to sec that a lowering of the number on the peed sign would merely increase the num ber of violators. Of course, the reason for these appeals for unrealistic speed limits is the popular, but erroneous, belief tliat motorits who trsuel 50 m.p.h. past a 40 m.p.h. tgn would travel 40 mp.h. in a JO m.p.h. <ujiie. 'Alien the traffic engineer explains that data irom a speed survey are plotted and die plots joined with a speed-accumulation .iirve, and that the speed limit is based primarily on the 55 percentile speed oi all vehicles, understandably the layman con siders this a ridiculous method, and says to. He warns to control the speed of the motorists, not let them drive as they please. Professor C, C Wiley of the University of Illinois reported ui 1949 that the chang ing oi numerical values on speed signs, and ihd removal .f speed signs altogether, did not affect the speed pattern of vehicles ap preciably. This conclusion has been veri fied many times and places. When speed limits on Illinois highways through small ^immunities were raised to realistic values, in accordance with the absolute speed law enacted in 195*, bciore-and-aitcr studte* demonstrated that actual speeds of vehicles were not faster, but slightly slower. Civic leaders need to be convinced that realistic speed limit* cannot be based upon opinion. Moreover, this is the law. \ motorist, arrested for violating a speed tone which has been fixed without the iienelit of a traffic investigation, can offer this lack of data as a valid defense. (i l 1961 National Safety Congress Traffic signals installed within a mu nicipality, on or off a State or federal route, must be financed by local authority. The need for the signals is generated by local traffic, and is not aggravated materially by through traffic. Local authorities may choose to use motor fuel tax funds for this purpose and usually do. Application (or the use of M.F.T. funds for an inter section must be accompanied with ve hicular and pedestrian counts am! motor vehicle accident data. Minimum volume or acadent history warrants must l>e atified to justify the installation of signals. There is a popular notion that stop* and-go signals are the remedy of all traffic problems at busy intersections. But drivers who are halted on the thoroughfare for only occasional vehicles on the cross street will become impatient with these frustrat ing signals. Such signals are harmful be cause this disrespect for an encroaching number of unrealistic control devices grows into a general disregard for all of them. Traffic signals must not be placed on the basis of opinion, nor because of a Spec tacular or publicized accident. When justi fication is based on accident history, a col lision diagram must be prepared and only those accidents considered which can lx* prevented by traffic signals. For example, while signals may reduce right-angle col lisions, they* may actually contribute to rear-end crashes. Traffic engineering in smaller communi ties too often is based on public and in dividual opinion. Promiscuous placing of stop signs and posting of unlawful speed limits are expedient attempts to solve -ocal complaints and satisfy petition*. And yet these communities are confronted with an ever-growing traffic problem: school and pedestrian protection, parking, pavement -narking, intersection design, access control, one-way streets, street lighting. Where do they go for help? Consulting engineer* arc one answer; sharing a traffic engineer with other communities is another; the county superintendent of highways is an other. And then there U the state highwav department. Only twelve communities in Illinois em ploy full-time traffic engineers. Consultants, city engineers, and police usually perform traffic control functions in the twelve hun dred cities and towns with a population of less than 25,000. In the eight hundred incorporated communities with a popula tion under 1,000, little if any traffic engi neering is practiced. The State does not have sufficient trained personnel to offer a complete traffic engi neering service to these thousand communities, more or less. Our engineers are available, upon request, for the interpreta tion of traffic and motor vehicle laws, for workable explanations of the state and fed eral manuals of uniform traffic control devices, and the application of department policies. In Illinois, the statutes require that all traffic control devices conform to the state manual published by the department. The manual prescribes the minimum warrant* justif>mg the use of various traffic con trol devices, describe* the purpose of each device, and specifies the size and shape of signs, signals, and pavement markings. This manual, together with the federal manual, is a workable textbook on traffic engineer ing sufficient for the small communities The standards and principles contained ju these manuals can be of grot service in finding solutions to traffic situation*, and in weighing the merits of proposal* advanced hv various citizen groups. The state manual i- mailable, free of charge, to every in corporated community and to every county in the state. The federal manual can be purchased for two dollars from the Gov ernment Printing Office. It is a source of wonder to me that city and town clerks, and leaders of citizen groups, write to the Governor, the Secre tary of State, and State Police, and the legislators, for solutions to traffic problents. One would expect them to know that the engineers who built the highways, who erected the signs and signals, who painted the center lines and edge lines, surety are supervising the safe operation of the high ways through their communities and en virons. Gvic leaders concerned with traffic safety should become acquainted with the district engineer in whose district they re side. They should know the district traffic engineer and the district maintenance engi neer, for these are the operation officials of their highways and route numbered streets. The district traffic engineer can do much 62 i , i t i to effect the proper understanding between the public and official agencies in many traffic situations. One of his principal ob- tectives is to replace opinions with facts. Local citizens must be educated to accept umformity in traffic control devices and their application. The district traffic engi neer is a good and understanding neighbor. He is the one to whom the smaller cities can go for help. ENGINEERING TRAFFIC SAFETY IN THE SMALLER CITY -- SOLUTIONS TO THE PROBLEM B, JERRY P. On-BERT Traffic Engineer, City of Springfield, I1L The problem* et inadequate street ca pacity in urban areas of medium and small Mte, and the importance of curb-side park ing as it restricts a street's ability or ca pacity to handle traffic are important in mall community traffic engineering. It appears evident, tliat everyone is not m complete agreement on all facets of this topic. It is these area* of divergent opin ion. which, I believe, merit and require further consideration. A great deal of research ha* taken place in the past on the subject of capacity as a function of roadside conditions, the most noteworthy and comprehensive of which i* the Highway Capacity Manual by the Bureau of Public Roads, Thi* manual i frequently referred to throughout the following discussion. The fact that curb parking restrictions increase street capacitv i seldom ques tioned and it genera! knowledge among motorists and the general public. Hoir much treet capacity iv increased bv parking removal under various conditions is not realized or appreciated, either by the gen eral public, or by many official* directly or indirectly involved m the highway tran*t-ortation picture It i* the quantitative aspect of (lie prob lem of capacity which has been treated >0 extensively in the manual and which make it so valuable. The information con tained in the report now permits the pre diction and evaluation of highway perform- mee either before or after improvements. My experience in three medium-sized communities in two states has led me to the conclusion that about the most fre- quent cause of complaints, and the most difficult problem to solve, is the removal, restriction, and control of curb parking. And the smaller the community, the more unacceptable are these measures a* a means to increase capacity. Furthermore, it is in the ^mailer com munities that alternate means of increas ing capacity (street widening, expressways, etc.) are less available because of costs. Cities the size of Springfield appear to be too small to support expressways but too big not to have them. fn this respect, it seems ihat the smaller communities are ftoint- to be faced with traffic problem* which are more insur mountable than thoe facing larger com munities, relatively -peaking. Yet the fact remains that more than half of the popu lation of the United States i concen trated in erne* of 100,000 population or less. This situation coupled with the fact that it i* estimated that the number of vehicle miles of travel will increase roughly 75 per cent in the next 20 years poses prob lems of inadequate capacity which are go ing to have to be met with widepread curtuilment of parking in conjunction with other methods. How these incre:ie> in motor vehicle travel and registration are going to be provided for is the subject of much dis cussion and concern throughout the coun try, and is one of the major challenges of our tirrft. Throughout these discussions, there ap pears to me a rather obvious ommission of any positive statements as to what is 63 W'iI \ attune! Safely Congress m the future, for vehicular travel, and not for parking'. 2 That the total costa to a community for storage of vehicle* on the street is enormous--taking into consideration the cost* of accident*, costs of capacity re strictions and delays, and other costs mentioned above. 3. That curb parking restricts capacity much more than mot people realize. 4. That curb side parking on our major streets must inevitably be eliminated in the future, tn view of projected es timates of auto registrations and travel. 5. And that if curb-side parking must ultimately be removed, even on widened or improved facilities, should not our policy of waiting until volume* build to capacity, be changed perhaps to recognize or take into consideration the problems which will develop at some future date when parking is re moved? 1 believe that curb side parking creates a much larger problem than most of us find it convenient to admit, and that the volution to the problems created by the re moval of this parking is going to require much more cooperation and coordination of effort in the tuture. than has been given m the part. ENGINEERING TRAFFIC SAFETY PUBLIC ACCEPTANCE AND IMPLEMENTING THE SOLUTION By BERT W, JOHNSON City Manager, Evanston, IU. Some say it cannot be done. Traffic con gestion must get worse before the public will permit the sotutzon. Don't propose more traffic capacities. More traffic will result. Don't offend by the rerouting of heavy traffic. Keep it where it has been. If traf fic gets bad enough maybe mass transit will have a chance. Save the tree* at all co*t Divert through traffic away from our com munity. These are typical of the public's reasoning when they violently resist proposed street widening*, traffic rerouting, creation of cut de sacs and other proposed traffic engineer ing and safety improvements. This resist ance, if voiced by enough people of promi nence. seems to indefinitely delay needed progress and to alter priority scheduling that "what ean be accomplished is ac complished." Politics is supposedly die art of die pos sible. As such, our political leaders must be convinced that the traffic problems are real, that they will not evaporate if allowed to do so. We need to do a better job of de fining the problem. need to convince citizens and their , .litical leaders, that traffic is with us ta relentless and in ever-increasing volumes. We need to confess that there will never be total solutions to alt of our urban problems. There appears to be no pro'pect for making everyone happy. One citizen's solution is another citizen's problem. Some gain, others loe. In solving traffic safety problem espe cially, there are conflicts, contraditSons, in compatibilities. and differences--between citi zens with respectable motives and citizens of known self-interests. These differences must be tempered, shaped and molded if traffic '-olutions are to be implemented. There ul timately must be a balance between propose! and performance. N*o planning study, no engineering research should be authorized unless there is a political commitment that some posttve action on the ultimate solution is to be voted. Paul Ylvisaker of the Ford Foundation keynoted the Washington World Traffic En gineering Conference last August and made this observation: "Cities are caught now be 66 Traffic Sessions tween the extremes of contemplation and -orfoRsaoce. Judging from the enthusiasm with which research has lately been wel comed by planners and politicians alike, were is the stage where a study i* worth a thousand deeds. The fact is, a study may make a thousand deeds unnecessary and an other thousand deeds possible--by correctly ledefining a problem or preparing the com munity to accept action. But that's not al ways the intent of those who commissioned the study; and there comes a point where -omecnc mu.it take responsibility and act." In proposing a 1939 Budget for the city Sjvernment of Evanston, Illinois, we tried to focus attention on the many-faceted char ter of our citizenry. This approach was ujed in the belief that we tend to direct <--ur reporting to all of our citizens in gen ts often located on or near major thorough fares. 5 Our Merchant and Parking Citizen He, like ail of us, oversimplifies. Parking should be abundant, free of charges, lax in enforcement He tends to overlook the high priority of external accessibility, of circula tion convenience, of safety values. Con demnation of parking enforcement i* made in face of the known fact that a welllocated parking space is worth at least $15,000 in sales annually and that there is proof that merchants and their employees tend to pre-empt these prune parking spaces. 6. Our Utriimo Ciltacx. He may be a temporary- guest on hts iy to the office, a weekend guest at an athletic contest. a nighttime shopper for downtown, and as a result eral without making a conscious effiort to relate it to distinct citizen groups in parUvular. Here are a few citizen groups with di verse needs and preferences: will add to (be traffic problems a$ he con tributes to the economy and helps establish the reputation of the community's traffic en gineering and safety practices SVe cannot build a wall around our cities units# we are willing to reap the dire consequences. I. Our Taz-flaying Citizen. He want* more tor his money and resists any in'feared tax demands, whether on property, -xi his car or on the gasoline it uses. He if resists street improvement* financed by spe I cial assessments. 7. Onr Future Citizens He U the young ster who cannot vote. Yet he will be af fected by the decisions made. He hould be encouraged to locate in communities which face up to decisions. He should be made to understand and support community objec 3. Our Resident Citizen. He wants little tives. He should be assured that there will rr no traffic to go by his home. He wants be a financial base to support community she bus routed near him bur not in front standards. n Ms property. His concern is for the safety of his children. He secs increased traffic as a depressant on property values, especially if any trees are involved. How do we resolve these diverse interests, concerns and wants? This presents a chal lenge. We must balance separate interests to the general objectives of the community. 3. Our .Mitloi-ist Citizen. He is annoyed In Evanston, 111., we have recognized the by traffic delays. He suffers from accident need for obtaining agreement on our oh- nd personal injury and death. Up to a jecthe*. In 1936 a 35-item statement was third of them do not live in the city through unanimously adopted by the city council. Re which they must travel. He is told that lating to traffic are excerpts from objective- "taxpayers pay for a convenient, safe traffic concerning Evanston's -reet system: system whether they receive such a system or not" He goes home to become a member ui another citizen group with diverse needs and wants. 4. Our Pedestrian Citizen. He is too often the victim of unresolved traffic engi neering problems, through delay in travel and through hazard to life and limb. School and college officials are wisely concerned about student pedestrian safely; yet the large school is a large traffic generator and aJ t$0> . . . This streat system serres two main purposes: I) access to property, and routes for the moving of vehicles and pedestrians within and through the city . . . b) ... In order to relate traffic moverovnt to the proper development of land, cer tain streets should be designated aa major thoroughfares. These street* would continue to provide access to abutting property, but would also serve a* the principal routee for vehicular traffic within and through the city. To serve effectively as such an artery, a ti\oruughfare must have the capacity to carry the lnl.uaJf ***king to use It. , TTlt Is hoped that the present street system, with minor adjustments, wtli adequately serve fu- 6? National Safely Congress lure traffic volumes And that street right-ofway wilt not require widening. . . c.i (321 , , . It Is reeognUed that on-street parking nauit be restricted where it ioterferea with lha primary {unction of the street on traffic movement. . . . One of Etanston's proudest achievements lias been in nationally recognized traffic v.fety record. There's no acceptance of complacency. It is not popular to he a ticket collector. It is in this setting that the city council authorized a 20,000 dollar transpor tation survey which will be released soon. Does this mean that public acceptance and implementation of recommendations will en'ne? It does not It means Evanston has a rich history* and has agreed on objectives to help provide s hopeful prospect. I must re serve the right to alter this picture five years hence. Our six-year capital improvement program will advance traffic engineering proposals for 1962 through 1967, \V know there will he controversy. There will be change* There Will be postponements as Evanston continues in its search for excellence. Ml of these proposals represent a real challenge for leadership. It requires a sense or relevance which not only anticipates to morrow but creat~ the tomorrow in which n t shall live. Public official*, elected and ippointive, are involved. Civic goals and standards nm-l be high mes and the rate of progress must be cred itable. Citizens also should be challenged to desire community standards to match their urn private standards for living, Together, officials and the citizens they serve, must be equal to our traffic safety problems. We must be open to the new as new problem* emerge. We must be positive <n our ap proach. Citizens must be confronted with the al ternative courses of action. We must fur ther dramatize the penalties of inaction and delay. As public officials, we must continue to be worthy of the public tni't that is ours. ILLINOIS JUSTICE COURTS -- THE NEW LOOK By ROBERT MeCLORY Illinois State Senator. Waukegan, IIL During the pa't two years Illinois justice of the peace courts have moved from the kitchen of the justice's home, or frn tack of the hardware store where the justice of the peace was carrying on his regular busi ness, to the Court House, the City Hall, or other public or appropriate place to hold court with dignity and decorum. That is not to say that the transition from the old system to the new has taken place in every instance, but it is to say that in large measure a great transformation and improvement in the local court system has been accomplished during the past two years. 'Hie impetus for local court reform oc curred when a new judicial article was proposed by the legislature and voted upon at the 19S< general election. The most vio lent critics of the old system emphasized the need for eliminating the then existing fee system of justice, and substituting a system whereby the local Justices would be paid a salary, Some of those who defended the old judicial article contended that the justice <f thr peace system could be revised by legislation. At any rate, when approval of the judicial article failed by a narrow margin, the Illi nois General Assembly with the support of the Judicial Advisory Council, and the American Bar Association Committee on Traffic Laws and Courts developed a com prehensive program which was enacted into law at the 1959 session. The 1959 legislation accomplished these goals: 1. Reducing the total number of justices of the peace from more than 3.500 to ap proximately 400. 2. Abolishing the fee system under which a finding o! guilty was generally necessary in traffic cases in order for the justice of the peace to collect his costs, and substitut ing a flexible salary schedule under which county boards could fix appropriate salaries for the fewer justices of the peace. Tragic Sessions i. Requiring that each county should be divided Into justice districts of not less than three, nor more than five, '.itb one justice of ihe peace for not iess than each 20,000 of population, nor more than 40,000, or major traction thereof, except in Cook County where each township was designated as a justice district. 4, In addition to the salary provision, each county board was authorized to provide expenses for the office and assistants re quired by the justices. Certain other changes were made at a special session of the legislature held in I960, and at the recent regular 1961 session further improvements were made in the new <vtrem- Again, the Judicial Advisory Cbunil was the sponoring agency of this legis lation, after having received thoughtful co operation from James P. Economos, director of the traffic court program of the American Bar Association. These further improvements consisted of provisions authorizing assignment of justices of the peace from one district to another 'm order to equalize work loads, Tn Cook County the assignments are carried out by the cour*y tv^rd with the approval of the court administrator. In the downstate coun ties. the transfers are made by the county board under the supervision of the county court. The county board was granted authority m fix the office hours of justices of the peace in order to assure their availability to administer justice at the local level. In addition, the county board has been author ized to establish minimum courtroom stand ards to be prescribed by the court adminis trator. As a result of this legislation. Dean Albert Hamo, court administrator for the state of Illinois through the cooperation of the Illinois State Bar Association Com mittee on Traffic Law's and Court*, a* well as through the cooperation of the American Bar Association traffic court pro gram--and especially the good offices of Mis* Lillian Banahan. Mr. Economos's as sistant has set forth a schedule of minimum standards which every county should be able to adhere to. Provision and establishment of a central depository for justice of the peace records, and authority for a simplified modem day permanent record to replace the laborious handwritten "well bound book" of earlier days has been enacted into law. Efforts to simplify the approval of bail for traffic violators were unsuccessful at the recent session. However, practical solutions have been found in most counties, whereby designated police officers and sheriffs depu ties have been appointed to approve bail in almost all traffic cases. In addition, the jurisdiction of the justice of the pence has been enlarged so that they may hear the more serious case* of driving while intoxi cated, reckless driving, and leaving the scene of an accidmt, where approval for the hearing of such cases is granted by the County Court on motion of the states attorney. Justices of the pence have been elected and are operating in all except 17 downstatc commission form counties. These commis sion counties will elect their justices of the peace in November, and thereafter the fee system of justice will be at an end, except in those few municipalities where Police Magistrates were elected in 1959 and whose terms will expire in 1963. Thereafter, all police magistrates elected will be required to serve oa a salary basis. Some opponents of the new system have made strenuous efforts to discredit, and even to undermine this new yvtcm of local jus tice. However, my information, which in cludes a detailed report from the chief of the state police, indicates that in almost every county of the state, the new system is receiving local support and is reported to be working welL Further improvements are certainly needed. From the reports being filed each month with the county boards, and with copies to the court administrator, an important record of local court statistics will be available sow. In addition, the Com mittee on Traffic Laws and Courts of the Illinois State Bar Association, again with the cooperation of many other agencies arc developing a manual of procedure which should bring greater order, uniformity, dignity and respect to the justice of the peace courts of Illinois. It goes without saying that the impression gained by the traffic violator in the local traffic-court is an important factor in pro moting traffic safety. We are proud of the improvements that have been made in Illi nois, and will strive for further Traffic Court improvements. 69 tW*t ,V,<li>n.i/ Safety Coa/jrt' PROPOSED UNIFORM TRAFFIC COURT RULES IN OHIO By PAUL R. DONALDSON Asst. Dir. of Law, Shaker Heights. Ohio In ihc JO'O e*n.n ui the Ohio legislalure, litrcc new -section., ot the Ohio Re vised Code were enacted to authorize tlie Supreme Court of Ohio to pr-mitlgatc rules and forms tor criminal unit traffic cases in all Ohio courts interior to the Court of Common Pleas. In January, I960, at the tequest of tlie Supreme Court and acting under this new legislation, the president of the Ohio Sute Bar Association. Allan It. Dtefenbaeh of Akron appointed a nine member committee to study this problem rind formulate rules and a form oi traffic ticket for use in Ohio. This committee consisted of a municipal fudge, now a common pleas judge from a small rural area, the chief justice of Ohio's largest municipal court, a countycourt judge, the president of the Ohio State Automobile Association, a common pleas judge who formerly served as county pros ecutor, a former assistant prosecutor, now in private practice, a member of the Ameri can Bar Association's Standing Committee uti Traffic Courts, and a municipal prosecu tor. who was formerly a police officer. With this wealth of background ami knowledge, the committee began to review the overall problem and its many related facets, it found, for example, that in the Bedford municipal court, 14 municipalities plus the state Highway Patrol and the sheriffs office bring traffic citations before this court. In the Shaker Heights municipal <ourt, five municipalities plus die state High way Patrol and the sheriff's office bring cases before the court. The problem of filing a'one in the clerk's offices of the different sues ot all oi these various tickets was mammoth and necessitated a separate filing cabinet for cadi separate jurisdiction. The committee {mind that some tickets did not even state a cause of action, while others did not state an offense. Some were <ompieteiy unreadable and the judges of these courts found a grot deal of trouble in properly determining the seriousness of each violation. The committee, meeting almost every two weeks and during voluminous work indi vidually between meeting dates, presented its first report to the Supreme Court De cember 2, 1060. Although the committee had furnished information to the Ohio Associa tion of Chiefs of Police and the Bockeye State 5henffs A*ociation. `he Supvenw Court was besiesed by jvdjee official* who asked the court that tk**y be allowed to he represented ' the Bar Anoastve Cue. mittee. The court coeurmed km! added u the committee. tw\ cfcsef* of pobcc ami another municipal court judge. The So* preme Court also *e to the committee a fist of- seven specific Mama* for the-- to review. The review was made by the larger com mittee in sens-acothly meetings and o* May 25, 1961. the Seal report was sub mitted and forwarded to the Supreme Court We axe, at this tune, awaiting action c the court. Almost every large newvpajwr in Ohio has commented editorially ao tl.r new ticket, endorsing the idea and, ia the meantime; over 100 municipalities have adopted the ticket as approved by the Ohio State 3ar A*ooauoa and many others are only awaiting the action of the Supreme Court to adopt the new ticket, although it will not go into effect officially until Janu ary 1, 1963. The basis of starting on the ticket and rules was a booklet entitled "Uniform Traf fic Ticket and Complaint and Modem Rules Governing Procedure in Traffic Cases,'* pre pared by the American Bar Association Court Program, copies of which are avail able from the American Bar Association in Chicago. In drafting the rules and designing the ticket, the committee consulted with the Ohio Department of Highway Safety, the Ohio Municipal Judges Association, the As sociation of Ohio County Court Judges, the Ohio State Automobile Association, the Ohio Association of Chiefs of Police and the Buckeye State Sheriffs Association. In 70 Traffic Sejjiunt i.trii case, Mixsestiun and comment were forded police departments to design the back mvited. The ABA ticket, which is used of their copy of tlie ticket to comply with derisively in New Jersey, Mklngatt. Mis Will requirements, uari and many individual conmmmiio, nmJ the basis for study, has the following c>central characteristics: l. Quadruplicate iorm, so that upon a single writing, various sheets, serving the court, the licensing authority, tlie police agency and the accused, with identical in formation, with consequent lessened oppor tunity for "fixing" tickets. Z A series of pr.printed boxes for As to ihc mica, the problem of prepar ing procedural rules vanes considerably from that encountered in Xcw Jersey and Missouri, in those states, the state court of last resort is entitled to promulgate tlie entire system of pleading. In Ohio, (he rules must be supplemental to and con sistent with a statutory system. In addi tion, the system of pleading a* established by the legislature in 19?9, containing many rt.fcktng, which are descriptive of common amendments, is so new- tliat insufficient op Invtng offenses. portunity has been afforded to note "bugs" j. A similar series of boxes describing and inconsistencies in the various statutory . ,-tnes of road and pavement conditions. sections. Where these inconsistencies were S. A place on the reverse side of the -t*p*ctive sheet* to record court action in cose. Toe ABA uniform traffic ticket is ap,.r -aircateiy four and one-half by eight obvious, an attempt was made to reconcile or at least state them. The rule* them selves were grouped into four basic classes, follows: 1. Preliminary, definite and general. and coc-half inches m size. Ohio adopted 2. Arraignment and mf.ivmt. j neket iour and one-quarter by eight and ..-e-Lalf inches in order to meet the probicr.i oi scene agencies in filing. Unfor- .rutely, i-.-r use in Ohio, the ABA ticket 3 Specialized traffic practice- including the ticket 4. Trial and appeal. *. drv:gd around offenses in fixed speed In the preliminary rui*. the committee as -ate* which adhere strictly to the re-ttated some obvious and inherent court ei*'---; Vehicle Code. Ohio ha* a prima powers. While this might seem superfluous, i *w speed lsr.it law. Further, many of it must be remembered that many mis e hvtid offenses on tl.e ABA ticket do demeanors and traffic cases are decided bv exist that form in Ohio. However, " general format of the ABA ticket has 1-eea roeamed. including identification as to defendant's race, sex, weight and height. mayors and county judges who Ore not lawyers- Consequently, it was considered desirable to remind them that they are judges, bound by protesdonat standards and These essential* appear necessary lor proper polka record*. In describing the offenses, some difficulties subject to discipline. A* to arraignment, t! e concept vi sepa ration of traffic and non-traffic ca*e.. which were encountered stating the "assured clear is on important principle of the ABA pro -finance'* charge, the "reckless operation" gram, is dealt with in these rules. Strict charge, and the non-overtaking "left of separation of arraignment of trafiic and non :enter" charge, in each case, care was taken traffic defendants is attempted. The model :* use sufficient statutory language to make ABA traffic rules carry this separation even ike charge* adequate and clear for both tlie further by having separate trial* on different court* and the public Some measure of day* of in different place*. So such solu illation from a standard form has been tion is realistic for Ohio, when one con permitted to focal courts in the design of sider* the large number of judge's or mayor's the defendant's copy of the ticket. Most courts and the space problems of many metropolitan courts permit waivers for multi-judge court* Therefore, none was at minor violations, while courts with a lesser tempted."An additional reason tor deviating case load do not Alternate forms are, there from the ABA model rules l* that in other fore, provided, depending on the presence states, arraignment and trial seem to be >r absence ot the waiver or traffic viola the same thing. wherea> in Ohio the two tions bureau. Latitude has also been af are considered separate. The rule on motions 71 WJ National Safety Congress is designed to encourage the filing of all available motions at one time to prevent ;nnec3ry delay in trial. As to the traffic practice puruon ot the rules, the committee felt strongly tiiat traf* tic courts must not be operated for revenue to mumapaJities and that unrestricted use of the "bail forfeiture" and of the "traffic waiver" where tickets are light, should be discouraged. The committee recommended 2 general statement disapproving forfeiture without attempt at apprehension but coun* tenanctng it in individual oscs for good reasons. An adjunct to this rule is the at tempt to validate the sending in or a record of forfeiture for "points'' under Ohio's l*nnt system for the non-appearance of a defendant who has not posted bail. In dealing with the "waiver" system, the committee proposed two basic rules for a traffic violations bureau: 1. A specific list at the more serious offenses which cannot be handled without court appearance under any circumstances. 2. Any violation accompanied by unusual circumstances requires personal appearance in court by the defendant ,Hs to trial and appeal, the committee had three more proposals. First, the rule for covering jury trials in courts not of record, is intended to confuse by differing language of the statutes and at the same time spell out some of the machinery for transfer of the jury demand cases. The second rule is intended to be educa tional. Some sections of the Revised Code contemplate a thirty' day rule for the filing of bills of exception. Unfortunately, other provisions create a ten day rule. \Vtiile the committee considered the thirty' day rule preferable, it was obliged to admit that under ordinary rules of statutory construc tion, the ten day rule . <*ild probably pretail. This conclusion is spelled out in this rule. The third rule spells out the procedure under the jeopardy plea. The largest current improvement in traffic courts in the state of Ohio in recent years was the abolishing of justice of the peace courts. The adoption oi uniform court rules and a uniform traffic ticket is the next big step. The abolishment of mayor's courts in favor of elected municipal and county* court judges who are experienced lawyers, trained m dealing with traffic offenders, could be the next big step. TEENAGE TRAFFIC COURT AND SCHOOL By JOSEPH P. CASKEY Dir., Teenage Traffic Education Dept. Municipal Court ot Baltimore City, Baltimore, Md. Last Nmember a referendum was voted on favorably by the people establishing a new municipal court S)>tem for Baltimore City. Under this bill, all existing lower criminal courts and traffic courts were abol ished; and an entirely new court with per manent judges, taking jurisdiction in the tower criminal and traffic eases, wa estab lished. The Governor appointed 15 judges ior terms ranging from IS months to tut years, at salaries of $15,000 a year for 14 of the judges and $16,000 for the chief judge. At the expiration of the terms, they must run for election to a new term. However, 1 would like to talk primarily about a specialised court, taking jurisdiction in all teenage traffic violations, involving .voting people between the ages of 16 and 21. This court convenes each Saturday morning at nine A.M. and is opened by the showing of a traffic safety film of about 10 minutes duration, usually depicting a v<ris accident and pointing out its cause and prevention, as well as other safety educat.on data. The bailiff announces the entry of the judge; and after everyone is seated, the judge gives an opening statement on the purpose and aims of the court which is to help perhaps the first-time violator, but on the other hand to deal stringently with the persistent youthful violator who disregards 72 Traffic Sessions ui aiso> hints. SOU KS ana oincr safer; In this court, the judge can render ow of three decisions: dismiss the case, fin< or jail and suspend the license, or probanot before verdict. .................. t>v .-mi <1110110(1 cnem as (o the driving and overall beltavior; and likewise they may seek any help or k ary ques tions with which we may lielp. This phase brings us into direct relationship with the teenagers. Once a month they will be noti The last finding has become the one ir fied to attend a traffic safety class, which is which the court can retain an assoehtior, held in the court room. with the youngster for a six month period Thu special teen court has brought out tii< fact that the teenager is basically honest--ir 65 per cent of the teen eases, the defendant enters a piea of guilty; however m the adult court, the reverse is true. Since many youths are accompanied by either their parents or friends, the film and talk by the judge hare an effect on alleven the police officer. The hearings are conducted on an impartial basis. The judge After six classes have been completed, a written test is given; and if passed, the jouth is graduated and the violation is not placed on the driving record. Each class is opened by a member of the clergy with a prayer, since we embody into our program the moral aspect. At the outset they are apprised of the reason for bringing them to these classes, and the value placed on these classes is the saving of the very life will call the youth by his or her first name, and here too the parents will for the first tune get both sides of the story, which may differ greatly from the one told by Junior as hiving been picked on. This specialized court also provides a tremendous opportunity to impress our youth with the dignity and fairness of our judicial system, since most of these joung people will never have any contact with any other tribunal, and the first impression is usually lasting. Probably the greatest advantage of such a court is the control. Since the court retauts jurisdiction over all under 21 viola tors, the persi.-tent violator appearing in this court wilt soon be dealt with in a severe manner. They are also told that completion of the course will result in no mark on the driving record--this is a strong incentive. The teen agers themselves are the lecturers, and this is one of the most important pans of the entire program, since they wifi listen to those of their same age and ui the same boat. Slides of recent accident victims arc dis played on the screen, and this also has proved to be a powerful part of the das*. At units the clergyman will give a talk of about ten minutes showing the moral responsibility involved in the operation of 3 car. The class is concluded by the showing of a traffic safety film of about 25 minutes, At the outset of the establishment of this court, we were carrying more than 300 cases each Saturday morning, where now involving a complete story of a serious or fatal accident. We are Presently carrying more than we are averaging about (60 cases each week, 1000 on our rolls, and since the inception and you must remember thU U in a city of of dits program, we have graduated about ewer a million population! 15,000 from our school and liave Iiad less Of course, in Baltimore City, when Junior is given a traffic ticket, he cannot give U to Dad to mail for him. Junior must appear in court and stand on his own two feet, since under 21 years cf age violators cannot pay out in advance of trial except in parking dies. than ten per cent come back with repeat violations. Since we retain jurisdiction in these cases until the probation has been fulfilled, a subsequent traffic ticket will mean violation of probation; and since he must stand trial in the same court, the judge will have the probation case and die new When the judge gives a youth probation before verdict, he or she is screened as to background and prior record to ascertain U he or she wilt be accepted. If accepted, the teenagers arc instructed to report personally case, and he can impose fines in both cases and suspend the license- In situations where a boy reports for a while and then stops reporting, we can summons the youth and remand him back to court and the penalty imposed. 1961 National Safety Conartu This entire system began when I was .given tlic post in ciarge of the teenage pro gram with 25 teenager* to handle. t c<t- penmented with tltese 25 one night tit April of 1051. This proved to be tlte first traffic safety school within the traffic courts in the nation, lo lune of 1951, upon tlte advice of J'tm Economos, we issued the pay-out cutoff for under 21 years of age violators. This dogged our courts with teen violators, and ot course this led to the establishment <-t the teen court in October ot 1951. There is no question as to its value ami its f<sv(hi!iiici. !hiring these years, this *>siem of Cuurt and -ch*it tia* itad a direct effect r.n our voutliful community and 1u served as a deterrent in munTot in*ianccv Tlus court gives u$ a ready-made i--l fnm which to select those drivers who want to know how to drive properly and keep their licenses. In many cases the young people beg for probation, since they know it will mean education and a clean record. Pro bation in this court is considered a break i.r .Tiurte-y, since n-.t .<11 are men *hi* privilege. WHAT DIRECTION CHEMICAL TESTS? (a) LEGISLATION By ROBERT L. DONICAN General Counsel. Traffic Institute, NorthwesternUmversity, Evanston. 111. I,* *1j--u**ing the iega. a*jects cl-cicic.d teu to determine aio'h'ilic influence, it u .nterestmg to foot back a tew years and review a Ut ot history on this Mibject. It was almost 25 >ear* ago, February 6, 1947, o be exact, when the accused in the tirst chemical test case to be taken up to a court ot appeal in this country was arrested for driving while imder the influence of intoxi cating liquor as he drove his automobile up the driveway to his home. The Supreme iZxzrt of Arizona, in approving his convic tion for this offen>. charted a favorable course for the use of chemical tests by law ettforccmem agendo throughout the nation in combatting the danger of the tipsy driver upon our highways. This decision was fol lowed not too tong thereafter by similar iavontble opinions by the appellate courts in California, Iowa, and Ohio. Over the course of this quarter of a cen tury, a firm foundation of case law lias followed these initial eases, involving almost every question which could be raised by the legal profession relating to the admissibility m the courtroom of evidence concerning the use of chemical tests to determine alcoholic influence. Appellate courts in the federal jurisdictions and in 45 states--in all the states except AtasJca. Hawaii. Louisiana, Mississippi, and Wyoming--have Iiad oca- i `ii ;w pass upon legal question* relating to `ids type of evtder.ee. The number o; these eases may surprise many--it is just short ot the 400 mark to date, 3tL} reported cases to le precise. In general. m;: :p{<!Liie courts tiave over whelmingly approved the use of chemical test evidence in both criminal and civil ease* involving inebriated drivers--when the tests have bon properly conducted by qualified personnel and the evidence has beat property prepared and presested in court So far, no appellate court has ever reversed a ease taken up from the trial courts cm the ground that chemical tests to determine alcoholic influence arc not valid. In the late thirties, state legislatures be gan to take cognizance of this relatively new fat least in this country) weapon Against the motorist who injudiciously mixes his alcohol with gasoline. At its 1959 session, the Indiana Legislature was the first state legislative body to enact a taw providing for the admissibility of chemical test evidence and establishing the familiar statutory pre sumption that a driver found to have 0.15 per cent or more blood alcohol concentra tion is under the influence of intoxicants. In the early forties, three other stales fol lowed suit by enacting similar legislation-- Maine. New Yurk and Oregon. Tlti* was Tragic Scstiant ftat fallowed hv action of the National Committee on Uniform Traffic Laws and Ordinances in including recommended legis lation on the subject in the Uniform Ve hicle Code. Since then, other states also have enacted chemical test legislation in this field, Their number now is 36. plus the Dis trict of Columbia. But not all states have followed the pattern recommended in the Uniform Vehicle Code. ute books rt vour *(!<* in the extent that departure from the national standards rec ommended in the Uniform VehteL Code i* so great you just create another "Munich." Over the years as the public has become lietter educated on the subject of validity and value of chemical tests to determine alco holic influence, as more and more *talc< have enacted specific legislation on the sub It behoove* us here to note that pemn*ive legislation ha* never been necessary in any state lo establish the admissibility ot kliemiral test evidence in the courtroom. Such rwdence always Ji been admissible in every late when properly prepared and presented, under the age-old rules of evidence applying to the admissibility of any type of scientific matter. Many persons interested in traffic 'afety upon our highways, however, have diligently promoted and worked for the enactment of such legislation in their re- pective states with the view of encouraging rtnd fortifying the use of chemical tests in their communities and thus greatly increas ing the application of this modem scientific tool. ject, as appellate court after appellate murt has approved the tt*e of this type <-f evi dence against the "DWT* driver, it i found that In an increasing number of jurisdiction* the motorist who gives little thought to how dangerous the mixture of gasofine and .ifcoho! i u.id can be, U becoming wary of these tests, not by r<draining from driving white in this condition, but it is manifested in his refusing to submit to such tcU when the law finally catches up with him. This, of course, it most pronounced in the re peater--violator--he who has the prior con viction based upon chemical te*t evidence. In Indiana, where probably, percentage-wise, there are more taw enforcement aeende* with chemical te*t program* than in any other state, and for a longer time, it i* re In some of our states, there ha* been ported that in a number ot area* refusal* active opposition for these many years to submit to chemical tests by driver* ac- against the proposals of these well meaning eticd of operating white under the influence afcty-minded persons, usually and predomi of intoxicant* is greater than 40 p*r cent nately attributed to legislators themselves. During the legislative c*.inji in tllinoi*. flu* The several reason* for such opposition tear, it was reported that the number of xmong a few of the old warrior assembly such refusals in Chicago now comtitute* men. who art nevertheless the duly elected about 46 per cent, in a recent publication representatives of our people, arc as well of the National Safety Council, it was re known to most of you as they are to me. ported that the percentage of refusal* on \ study of some of the recent legislation the puTt of those apprehended by Oregon on this subject in a few of the states indi State agencies amount* >o 685. cates that these influential hut die-hard legis lative opponents, in finally giving in, have taken their tolls by bargaining for deviation* from the recommended legislation in the Uniform Vehicle Code and successfully im- iwing undue limitations and restrictions upon tiic admissibility of chemical test evi dence. to the point that some slates were much better off solely under the case law of their appellate court* and without legis lation in this field, than they are with it. To those devoted proponents of chemical test legislation tn the 14 states which yet lo not lave it. there is a piece of advice to be derived from these experiences--do not comprcoux tor the mere sake of having tome chamcal test legislation upon the stat 7'his natunltr Ita resulted in a demand by many per*on* highly ennciou* of the need for traffic afctv for a "eomptiUorv" chemical test taw--a statute which would make it mandatory for a motnrit arreved for driving while under tlte influence of in toxicants to submit to a chemical test of hi* blood, urine, or breath to determine the extent of his blood alcohol concentration, even to the point of physically forcing him to submit to such a test if necessary. To most of our American citizens, the idea of the latter, of course, is highly repugnant, no matter turn* high the need tor safety mav be. With our inherent tendency to zealously protect the rights of the individual in thi* country and our ever present fears of creat- n I9t>l S'alionol Softly Congress mg a police "Mate," probably no American legislature will ever permit such action byforee. The problem, however, has led to the birth oi a new type of chemical test statute --not a "compulsory" t*w. but the "implied consent" type of law. It provides, in effect, that as a condition of the privilege of driv ing a motor vehicle on the highways of the state, a motorist impliedly consent* to submit to a chemical test of his blood, breath, or mine if he it ever arrested for operating while under the influence of intoxicating liquor, but that if he fails to comply with this condition by refusing to submit to *'i*H a test when so arrested and there is prob able cause to believe he is under the influ ence, his privilege to operate in that state shall be revoked and cannot be restored for a definite period of time, usually six months, ft also provides that if there is a refusal, no chemical test shall be conducted Thus it is not, as so many persons have mistakenly called it, a "compulsory" law. The accused has a choice--of refusing and forfeiting his privilege of driving, or sub mitting and, at least ior the time being, re taining his privilege of driving It also will be noted that there is no provision for signing an agreement upon the application for a driver's license--which would not reach the unlicensed driver or the out-of-state driver. The implied consent type of law reaches all of these alike--any privilege of driving in that state is forfeited upon re fusal to submit. And the revocation of the driving privilege becomes effective regard less of the outcome of the criminal charge against the accused for operating white un der the influence of intoxicating liquor. Even though he may be acquitted eventually upon trial of the criminal charge, revocation of his driving privilege because of refusal to submit to a chemical te*t becomes an ac complished fact. A model law on this subject was drafted and approved by the National Conference of Commissioner* on Uniform State Laws in 1957 and was approved officially by the American Bar Association in that same year, it is now under consideration by the Na tional Committee on Uniform Traffic Laws and Ordinances for inclusion in the Uniform Vehicle Code, Many national organization* interested in traffic safety, such as the Na tional Safety Coundl. the International As sociation of Chiefs of Police, the American Medical Association, and others, have rec ommended the adoption of this type of law by- all states. To date, nine states have enacted this type of legislation--Idaho, Kansas. Nebraska, New York, North Dakota, South Dakota, Utah, Vermont, and just this year, Minne sota. The court decisions relating to the ex isting statutes on this subject in those states have been most interesting. Whenever the constitutionality of the act has been at tacked, the courts have sustained its validity. Of special interest are recent decisions ap proving the validity of this type of law by the Supreme Courts of Idaho, Kansas, and Nebraska. Other decisions have been instru mental in clarifying for the law enforce ment agencies and particularly, the motor vehicle administrator, how such a law can and should be administered. Reports from those states in which it has bees in effect for some time indicate that the law is work ing out well and that its objectives are grad ually being attained--encouraging the use of chemical tests on the part of those agencies charged with the responsibility of enforcing the traffic laws, reducing the numbers of drivers who are chancing operation of their vehicles after drinking, reducing the num bers of those who refuse to submit to chem- ical tests after arrest for driving while un der tne influence, and taking off the road* for an appreciable length of time those who refuse to submit to such tests and thus mak ing it difficult for them to have their driving privileges restored. Here again, though. tho<e traffic safety conscious persons who are so diligently working to have their legislatures enact the implied consent type of law must be warned against undue compromise with some of the 'urd-bitten opposition against them. An ex ample to be heeded is the recent legislation in Minnesota, which many of us believe ha strayed so far from the provisions of the "Uniform Chemical Test For Intoxicating Act," recommended for adoption by the American Bar Association and the National Conference of Commissioners on Uniform State Laws, that its eventual effectiveness is much in doubt. Time, and experience with its administration, soon will show us whether the law is worth having on the books of that state. 76 Traffic Sessions Another phase of legislation to be specially conviction, of course, are considerably less noted is the recommended reduction of the than upon conviction for the greeter offense. 0.15 per cent statutory presumption to the An accused to whom a chemical test was level of 0.10 per cent. Many of our scientists not available or who refused to submit to m this country for a long time have felt one, may still be convicted of driving while that the 0,15 per cent figure has been far too in an intoxicated condition in New York, liberal. This has been based upon many but in Older to be found guilty, technically, S additional experiments in the past several of the lesser offense of driving while im rears conducted under rigidly controlled and paired, the result of a chemical test is es recorded conditions, which have led the vast sential evidence. majority of scientists experienced in this held to come to the definite conclusion that practically all of us human beings are unfit to drive a motor vehicle upon the highway under modem conditions with as much as 010 per cent blood alcohol concentration, and that many of us are unfit at tcvelj much below that This kind of law has intensified the spot light on the oft-repeated question: "Why not a law in our states making it an of fense of graduated degrees of seriousness to drive while having certain quantities of al cohol in the blood?" In other words, say persons who ask this question, why don't we have the type of law reported to be in Pursuant to this, some national organiza effect in some European countries, e.gH Nor tions with this background of support are way and Sweden, in which it is a crime to recommending that the presumptive statu drive a motor vehicle when one has as much tory level of 0.15 per cent be reduced by as 0.05 per cent alcohol in his blood, but if state legislation to 0.10 per cent The Na a chemical test shows 0.15 per cent or more tional Safety Council has already gone on alcohol in the blood, the mandatory punish record in recommending that the provision ment is much greater than for lesser quan m the Uniform Vehicle Code be amended tities? Attention U directed to the fact that accordingly. North Dakota has been the the offense is not for driving while impaired, first state to follow this recommendation. or while intoxicated or under the influence This year, the legislature of that state of intoxicating liquor, but for operating a amended its chemical test law to provide motor vehicle when having certain quantities that if a person charged with the offense of alcohol in the blood. of driving while under the influence of in Of course, to enforce this t>pe of taw toxicating liquor is found, after a chemical the result of a chemical test of the breath lest, to have 0.10 per cent blood alcohol or body fluids is essential for prosecution. 5 concentration, it shall be presumed he was This brings up that old-age problem again | under the influence of intoxicating liquor. in this country; should the motorist be com 1 This presumption ts applicable also in all pelled to submit to such a test, does he other criminal cases and civil proceedings have the right to refuse it, do his civil |!j against him arising out of his driving while rights under our federal and state constitu ,1 under the influence in North Dakota. tions prohibit requiring hun to submit, etc.? Some persons may contend that New York Most likely the European countries arc not was the first stale to set a pilot course in confronted with these legal questions and ; this direction. What that state actually did therefore are not bothered with this problem *' two years ago was to create an offense of in enforcement. a lesser nature than the offense of driving But when the public generally in tills coun while m an intoxicated condition to which try become better educated as to what alco the statutory presumption of 0.15 per cent hol is actually doing on our highways in Still is applicable. The lesser offense is the matter oi taking life, eg., recent sur known as "driving while in an impaired vey* in some of the slate* which show that conditioo" and is supposed to be applicable it plays a rote in anywhere from -10 to 60 only to those accused motorists who submit per cent of the fatal traffic accidents in the to a chemical test after arrest and their community, then it is quite possible that we blood alcohol concentrations are found to be will have such legislation. The courts of .it levels of 0.10 per cent or more but less last resort in this country in many instances than 0.15 per cent The possible punishment have already charted such a course by hold >nd time of loss of driving privileges upon ing that the well-known and widely discussed 77 1961 S'attonal Safety Congress privilege against xli-ineriinmation is only applicable to te*ttmnntal compulsion ami not to the obtaining oi` physical evidence and that the u,*e of our highways by a motorist is a privilege, and not an absolute right. which in.i) lie regulated hy reasonable n- iu*n on the part of a legislature. Already (here are individuals and organizations in this country earnestly striving to have such leeidation recognized in the various states. (b) ENFORCEMENT By JAMES R. BARRETT Dir., Div. of Driver Safety, New York State Dept, of Motor Vehicles, Albany, N. Y. The course of police in chemical test work lias been clearly and consistently forward for more than twenty-five years. The handful of experimenters who pio neered in this held in the early thirties has Wen joined by literally hundreds of officers who now perform the tests on regularized basis. An idea of the extent of present service ism be drawn from the reports on chemical test use. The latest shows that tests were performed In at Wst half the targer Ameri can cities (those with a population of 10,000 or more) in I960 and that the number of arrests and convictions for drinking driving was appreciably greater than in the previous year. These were more or less predictable oc currences and represented a continuation of a trend of earlier years. The reasons underlying the upsurge of interest in this area, however, are not quite as apparent and it might be well to give them more than passing consideration. Seed for an objective measure Police for many years were almost wholly dependent on subjective sobriety tests. On arresting a drinking driver, they would make tests of muscular coordination and note, m detail, his reactions and outward appearance. Neither the test rating nor the officer's diagnosis were ever regarded as completely satisfactory evidence of intoxication. The reports were cliallenged by attorneys, ques tioned by expert witnesses, and patently disregarded by jurors. Such a situation made St difficult, at best, lor police to deni meaningfully with the inebriated driver. It was tittle wonder then, that chemical tests proved to be of such immediate in terest. Police, from the very first, saw them is a dependable and reliable way of demon strating that a person had been drinking and, if he had, the amount of alcohol that renvamed in his boddy fluids. This to them, represented a long step forward and thrv were anxious to utilize the tests to the fullest possible extent. Legislative sanctions Test results were uttered in evidence u early as tile mid-thirties but tlx full bene fit of the newer methods was not realized until they were given the sanction of law. The enactment of chemical test law* started in the late thirties and continues to the present time. Thirty-six states now have chemical test laws and others give indication that they may toon adopt similar regulations. The basic law affords recognition of tests and specifies the blood alcohol concentration* licit may be regarded as evidence of al coholic influence. This U important but police soon found that they were somewhat handicapped by the driver who refused to submit to a test. They might suspect tiiat lx liad a high blood alcoholic content but unless a speci men was forthcoming, no test could be per formed. The solution to this problem came from the legislative halls. The state of New York, in 1953, enacted the first of the implied consent laws. It directed license revocation by administrative action for anyone refusing to submit to a test. This, in part, eliminated a great many refusals. Eight other state* lave since followed N'ew York's example 78 Traffic Sessions ..icl n-*v\ have implied consent laws of their A- tests found wider usage, judges and ppKcaiton gave closer attention to the teu report. They have come, m some jurisdic tions. in fact, to look upon the blood al cohol reading as the determinant of the .si'lion to he taken in a case and have even, in *omc instances, gone so far as to regard i U*l alcohol concernration of less than 15 per cent as a bar to prosecution on a drinking driver charge. While always somewhat .IcUatablc, this view became even le*s dcicn.-ible after find ings of recoil date showed that drivers could 1< adversely affected by blm-d alcohol conentraurwi* ni cnudensbly Ic.-s than fifteen hundredths per cent. Here again legislation afforded help. The driving while impaired law passed by New York legislature in I960, specifically prohibit* operation of a vehicle if the op erator has a blood alcohol concentration of even ten hundredths per cent. The effect of this statute ha* been to encourage action against a whole class of Jnvers who otherwise might have escaped ktectioa and arrest figure* show that tlxre has been a twenty ;cr cent increase in combined judicial-adMunitrative action under the new law in the twelve mooths ending October first. Indicia! acceptance The courts in the early days were ex tremely cautious in their expressions about the tests. They permitted their use in evi dence but were more than guarded in any statement* about the weight that was to be attached to them. Gradually, however, a body of decisions developed and the status of the tests was more clearly defined. Word of the new views was circulated largely through the Regional Traffic Court Conferences and Traffic Institute's special ized reporting service. Enforcement was encouraged and chemi cal test case prosecutions greatly facilitated. Police interest in mu Conscious as they were >>< the advantages of the tests, fxiliee were generally a little hesitant about embarking on this field. They saw the tests as a technical activity and looked for training that might serve a* a bridge to a sound and workable pro gram. The Traffic Inviiufe shared this view; and late in the thirties, it began giving chem ical test training both in Evanston and at regional training session*. Armed with tin* background, trainees re lumed to their home department* where they started routine testing. The favorable experience of agencies us ing these method* hxs whetted the Interest of others and encouraged expansion of chemical test work. Tcfliuico!. {rafesrionai odivnecs The enlargement of interest was fortu nately accompanied by improvement and simplification of chemical tc*t procedures. Devices and instrument* perfected in the late thirties enabled police tn perform tests that had previously lcn laboratory special ties. Thu offered the advantage of immedi ate results and prompt arraignment of vio lators in court. Further and mure recent refinements In equipment have made it possible for police to perform speedy on-thc-sccne test*. Scientists and technical people have at the same time, been doing important re search. They have made extensive studies ri the relationship* between accidents and blood alcohol level* rhcy have found that alcohol is an i- .nt accident causative factor and they have established that driving ability can be materially* impaired by even very small alcoholic r. ncemration*. Their beliefs and findings are reflected in statements of recent date. The declaration by the scientists at live Indiana Symposium on Alcohol two years ago had marked ef fect on operating practice and led, in severa! jurisdictions, to the reduction in per missible test levels. The publication*. rc|K>rt and the manual* of the scientific groups have helped spread general knowledge and understanding of the testa. The endor-emeut bv medical ;iih1 bar as sociation* and those ui the Safety Council and leading sciuitiiic groups have Continued |. win respect and >uppiir( for the tests. The approvin' that goes with ruutine use 79 i961 National Safety Congress of tests in medical and post-mortem ex aminations has also had beneficial effect Enlargement of fublte understanding Public interest has, of course, beat a primary- torcc in shaping the over-all test program. The citizenry, speaking as jurors or as complainants in the motor vehicle eases has made known its views on chemical tests. The doubts and uncertainty that once pre vailed have been dispelled by the flood of material that lour.d its way to journals, news bulletins and other types of publica tions. Acquaintance with the tests has been ex tended I'v dicus$ion and demonstration. Po lice have been free in exhibiting the ap paratus and explaining how it works. Safety and medical organizations have shown chemical test displays to thousands upon thousands of people. The education has had perceptible effect the public, in recent years, has begun to show genuine concern about the drinking driver. Despite the progress, and it's been considerable over the years, the chemical test movement has never been without difficulty*. Obstacle upon obstacle hat beset the path of those endeavoring to advance the cause. Each, however, has been successfully met and the work continues as before. Police have assisted in the preparation of legislative bills; they have taken part in public hemngs and they have tried through the services available to (hem, to follow the course of the judicial decisions. This has proved to be a sound approach and the pattern has been followed in state alter state with good success. The enforcement people liavc been con scious, too, of the dangers of misuse of tests. They have shown active interest in training and have accepted and furthered the idea of having a core of key men schooled in standard test methods. This has more than overcome the ten dency of ambitious and irresponsible indi viduals to make exaggerated claims about the tests ana test findings. It has also been necessary*, on occasion, to defend the tes's against groundless bm sensational attack. Reports have occasionally appeared in the press about individuals who supposedly have found a way to negate or circumvent the tests. Police and members of the national com mittee have been quick to respond to these charges and to furnish a true statement of fact. Probably the greatest problem of all has been to overcome the popular misbeliefs about alcohol and iu effects. Only the re peated recounting of instances about drivers with low blood alcohol contents who were killed or injured has had any marked ef fect in dianging the view that drinkers are seldom if ever hurt in mojor vehicle accidents. The thoroughly fallacious theory* of im proved coordination and complete relaxation on the part of the drinker still commands a surprisingly wide following. The police, in citing research and per sonal findings, have been able to do a great <ieat of good in this area. As in other dynamic situations there are opposing forces at work m the chemical test field Cymes, obstructionists and violators would like to see a relaxation of present controls. Police, administrators and scientists would like to have them extended to the point where they completely limit and restrict the number of drinking drivers traveling the public roads. At the moment, the constructive view prevails. The amount of test usage is on the inerea>e and has been for some time. 80 (e) TESTING DEVICES Traffic Sessions By ROBERT J. BORKENSTE1N Chairman, Department of Public Administration Indiana university, Bloomington, Ind. Chemical tets for intoxication--the analy Safety Council Committee on TeMs for In sis of body materials for alcohol level, toxication. This committee remains to this based on the accepted theory that alcohol day (now called the Committee on Tests ' is distributed quite uniformly in the water for Alcohol and Drugs) the clearing house of all parts ot the body--have achieved a for information in this field for the Nation. ? degree of precision, reliability, and spec- One of the first actions of the Committee ' iticity that when properly conducted war* wras to formalize the use of both the tests r rant the confidence of police, courts, and for physical signs of impairment and the the general publtc. chemical tests for alcohoi by designing a The search for an objective and depend- standard reporting form. Another act of the s able correlate of alcohol impairment began Committee was to set up standards inter j with the advent of the machine and motor preting the meaning of blood alcohol levels. j age at the turn of the century. The search The Committee encouraged research in ; tendedin the direction of analysis of body all areas of the problem. With this (he < liquids such as blood and urine tor the search was on for methods. purpose of diagnosing alcoholic influence. Even predating the establishment of the Literally dozens of laboratory* methods Committee, Hctse conducted experiments on have been devised to fulfill varying re human beings, perfecting an analytical quirements such as analysis of blood or method for determining urtne and blood brain from cadavers, the analysis of urine, alcohol levels. blood, or saliva in traffic arrests when im The apparatus and reagents for this mediate results are not required, or the method soon appeared as a package labora itudy of alcoholic effect in research prob tory called "LaMotte Outfit tor Determining lems. the Concentration of Alcohol in Blood and i These laboratory analyses of body liquids, Urine." This method is used considerably while excellent for the stated purposes, are to this day. hardly helpful to the police officer who wants to use the results as a factor in mak ing his decision as to how to deal with a drinking driver under investigation. Harger, basing his work on the quantita tive excretion of alcohol from the blood into the breath, devised a method of analy sis for breath alcohol that met the needs As the symbol of the impaired driver of law enforcement agencies so well that changes from gross drunkenness to impair ment of intellect and judgment, so changes the need for immediate answers as tn by 1937 his apparatus and method, the Dnmkometer, were in routine use by police m many parts of the United States and whether alcohol is present in sufficient quan other countries. tity to account for the police officer's sus picions. The breath tests, based on the principle Soon two additional breath methods were described. Greenberg announced the Alcometer, a push-button, photo-electric, auto that there is a reliable relationship between matic, sequence-locked apparatus, and For the level of alcohol in the blood and tn the rester reported the Intoximeter, a portable, breath, offer a solution to this problem. Whether the results are used only to tell the investigating officer if he is right in his mspiclon or whether the results are used sample-collecting test packet that can be used at the scene of an arrest. A pre liminary reading is available at the scene to help {he police officer make his derision for prosecution purposes, they become an concerning possible arrest. The rest of the important investigative took packet is designed to be sent to a labora ^ A quarter of a century ago the National tory for analysis. Safety Council established the National Following World War II, the activity \<itinwii 'i'tifctv ('impress n( the Committee on This for Intoxication ftt< spurred by a recommendation by the President's Highway Safety (Conference. The use of chemical tet$ for intoxication mushroomed. Mong with lhc*c increase* m need, ac* rptnncc. ami ttwgc was considerable (eeh- mral advance. Mew chemical tests for practical law en forcement appeared. Kitagawa of Japan, announced the Drunkotester. It is semiijiiantiuiive, disposable, and not intended to provide evidence-quality results, but rather quick screening results for the pohcc officer's information, as do Grosskopt's At- odrst tubes, made in Germany. The Breathalyzer, a quantitative photo electric instrument, was first shown in 1954, followed by Harger's variation of the Drunkotncter method using rebreathed air, an analytical simplification. About three years ago The Photoelectric Intoximeter was announced bv Forrester. This instrument is another photoelectric de vice using two breath samples taken simul taneously, one for an immediate answer and the other for later confirmation. These are the breath tests to date, and 1961 finds chemical tens for intoxication in use in every state in the Union, ac cording t* the uf the Mational Safety Council. The use of breath as a material for chemi cal analysis has become popular for two reasons. First, the sampling and analytical procedures arc so simple that a trained police officer can make reliable analyse*. Second, the results arc available at the time the police officer needs them - - . shortly after arrest. The future may hold the adapting oi advanced techniques such as gas chroma tography or infra-red absorption spectophotomei'v to thi field. However, the man date of the breath tests, speed, simplicity, and adequate accuracy, must be maintained, otherwise complexity wilt neutralize their effectiveness. The breath methods, each requiring It.* own kind of maintenance and calibration, will, if used by property trained operators; backed by professional level expert testi mony to satisfactorily explain technology and to interpret the results, yield results that are. sufficiently precise, reliable, and specific to deserve the confidence of police officers, the courts, and the public alike. The need today is for better public un derstanding of the meaning of the tests and more adequate training for users to in crease public and courtroom confidence. This would result in headlines in news papers and l>c positive emitribution* tci high way safety. CHEMICAL TE5T5 IN DRIVER RESEARCH By WILLIAM HADDON. JR. M.D. Dir.. Epidemiology Residency Program New York State Dept, of Health, Albany, N. Y. It wodd be impossible in the spaee avail able here to discuss or eves to list the many wav-* in which chemical test* for the pres ence of alcohol have been, are being, and will m the future be used for highway safety research. Sudi purposes relate to the entire gamut of questions which arise is cunnrctMi with the uses and misuses of ftt icfiKiev This foDtnrj fra the rriariuihir pfutaaeuce of the use of alcohol . ?avt**r m miXijf vehicle ynknti, both e As a result, the scientific evaluation of ImrKi nnj, other aspect td motor vehicle accident causation requires a determination of the extent of its relationship with the drinking-driving, drinking-accident problem. In view of this, it is noteworthy that in a mmiber of recent, uncontrolled aad con trolled investigations seeking amo of ac cidents, this has not been done with even minimum adequacy. FrsvtLmentally considered, the dvtraifaJ tests, as they are referred to here, are Traffic Session* merely a tool, a vardMirk, available for it has now become mandatory tn field re (lie measurement of one characteristic of search concerned with eliciting r*tir of drivers, whether under experimental or non- accident*, whether on a cae study or experimental condition*. There is nothing scientifically controlled basic, for such test* magical, or unique, about these tests--they to he applied in a routine, uniform fashion have many parallels in related fields, notably to very high percentages of all of those n forensic and clinical medicine--and their studied, uhclher or not the investigator* use requires, regardless oi the purpose for omcemed happen to suspect the presence which they are employed, the same compe of alcohol or believe this variable to be of tence, care and intelligence as do such other importance in that aspect of the motor .uulytica! procedures; requirement* which vehicle accident problem with which they must be observed for the work in question are concerned. Where this is not done, and to be both scientifically acceptable and the complete practicality of doing so in the practically useful. case of both fatal and non-fitat accidents These tests for alcohol have a necessary has been well established by the same rule in research concerned with group* of drivers and their accidents for the very* workers referred to above, the biases dis cussed may be expected to lead to gross same reason that they have a necessary role underestimation* of the extent to which thi* 1 in the investigation oi the accidents of given factor is present in the groups in question. individuals. This follows from the well- This in turn may be expected to lead to documented fact that except in clear-cut very substantial errors in the relative im ,md extreme cases these tests, when prop portance placet! on other factors which may erly performed, provide the only reliable also have contributed !o the accidents in tufdsttck of the presence of alcohol and question. of iu concentrations in the pertinent tissue* The scientific adequacy and practical >! the body. value of any investigation concerned with It lias been repeatedly demonstrated that competent professional observers will fre quently miss even the very presence oi alcohol when confronted with a drinking driver, and that their estimates of the blood alcohol concentrations and degree oi im pairment involved when us presence is iceugnized irequenllj. under-estimate the actual state of affairs to inch an extent as to make such subjective methods largely u-eles* for research purposes. the field study of the cause* of cither fatal or non-fatal motor accidents, in which tfu* has not been done, must be, for the reasons riled, most strenuously questioned. Tlu* holds regardless of the source involved and regardless of the difficulties, whatever their nature, cited in excuse. Theoretical and practical difficulties are the rule rather than the exception in research, and the ability to overcome them i* the measure of scienti fic adequacy. This would not necessitate the routine application of such tests in field studies of drivers involved in accidents, and of tlw.-e not so involved where controlled work is done, if it were not for the wort: of Heise,' Smith and Popham,5 Lucas cl at? Barmack and Payne,* Frcimuth et at? Haddon and Bradess,* McCarroll and Haddori and other*, These workers have alt shown wherever and whenever the matter has been investigated with objective methods, perti nently high blood alcohol concentrations have been fetsid :o be the common dewninatur of large percenraees of driver* in both fatal and ooe-fatal accidents. The mere tact, Iiouoer. that such tests are employed in c*<rmectii.n with the study of a group m* driver* whether accident involved or experimentally .tudied--for ex ample, m connection with ilieir performance on a driving range--does not tn any way giumintee that the work in question de- -e'Ve* to be either described by the word "t-MUirch- > r regarded u worthwhile. In di* ti.e as* ot particular tool, or any (.`wr, doe> act m any way absolve those using it from the responsibility of meeting at least the same minimum stand- <rU nf scientific method customary In other tieid- -ctcminc activity. This has long been Msrrl^Ard. rhjeriy by non-professional of th documented, frequent and sobstaa tial toirefiabOity of other methods. (e.gj worker*. umkiubtcdly -mcerely interested in highway safety, but who appear to labor under the rri>o<wrpiuin that *uy process in S3 1961 Nul'onat Safely Congress which data are collected, particularly in great volume and heavy with anecdote and reasonable sounding detail, automatically thereby ranks a* scientific research. This is not the case. The few dozen workers uj the world now engaged in scientifically acceptable research with respect to highway safety are acutely aware of this situation, whether it involves the use of chemical tests or other aspects of highway safety. They arc daily deluged with volumes of material: releases, reports, anecdotes, uificiai pronouncements and ra tisues, speculative* and (puugr.v riaim,' program ez&eacy. aJbts oad all of which muvt be maded th: jg: tr 'fir hope that an uvuiv*ea. itce. u pr .* r.xceptum to thr ru* that *w,aMac are worth the pat** u*> iuuL 'lej *_-- pruned. of UUt voaMM ul winlwr w. u. EMl.ilw 1) dubbed With A* w-- Ual tmmetM,' often by ronwi>w g---%- mi certainly bon Wn*r wtflv t*c mull thmt BOpruvanov * thr i|uah*j mt a*iey research u even linker tteUjed. 1* eddnw, tlx public waadMHg vM l*c *iw tnan winch thu muerui w 4m*+*d, end H wrtnch it is endorsed, the ciehraien with wkoh it is procU*se4 gO eeely Me lh* same of oar igtweww and the mmSm nuin; upon which these asaeum are ao vdltn bated. It this mat am (wenumwe of the nature of eertua of the farces ddsymg understanding of the problem* of accident causuian and prevtsuuo. consider the state ment of the secretary to a then prominent oJ&ai of one state after several years of daily concern with this problem: "The most important thing we found out (about highway safety)," be said, "was that the bulk of the information we were getting from those in the field was the product of the sheerest and most mediocre of specula tion and guesswork. Until we found this uut, w did not know that our highway safety program was substantially without acceptable scientific or factual foundation." To a major extent the few years which have elapsed since that statement was made have not diminished the accuracy or perti nence--nationwide--of his comments. (This is particularly true, incidentally, in connec tion with the many current proposals and programs to deny driver licensee on medical grounds, since there is now no acceptable evidence that any medical group now known has an accident rate in any way different from that of otherwise similar drivers, or that even if this were the case that such measures would either constitute fair and reasonable measures of social policy or contribute to highway safety to any signifi cant or worthwhile extent.) It would be too much to hope for im provement in this chronic problem now entering its seventh decade it it were not for the slow hut increasing entry into this add of increased numbers of professional -rsearch workers well trained in the dis cipuacs which it* problems entail, and who a.rr UrJ* impressed with the methods and ixuak-uscemcius still dominant in it. Such vrxr, together with the small number oi ......waits long active in the field, have -orewdv thoroughly documented the falsity si a ortmher nr items in the long established .utkkjfc oi highway safety. Three examples, fwu from the subject area of this panel. mmadd suffice to illustrate this, and the tuuard inherent tn the type ot guesswork, objective opinion and ''common sense" on which so much in highway safety is based. It was lung believed by many, for ex empt. that it was advantageous to the ocrnea of a car involved m a crash to be. w it u customarily phrased, "thrown clear," a bebei winch has apparently persisted uoqucsucaocd, but widely endorsed, for more than a half century. We now know, as the result ui the excellent work oi the Cornell crash injury research program, that the dunce of fatal or other grade of injury is very greatly increased if the car occupant is thrown out of the "package" in which he has been riding. If highway safety ex perts had only faced up to and pointed out their ignorance of the facts even of this one aspect or the picture when the issue first arose decades past, it U likely that the matter would have been studied and decided before as many thousands were killed in this fashion. As a second example of the harmful ef fect of such subjective guesswork and "common sense" as the basis of highway safety policies and pronouncements, con sider the seemingly simple problem of the determination of the fraction of fatal ac- 84 rinfill' %ii<rx i-lctits in which alcohol ha< been used by .-hc oi llie principals fir., driver* and adult 5>elc?irian9). At the time four years ago m Hie Westchester County study of the ircqucrcy with which drivers killed in tingle vehicle fatal accidents had been drinking, a number of the policies and -if'neiil statements or the state involved t.rre based on an official statistic that ilcohol was present only in <ome two per cent of the state's tatai accident*, a figure totally unsupported bv scientifically ade quate methods oi data collection. The in- .\pproprintenej <>t inis figure and its use in policy determinate *n became quickly ap- turent when at very little c-*. and with `tingle hut setennSc ~'*tl**f*. r eras foood that iur at im*t e-ght tears the aerial percentage m mri* vmgie vehicle accidents n the Urge and heavily p pUated area 'li'ficd was u realm 70 per cent Very .mitar b-u f^e awe fate-. Gained ,t * controlled Uia fue tatai xukati or ;r and other t>j** -w-wrrsng m New York iv. Again. anuthef riatpe oi '-be wed r tu-izig tfiniurt >-u> > sm <ocwi' '.Jly derived tact ratiicr thaw gucwwofk. .mi of the harm which cam accrue if tb** not done. As a third exampw. eutwlrr u.c wiAriy believed, but soogifcaHy urwuppixsed fJfc- >.<re, that the very totuuated dmer poses no problem. This belief is medy adaeaxed vy the following from am amboertaove text: "It is the slightly intoxicated driver ho constitutes the rcsl threat . . who J'.iractcristiedly dexacojtratcs mpoinnent of judgment more than impairment of `ensory functions or psyebomtor responses The 'cockeyed drinker* constitutes neither a pedestrian nor a driving problem. Most of these individuals are either too trunk to drive or walk and hence sleep it ><lf . - .*** Unfortunately, whenever the btood Alcohol concentrations of fatally injured Drivers have been scientifically analyzed, a relatively simple procedure, a very different picture emerges. For example, in Baltimore, among 156 drivers killed consecutively in accidents of all types in a five year period, 37 per cent itad blood alcohol concentrations of at least 0.15 per cent.* Similarly, in West chester County in the eight years JVjO-2957, 49 per cent of drivers killed in single vehicle accidents had blood ntcohol concen trations meeting or exceeding the liberal prima facie definition of intoxication (915 per cent by weight) uml wmc, as lias been often observed elsewhere, had concentra tions which exceeded twice lhat value.* Finally, in the recently completed com panion of the blood alcohol concentrations of drivers fatally injured in New York City with ihow of non-accident involved but similarly exposed driver*, 46 per cent of accident responsible drivers had concentra tion* of 025 per cent or higher in compari son with 0 per emt among those similarly exposed, but not involved.* Thc*c results, sitliough also of significance in many other re-peetj. here emphasise, again, the need for appropriate method- as opposed to tho*e currently serving in their iead. These remarks lave deliberately been chosen to cover certain of the broader problems of the sources of facts used by hexe wh*> are either gnat the serious public rmpunsibxLty of dexgrung and directing .cotrul measures or who u members of the puUw pwnwularh <hare the common concm wuh oar continuing tolls of crushed (writes and vehicles. The tame general and *pcdc principles apply to research and facts relative to the u.*e of chemical tests, whenever, wherever, and for whatever pur pose employed. In the absence of such a foundation there should bv a moratorium on statements and conclusions with respect to the subject, public or private. That this is indicated is shown by the fact that as far as can be determined, there is not now a single United States or foreign jurisdiction reporting adequately collected and analyzed data with respect to the frequency of given blood alcohol con centrations among all principals (i.r., driven and adult pedestrians) fatally in jured in motor vehicle zeddents grouped by accident type and length of survival. Until accurate reporting .s instituted, it is impossible to measure the impact, if any, of prevention programs. It is even impossible to state the exaet magnitude of the prob lem or to discuss the reasonableness of given proposals for its control. Since we do not now have such continuing baseline information, we do not now know wliether^or not we are through .ur exten sive ami expensive programs of education nntl enforcement in any way influencing the occurrence of drinking-dnver accidents. 85 1961 Notional Safety Congress Traffic Sessions This is not to suggest the discontinuation of these programs nor to suggest that they are unreasonable or without effect. Rather it is to point out that until we begin to use what this symposium refers to as chemi cal tests m a routine, scientific manner, we dearly not responsible or less obviously so. In the former group fall driven lolled in accidents in which only their own vehicles are in motion and driven killed in hitting other driven in situations which leave little doubt as to their responsibility. An example future should not see the substitution of fact for the present over-abundance of opinion and guesswork in this as in the en ure arena of highway safety. To the extent to which this is not done, extensive and ex pensive programs said to be pertinent to the < Barmadt J, B,, and Payne. O, B InJurr-ProduclBg Private Motor Vehicle Ac cident* Among Airmen! L The Role ot Drinking ffwy R*s Bd Butt US, lWi. In press. 5. Frelmuth, K. C., Spencer, R. W end Fisher. R. S.: Alcohol and Highway retailties. J Form Sei 3: 65-71. (Jan.) 1951. will not have any yardstick with which to of the latter is the driver who completely measure the impact of our programs and crosses the rr <an strip on a divided high the ways in which they can be improved way and is killed in hitting an innocent vaving of thousands of lives and the pre vention of the maiming of millions more will continue to lack a rational, factual Haddon, SV.. Jr., and Brmdes*. V. A Alcohol in the Single Vehicle Fatal Accident: Expertenc* of Westchester County, New York. JAMA. iS9: 15JT-IS8J (April 41 1959. No industry wait a budget a fraction of that of organized safety wouid proceed year in and year out without a highly sophisti cated and carefully designed program of quality control- With respect to the prev alence of the drinking driver and the drinking driver accident, there is at present no such system anywhere in the world today. The time is long overdue. The minimum requirements for adequate baseline reporting have been spelled out elsewhere in detail.1* The general require car head on. in the second category, composed of questionably responsible and non-responsible drivers, fall those killed either through no fault of their own or under circumstances in which responsibility is unclear. When these measures in the collection and analysis of data are instituted, a very different pic ture as to the alcohol concentrations of accident responsible drivers may be ex pected to emerge than that frequently given by official statistics. and scientifically defensible foundation. Reference* L Helse.H. A.: Alcohol and Automobile Accident*. J>A.ltA. SOS, 739-741, DJI i South, iL tV.. and Popham. R_ E,; iBnlnooitdg AUlcAoJhotlSL: e*vJ*e-lsJli*n (ROeclta.)tiomn it.o Driving. , * w- ItiJow. W. UeColt. 1 D., GriflUh, B. A., and Smith. H W: Quantitative Studlt* or the Relationship Be tween Alcohol Levels and Motor Vehicle Aceldest*. Proceeding* of the Second Inter national Conference on Alcohol and Road rraffle. Toronto, 139-143, IS&S. 7, McCarroll. J. it. and Kaddon. W,. Jr,: .Controlled Study of Fatal Automobile Ac cident* In New York City. To be published, S. Fenner, D, W,, and ColdweU. B. B.; Car Driving and Alcohol Consumption; Afedi- c`"l 9. Alcoholism, edited by G. ft. Thompson. Charles C. Thomas. Spri&gfleld. 111., 1964. Accident*. Read}vibse/fopr-e; AthlceohSoelssaionnd oHnigMhweadyi cal Aspect* of Automobile injuries and Death*. Section on Miscellaneous Topic*. On* Hundred end Tenth Annual Meeting, Americas Medical Association. New York. June 27. 125L To be published. ments in the case of fatal accidents, the Reference has already been made to the area which should be cleaned up first, how recent New York City work, one of the ever, are very straightforward- First of all, very small number of investigations is it is necessary that a qualified medical which these requirements of adequate data examiner system, or its equivalent, be in collection and analysis have been observed. operation and that the postmortem, blood That investigation demonstrated, as had the alcohol concentrations ot all of the adult earlier Westchester County work the com principles {drivers and pedestrians) killed plete practicality and usefulness of adopting in the given jurisdiction be determined such long overdue methods. The organized routinely, without exception. This is done highway safety profession will not be able, at present in very few areas. again, to measure with any degree of ade Second, post-mortem remits derived from those living more than a few hours after their accidents should not be combined with those dying more quickly, since the body's quacy the pertmencc and efficacy of its programs in this area until similar methods of data collection and analysts are adopted nationwide. metabolic processes reduce the concentra When this is done, it will be discovered tions of alcohol in such cases the longer as has already been the case in some areas, the post-accident antemortem survival. This that there is often something very wrong is but rarely done in the handling of such with the ways in which accident data are data. now being Mected and employed in justi Third, if is essential, r. point almost fication oi a/ety measures. This should universally overlooked, tha*. the results be not in any way pose a threat to those reported not as a hodge poege derived from accidents of all different types, but rather, In terms of cleanly defined, discreet acci dent categories. For example, it makes little sense to include the alcohol concentration, if any. of a driver killed while stopped at a stoplight with that of one killed by hitting a bridge abutment. It is a relatively simple matter to divide accidents into one group in which the driver or bis vehicle was probably responsible and sincerely interested in the alleviation of the burdens which now result from our annual tolls of highway fatalities and injuries. The agencies responsible for highway safety have thereby a responsibility to supply this information. The applied research involved is straight-forward and relatively simple, and these results are at present more needed than those of any other simple type of research which involves the use of chemical tests; the subject of this symposium. 1 a secood. in which he and his vehicle were There is no reason why the immediate 87 Traffic Settinnt JOINT SESSION WITH HOME SAFETY TRAFFIC SAFETY AND DRIVING SIMULATION By SLADE HULBERT Asst. Research Psychologist, Institute of Transportation and Traffic Engineering University of California, Los Angeles, Calif. It wr.uld be worthwhile at the outset to - .x xxh.t ; mwnt by driving simulation < which i* aecompb-iicd by a driving simu lator). It means that a driver is placed in an automobile in a laboratory. He is then surrounded with a potential driving environment and upon cutnmcncms to drive he sees pictures, hears sounds and feels physical forces all of which arc as realistic as is necessary for the particular study, Essentially what it amounts to is that this fellow is pretending to drive but he s actually standing still; his reactions can be observed in detail. It also enables dupli cation of the exact highway situation for many subjects; that is to say, the same series of traffic events can be presented to a hundred people thus getting a statistical measure of what a hundred drivers do when faced with one set of traffic circum stances. In addition to the ability to repeat iden tical situations, it also is possible to present traffic conditions that would be too haz ardous or too costly for field experimen tation on the road. The simulator also en ables isolation of a single variable by holding all conditions constant except the one to be studied* A national conference on driving simula tion was held last March in Los Angeles under the sponsorship of the Automotive Safety Foundation, the U. S. Bureau of Public Roads, and the U. S. Public Health Service. Participants included engineers, highway administrators, scientists, and edu cators. There were representatives of industry, government, universities, safety or ganizations and research institutes. The conference report* included on page 16 the following; "Driving simulation has been defined. Its role in highway safety research Inis been suggested, its benefits ami limitations put into perspective. The as sessment makes clear tliat new and useful 88 techniques are available lor experimental research which can contribute importantly safer highway transportation "Ultimately, a step-by-step development of increasingly complex simulators offers promise of new and urgently needed informsnon on the functioning of the vehicledriver-road system. This could lead to a major break-through in the program to increase traffic safety." Simulators range in cost and complexity from million dollar flight trainers for jet pilots on dou-n to devices that can be pur chased for less than a thousand dollars to tram high school students to drive. For research uses, the cost is dictated by the behavior to be studied. Complex traffic situ ations will require complex simulators; how ever, the cost will be more than balanced by savings in lives, insurance, repair charges, and time, as wc put research results into practice. The need for creating driving simulation research facilities was pointed out in the Williamsburg Conference Report in 195V. In a recent publication of the special Com mittee on Highway Research Priorities of the Highway Research Board of the Na tional Research Council, the driving simula tor was included among the '*19 broad areas of highway research, each of which i* ajudged to rate A-i in importance and urgency." We believe that important advances may result from laboratory and field research into problems arising ui driver licensing, highway design, vehicle design, traffic en gineering control, and law enforcement and education. Driver reactions and habits play a large roll in all of these fields and to that extent they can benefit from driving simulation laboratory research and evalua tion studies. At this time, Ly way of ex ample, t shall discuss only three promising types of investigation: fatigue, aging, and experience. Each is representative of a dificrent type of study. Ftitigue* can be generally defined as a mental and physical condition of decreasing efficiency from which full recovery is pos sible. Some characteristics of importance ior research are: t. The act of measuring can drastically alter the condition. 2, The condition is likely to be irregular >>xcr time and specific to sub-tasks. J. The experimenter must control en vironments and direct behavior in order to produce the condition. ia 4. All drivers can be affected by the con *1 dition. gg I suggest that these characteristics also j| pa describe the following conditions: 3 L* p A Effects of some ingested chemicals, 'ieh as drugs, alcohol, (ood, etc., cxclud.it; irreversible effects, e.g., poisons. IS Emotional states, sueh as anger, de spair, frustration, etc. These conditions represent research in terests that today arc somewhat diverse, each with its devoted groups of investigators. If there are the common characteristics suggested above, and because of this a con solidated research effo; t can be mounted u<ing driving simulators as a general tool, -t might herald a number of simultaneous breakthroughs m previously unrelated areas. Even if the driving simulator laboratory ippruach only serves to bring these re- .-earchers together, it will be worth the ex penditure in terms of the interdisciplinary* "total crcss-fertilization that can result I ave yet to talk with a researcher interested in human behavior who did not become enthusiastic over the possibilities of doing itis research within a simulation laboratory'' can be generally described as a ^radttJ process of organic change eventu... resulting tn irreversible impairments : > function. Kesiarch characteristics are: 1. The act of measuring has little if any effect on the condition. 2. The behavioral effect is likely to be -isistant and predictable and resistant to . ange. 3 The condition must be investigated as it is found in various imlixMlunlx and group* *>f drivers; it is not subject to experimental manipulation. These research characteristics apply at least in part to the following: A Physical disabilities, sensory and mo tor, B. Mental disabilities, sueh as emotionali-m, rigidity, persecution feelings, etc. Experience in this context refers to ex posure to a series of critical driving situa tion* which affect subsequent driving behav ior. Learning through experience provides driving training for the bulk of our popula tion. Research characteristics are: 1. The act of experiencing, greatly effects responses to subsequent exposures of iden tical events. 2, Pan exposures are difficult to deter mine and evaluate. 3 Some experiences terminate the drive. 4. Experiences can be vicarious in nature. 5, Negative transfer must be evaluated. Research into the teaming process as it continually occurs on our highways can re-iilt in more effective programs of public education and implement a positive approach of guidance to replace the current practice i,i tedding and punishment. Ml three types of human factors exempli fied by fatigue, aging, and experience tend themselves to vigorous and fruitful investi gation in driving simulation laboratories If science can discover what exactly hap pens to the abilities of the temporarily in capacitated, and the disabled and jus: how it is that drivers are learning to survive, a wealth of remedial efforts can be launched t<> offset die traffic toll. Progress to Dote The simulation techniques that have been used so far at the University of California at Los Angeles are built around the show ing of movies that were taken from cars moving on the highway. This work, on a limited-scale, was initiated in 1946 by J. H. Mathewson and has resulted in a series of Institute studies of the human factors in highway transportation. Some simple task simulation techniques were developed and CM( ,Vi/lOlt-lt .<<!/, iV < cific areas of standardization. The subcom mittee titles included general medicine, car diovascular diseases, neurological disorders, visual standards, auditory standards, ortho pedic standards, mental health and drug and chemical aspects. These titles were simi lar to those used by a Symposium on Medi cal Aspects of Motor Vehicle Accident Prevention held in December, 1956, by the N'ew York University--Bellevue Medical Center and the Center for Safety Education <( -Vew York University.* Using all available studies they could obtain, these committees reported a vear laier to the Board of Trustees of the medi cal society, which then accepted the re port, The report was forwarded to the owscretary of Health and to the Governor's Traffic Safety Council. The Secretary of Health served as a liaison person between the medical society and the Secretary ot' Revenue. The Pennsylvania Optometric As sociation had submitted a somewhat differeu jet of standards for visual testing, but one meeting between the committee of that as sociation and the medical committee on visual standards quickly resolved the dif ferences in favor of the standards set by the committee of ophthalmologists. The standards were then approved in principle by the Governor's Traffic Safety Council. They were later accepted by the Gover nor and the Secretary of Revenue, and after a toohng up period, put into effect a little <<ver a year ago. Lest there be any thought that these stand ards might be considered final or unequiv ocal, there is hereby quoted from the introduction of the prepared driver stand* ards the following: "Because of the sparsity and unreliability of statistical data, the standards which follow are based on an armchair analysis. Since automobile trans portation is such an important economic factor, the emphasis is on restricting rather than revoking licenses. A functional ap proach has been attempted wherever pos sible. The diagnostic entity is important in predicting progression and recurrence of signs and symptoms." It was further pointed uut that because the periodicity of the examination nf drivers is an important factor which must be conMitered from an ideal and practical stand point, the report recommended that die ex amination be given all drivers on initial application and rc-cxaminations given ai ages JO. -M), 50, 60, 65 and every five >ear* thereafter. Periodic examination is still our aim, but it will take several years to get the initial examination of the five and a half million licensed drivers in Pennsyl vania and to definitely establish the periodicity of examinations. In fact, we esti mate that at the rate of 15,000 examina tions per week, it will take seven and a half years to cover all of Pennsylvania's drivers. Considering the importance of the human factors m driving safely and how lethal the modem vehicle i, today's driver un questionably should be in a physical and mental condition which is not a severe haz ard to himself and to his fetlowmen. For many years, the Pennsylvania law concerned with driver licenses has had a general clause requiring the licensee to be free of an> disorder which might prevent him from pr rerly driving an automobile. Licenses hk e been removed, suspended or given on a restricted basis upon decision of the Bu reau of Traffic Safety of the Department of Revenue that the individual was in capable of properly handling an automo bile, The Bureau, however, had no welldefined medical standards for making it* decision until the present ones were es tablished- A number of case histones of severe accidents clearly indicated the dangers to life and limb caused by drivers suffering from severe physical and mental disorders. In one instance, an individual was on the blind paision payroll and tvas operating a light truck, with hi* steering being di rected by a child sitting between his legs. He was, not surprisingly, involved in a fatal crash. In another instance, a truck driver hauling gasoline on a tractor-trailer truck was in volved in seven or eight accidents before it was discovered that these accidents were caused by convulsive seizures. Not long ago, a mentally disturbed young man who had some psychiatric treatment drove east in the west bound lane on ooe of the high speed highways ot thd state for about 40 miles. Although it was night, he turned *,lf his lights and drove at speeds of 90 to 100 miles per hour. He was killed when his car crashed into a roadblock the po lice had thrown across the highway. In 92 i t: Traffic Seitinni ilhcr ui`taiKT, before the required ex amination for drivers went into effect, in dividuals were `p^mdically prohibited from driving because of reports sent m by praciring physicians. The standards approved by the medical K,eiety and others concerned were condensed ,mo categories or disqualifying groups which are listed mi an IBM punch card lor the purposes of simplicity, identity and ease of mailing, filing and tabulating. As listed on the card, disqualifying factors include the loss of use of both hands; 20/70 vision or less in the better eye with correction: neurological disorders, such as to prevent responsible control of a motor vehicle; any cardio-vascular disorder, including hvpenenMun, such as to prevent control of a motor vehicle; neuropsychiatric disorders such as prevent control of a motor vehicle; con ditions causing lapses of consciousness, e g., epilepsy, narcolepsy, hysteria, etc. (may be considered for licensure if episode free ior two years with or without medication^; alcoholism, addiction to narcotics; and un controlled diabetes. inasmuch as the Pennsylvania State Po lice has for many years been charged with the responsibility for visual acuity tests and were equipped with instruments and testaig areas, it w*as decided that the viiual testing and the testing for the loss of use of both hands would be done by the State Police. Thus, the individual w ho is >o be tested first takes these two tests from a state policeman and then takes his test ing card to a physician ot his choice. He is encouraged to use his family physician for this purpose, since in some condition*, die medtcaJ history is a pertinent factor, but the Individual makes the final choice os to his examining physician. The physician then mails the completed form directly to the Bureau of Traffic Safety of the Dei-arunent of Revenue. Prior to the initiation of the physical ex amination program for drivers, each phvM- rian in Pennsylvania was furnished by the State Health Department with a copy of the American Medical Association pamphlet `Medical Guide for Physicians in Determin ing Fitness to Drive a Motor Vehicle'' as well as a short guide specifically concerned with completing the examination form. fteiults f l-irst i`r,ir of Operation \s iif the firt of June ol 1961, il,,> program had been in operation for a year. Like other large, new programs, this one started slowly and had a tew difficulties at Its inception, but is gaining momentum The State Police have a limited number ot persons and facilities tor the examina tions. It was therefore decided that for the first six months, only those newly ap plying for drivers licenses would be ex amined. It had been hoped that the next to be examined would be drivers licensed before 192-1, a time when no examination whatsoever was required for obtaining a license; but, unfortunatel.v, a Hood in 1936 m Harrisburg destroyed or ruined a num ber ot record files, so that this was not possible Consequently, since the beginning of 1961, driver names have been selected ,U random for examination. In addition, all persons driving automobiles on state business have been required to be examined The physicians of Pennsylvania have co operated extensively in promoting this pro gram, At first, there was some fear on the pan of a number of physicians about their legal liability in case an individual who had been examined had an imury-causmg accident. However, the Attorney General of the Commonweaidi has quieted these fears b> an opinion which stated that die phy sician's responsibility as to the condition of the individual applied only to the in dividual's condition at the time ot the ex amination and to those elements included in the examination. Furthermore, the legal department of the American Medical As sociation has stated that for the physician to be held liable, it is necessary to show (l) he was guilty of negligence in con ducting die examination or in reporting Ins findings to the state; (2} that the negligent act was the primary cause oi injury or acudent; and (3) that damages resulting from the negligence were foreseeable, since rm injury which cannot be foreseen, or reasonably anticipated as the result of negli gence is not actionable. The decision as to whether an individual receives a re newal, of his driving permit, receives a limited permit, or lias his permit suspended or revoked rests with the Secretary of Revenue, so that die legal decision is made nut by the physician doing the examina- OJ 1961 National Safety Congress program activities as shown in the annual traffic inventory. Of the eight major states in the group m which Pennsylvania falls, Pennsylvania was the only state to receive uch an award. The fact that Pennsylvania lias the lowest rate here is, of course, not necessarily tied in with the driver examina tion program nor even necessarily the re sult of the thirteen-point improved traffic safety program inaugurated in February of 1%0. Of these thirteen points, the only one oilier than the medical examination pro gram which might be considered in the health held is an educational program to encourage the use of chemical testing for intoxication. It is interesting to note in this respect that a survey by the State Police to determine the attitude of judges and district attorneys in the 67 counties of the Commonwealth on this matter indicated that in 55 counties there was favorable reaction toward chemical testing, but in the remaining l- counties the authorities insolved were either indifferent or against chemical testing. The 1961 session of the Pennsylvania Legislature passed a state-wide ohemieal testing law. As passed, it is a much weakened version of the original bill, using 0.15 per cent by weight m the blood as presumptive pf intoxication instead of the recommended 0.10 per cent, and requir ing specific consent of the driver for the testing rather than the recommended implied consent. Pennsylvania ts pioneering in an attempt to remove from behind the steering wheels of its automobiles, drivers with handicaps so severe as to make them, In the best of medical judgment, hazardous to them selves and to other individuals. The com paratively low percentage of rejections en countered among the 422.000 persons examined during the first >ear indicates that not many individuals are losing their driving privileges because ut this examina tion requirement. We feel that the driving license is a privilege. In some respects it may be considered a right of an individual, but one individual's rights end where the other one's begin and therefore because ot society's right to determine various types of licefl*ure. the term privilege might be the best one to u-e. Case historic*. not only in Pennsylvania but elsewhere, have shown individuals with the types of disorders used tor rejections in Pennsylvania to be dangerous drivers in many instances. While we cannot, without more specific research data, such as some obtained by studies by McFarland' in Bos ton, Goldberg* in Sweden, Popham* in Toronto and McCarroll and Haddon4 in New York City, adequately predict the number of severe or fatal accidents which will be prevented by removing such hazardous drivers from our highways, the "functional approach" as it is called by the medicai society's committee, seems to be justified nnd reasonable. It might be pointed out that this type of reasoning is behind many traffic acci dent preventive measures and many public health measures. The number of lives or disabilities saved by a traffic light at a given comer, by an unbroken white line in the middle of the road on a given hill, by the installation of a sewage treatment plant or by an air pollution abatement program can not be-well documented, but front the case history approach and in some casts from years of experience, (but experience which would not have been attained had ultimate, definitive cause and effect research been allowed to delay application) we continue to vigorously encourage and support these preventive measures. It is to be hoped that the findings of the medical examination program in Pennsylva nia will provide useful data to other parts of the nation in their evaluation of this aspect of working with human behavior factors of traffic accidents, the most important caus ative factor involved. It is believed that as the genera! public becomes more aware of the gravity of the problem, persons in ever-increasing numbers will turn to their physicians for advice and assistance in this field- Although the role ot the physician in making dedsions in this regard is not .slways an easy one, it is hoped that more and more physicians will accept this re sponsibility as a part of their role and duty and will realize how vital to the saving of lives and the prevention of Injuries is an honest, critical evaluation of the driver. Much more detailed consideration needs to be given to the age component for the major chronic disabilities of our people increase coniderab)>` as they get into the older ,ige brackets. Penns* Ivania has not yet com pletely decided on the periodicity of its ex Traffic Sessions aminations, but at has been pointed out by the medical society study, this compo nent must be seriously faced and a decision ir?de before long An important auxiliary benefit of the ex amination program is the uncovering of a number ot cates ot heart diseases and other -liabilities of s* chronic nature, often un known to the individuals involved. Such r.ndtuon* are being discovered on a rather l.irpc scale, and individual* with these con dition* are receiving earlier treatment ami -uhscquently have a better chance of pre venting death or disability from them than would have been the case without early dis covery due to the examination program. The Governor's Traffic Safety Council, the Commissioner ot Traffic Safety and the Department of Health feel that a further constructive step in driver safety would be a requirement that taxicab, bus, truck and other commercial vehicle drivers have a snore frequent anj a more rigid physical examination than the one currently in u*c tor all drivers. Bills have been introduced into the state legislature along this tine hut none ha.*, as yet, been enacted. Summery 1, Since the behavior of human beings cems to be the most important factor in volved in causation of traffic accidents, phy sicians and health departments should play & maior rote in helping to reduce traffic mortality and morbidity by focusing their time and efforts toward* solving the prob lems of the physical and mental behavioral i.,mponcnts that lead to accidents. 2. In the Commonwealth of Pennsylvania me point of a thirteen-point traffic safety program inaugurated by the Governor at the beginning of I960 has been a medical examination tor all individuals obtaining new driver licenses or renewing driver li censes. The compilation of this program took three years before it was actually put into effect. During this period of compila tion, the Pennsylvania Medical Society, die Pennsylvania Department of Health and the Governor's Traffic Safety Council worked fesnutsKcs* l. Workshop on Traffic Safety with reprasentfUeea of American Association of Motor Vehicle Administrators and State Health <*nere. Washington. D. C.. February IT- Workshop on Traffic Safety with represen- together to devise a program of driver examination which would remove drivers who, by reason of severe handicaps, could he considered to be especially dangerous Inver*. i. The results of the first year of ap plication of the physical exaination of driver* program arc reported. Of 421,857 learner* tnrf re-examined drivers, 0 14 per cent were reiected as being unfit to drive in accordance with the established criteria. By age, per centage of failures ran from 0 05 per cent iit the 21 to JO age group to 0.79 per cent in the 6t and over age group. Of this egroup of failures, there were U3 individ uals who voluntarily jurrendered their li censes because they felt they would be unable to pass the examination and so notified the Bureau of Highway Safety. In addition, a house-to-house survey of 978 applicants who failed to take the physical re-examina tion after notification found 150 to have failed to take the examination because they felt they could not pass it This latter group had not officially notified the Bureau of Highway Safety. 4. Heart diseases and other disabilities of a chronic nature are being discovered due to the mass examination of drivers and potential drivers. Individuals with these con ditions are thus enabled to receive earlier treatment than would have been the cae .vithottt such screening examinations. 5. It is felt that in consideration of the marked increase in severe chronic disabilities m the older age groups, the examination* will need to be given on a periodic bast*, although this periodicity has not yet been determined. The medical society's study recommends that examinations be repeated at ten-year intervals to age 60 and at fiveyear intervals thereafter. 6. It would seem to be desirable for drivers who spend much of their time on the road as commercial drivers of such vehicles as taxicabs, buses and trucks to have a more frequent and a more rigid physical examination titan the one now re quired for all drivers. tetives of American Association of Motor Vehicle Administrators and State Health officers. Washington. D. C.. June 7-8, 1960. Workshop on Traffic Safety with represen tative* ot American Association ot Motor Vehicle Administrators and State Health 1061 National Safely Congress The iKrrtt'fnwm e uf the 167 rescuers was is futlow-' if ihe illumined rescuers, *)0 per cent were able to produce tidal re spiratory volumes above 500 cc's within one minute by the first variation of the mouth-to-mouth technique, and 89 per cent were successful in the same task with the second variation. By the mauth-to-airway technique, 100 per cent were successful. 50 per cent were successful with the mouthto-nose technique, all within 60 seconds. Of the trained rescuers using the back pressure, arm-lift method (Holger Niel sen) under the same conditions, only 14 per cent were able to produce tidal volumes .ibove 500 cc's within O0 seconds with that method and with the addition of an arti ficial oropharyngeal airway. 59 per cent were >ucccssful. I'sing a chest-pressure, arm-lift method (Sylvester) alone, il per cent were -ucccssful, and with the some method and an artificial oropharyngeal airway, 50 per cent were successful. Thus, it can be seen that under these conditions, the mouth-to-mouth technique in the hands of untrained rescuer* with mini mum instruction was much more frequently successful than the back- and chcst-pressurc ,wd arm-lift methods in the hands of trained rescuers. What is the reason for the success of the mouth-to-mouth technique in this compara tive study? 1 think that the essential dif ference is in the fiosilwn of the head and neck, and jaw, of the victim in the rnouthto-mouth technique, in extension, by which the air passagew.iv to the lungs is kept open; whereas with the back, and chestpressure and arm-lift methods, this posi tion of the head and jaw in extension can not be maintained by the rescuer, who must devote his full attention to applying the pressure. The tendency ot the tongue and jaw muscles in the relaxed, paralyzed posi tion of the victim it to collapse, thus blocking the airway unless the head and jaw are extended, even with the insertion uf an artificial oropharyngeal device. The preceding puints are illustrated by the following study on 80 anesthetized women, also done by Safar and his col leagues. These women were breathing nor mally and spontaneously, but their jaw and neck muscles were relaxed by the influ.-me of the anesthetic. In other words, they were .i>lccp ns during an operation (hjilit, j-ctirnd :uic-tlic<ia, xtajjc 5, plane The airway of these patients was recorded as being open when the anesthesia-machine breathing bag was moving freely and there was no noise in breathing. The airway was recorded as being partially obstructed when the bag was moving but there was noisy breathing. The airway was recorded as being obstructed when the breathing bag was not moving and no air exchange could be heard despite respiratory motion of the patient's chest and abdomen. In the supine position (lying on back) with the head flexed and the chin down. 100 per cent had an obstructed airway, and even with an artificial oropharyngeal ainvay, 98 per cent were still obstructed and 2 per cent partially obstructed. With the head in mid-position between flexion and extension, 36 per cent were obstructed in natural breathing and 54 per cent partially obstructed, and only 10 per cent had an open airway. With an artificial oropliaryngeal airway inserted, 29 per cent were still obstructed. SI per cent partially obstructed, and 20 per cent had an open airway. In the extended position of the head, with the chin up. 5 per cent had an ob structed airway, 46 per cent had a par tially obstructed airway, and 49 per cent had an open airway. With an artificial oro pharyngeal airway, none were obstructed. 12 per cent partially obstructed, and 8P per cent had an open airway. With ex tension plus support of the jaw in a for ward position, with natural breathing, I per cent were obstructed, 21 per cent par tially obstructed, and 78 per cent open. With an artificial oropharyngeal ainvay, none were obstructed. 2 per cent partially obstructed, and 9fl per cent had an open airway. A similar incidence of airway ob struction was found with the patients in the prone position (lying on the stomach), both with the face directly downward, and with the face to the side, as in the usual back-pressure, arm-lift method. I think that the preceding study corrects a number of popular misconceptions. To quote Safar, "It is a common belief that airway obstruction due to 'swailuwing of the tongue' is prevented by the patient in lh<r prone position. Our data and roenlgott- 100 Traffic Sessions grams (x-rays) indicate that in the prone position the tongue does not simply `fall forward* but rather that the site, mechanism, mddcnce, and degree of pharyngeal ob struction Is similar in the prone as in the supine position. "Tbe thought that foreign matter such as vomitus or water would drain from the mouth by gravity provided another basis for the recommendation of the prone posi tion in the past. In actual resuscitation, we often found semisolid vomitus and other foreign matter which did not `drain.' Water and mucus formed foam could only be removed by wiping out or by the use of 3 suction machine. Drainage of foreign mat ter from the lungs in the prone position is as unlikely as in the supine position since the trachea is horizontal in both." The performance of artificial resuscitation c-a the unconscious infant has long been a matter of considerable difficulty. Tbe rea sons are in part anatomical. Not only are the infant's ribs and chest softer, but the ribs are in a different position than in the adult, extending more directly forward from the spinal column. For this reason, the infant's breathing is more completely due to diaphragm motion than the adult's breathing. The chest- and back-pressure and arm-lift methods of artificial respiration are intended to produce movement of the chest wall, but such movement as is produced Is often negated by the contrary motion of the re laxed, flaccid diaphragm which moves back and forth instead of air moving in and out of the lungs. This is, of course, not true in the nor mal conscious person, m whom the dia phragm is contracted and tods to move with, rather than against, the respiratory motion produced by chestwall expansion and contraction. Suffice it to say, in infants, methods to overcome the special problems they present, such as the rocking method (Eve), have been shown to be relatively unsuccessful; and the only method which can be relied on to successfully produce sufficient air movement ui and out of the infant is the mouth-to-mouth technique. Detailed studies of the oxygenated hemo globin and carbon dioxide levels in simu lated victims* blood bare thorns chat these are maintained within or dose to normal limits, and that they are rapidly attained when the mouth-to-mouth technique is started. Additional advantages of the tech niques are the fact that additional pressure can be exerte*. by forced expiration on the part of the rescuer to overcome partial obstruction ot the airway that may exist despite the most skillful effort, due to the anatomy, the presence of excessive obesity, or other peculiar conditions existing in the victim which would preclude success by any other method of artificial respiration. Large differences in the size of the res cuer and the victim are easily offset, and boys and small women have been success ful at resuscitating victims twice their size. Xfouth-to-mouth breathing can be done for over an hour by the untrained rescuer with out excessive fatigue; this has been demon strated a number of times. Due to the advantages of the mouth-tomouth technique of artificial respiration which have been detailed above, the Na tional Academy of Sciences--National Re search Council's Ad Hoc Panel on Manual Methods of Artificial Respiration--unani mously recommended this technique. Sub sequently, the American National Red Cross, the several departments of the Armed Forces, the Public Health Service, and nu merous other organizations adopted the mouth-to-mouth technique as the method of choice. Case histones of many successful resusci tations performed by laymen with this method demonstrated that it is readily ac ceptable, easily learned, and Has been, on a number ot occasions, successfully applied without previous practice in the method b> the rescuer. OFFICERS OF THE TRAFFIC CONFERENCE NATIONAL SAFETY COUNCIL 1961-62 Vice President for Traffic--Rex M. Wmrros, Federal Highway Administrator, Bureau of Public Roads. Washington, D. C tViairmaii--Richard O. Bennctt, Secretary-Treasurer, Insurance Institute for Highway Safety, Washington, D. C. 1`ute Chairman--Gordon H, Siiuiiu. Professor, Michigan State University, East Lansing, Mich. Executive Secretory--Harrv Porte*, Jr,, Manager, Traffic Department, National Safety Council, Chicago, III, Executive Committee--Ralph R. Baxtelsueye*. Chief Highway Engineer, Illinois Divi sion of Highways. Springfield, III.: J. W. BrrHtA, Executive Secretary, President's Committee for Traffic Safety, Washington, D. C.: Ru`ta 1. Brows, President, Insurance Institute tor Highway Safety, Washington. D. (~ ; Bernard R, Caldwell, Director, The Traffic Institute. Northwestern University, Evanston, 111.; J. }. Cavakach, President, Chicago Motor Club. Chicago, 111.; Brevard Crihtield, Execu tive Director, The Council of State Governments, Chicago, III.; M. R. Darlington, Jjl, Managing Director, Auto Industries Highway Safety Committee. Washington, D. C.; George M. Dempsey, Assistant Superintendent of Safety, Chicago, Milwaukee, St, Paul and Pacific Railroad. Chicago, III.; A, H. Easton*, Professor. Civil and Mechanical Engineering, University of Wisconsin, Madison. Wis.: James P. Economos, Director, Traffic Court Program. American Bar \ssociation, Chicago, III.; Frank Flick, President, Flick-Reedy Corp.. Bensenville, III.; Robert B. Forney, Associate Professor of Toxicology, Indiana University School of Medicine, Indianapolis. Ind.; E. H. Holmes. Director of Planning, Bureau of Public Roads, U. S. Department of Com merce. Washington. D. C.: Dwight M. McCracken, Vice President, General Manager Loss Prevention, Liberty Mutual Insurance Co., Boston, Mass.; Burton W, Marsh. Director. Traffic Engineering and Safety Department. American Automobile Associa tion. Washington, D. C.; E\an E. Olmstead, Traffic Engineer, Chicago Transit Authority. Chicago. Ill ; Ka*l M. Richards, Manager, Field Services Department. Automobile Manufacturers Association, Detroit, Mich.; Matthew C Shelski, Director. Safety and Traffic Engineering Department, Chicago Motor Club, Chicago. 111.; fOHK E, Smiley. Traffic Consultant, Insurance Institute for Highway Safety, Wash ington, D. C. PLAN NOW- TO ATTEND THE 1962 NATIONAL SAFETY CONGRESS Celebrating the 50th Anniversary of the NATIONAL SAFETY COUNCIL WHEN: October 29 through November 2. 1942 WHERE: Conrad Hilton Hotel. Chicago The National Safety Congress brings together safety people from all over the country--10,000 of them! By attending the Congress you become part of the largest and most important safety meeting of the year. You meet safety men with the same safety problems and respon sibilities you yourself have. You exchange views and ideas on accident prevention, health, hygiene and fire prevention--on safety in industry, in traffic, at school, at home and on the farm. From a program of more than 400 meetings, discussions and demonstrations you select the activities that interest you most and that most closely relate to your safety work. This week-long educational program--planned and pre sented by the National Safety Council--can be your most inspiring, most thought-provoking safety experience of 1962. See fht Latest In Safety Equipment At Hit Greatly Expanded Congress Exhibit Halt See nearly 300 exhibits! This alone--the largest of all safety equip ment exhibitions--will make your trip to the Safety Congress worth while. The industry's leading suppliers will display their newest and best safety products for your inspection. See . . . compare . . . ask questions. There is no finer opportunity to reach well-informed buying decisions for your company. 102 CONTENTS WOOD PRODUCTS SESSIONS You Can't Train Supervisors................. .. ................................Louis B. HooJseher 4 New Horizon* In Supervisory Training in Accident Prevention Activities............................................ , .D, W. C, MocBtan 7 Logging Safety Introduction............... . - .Fred C. Simmons 10 Skidding, Loading and Trucking........................ J. L Turgean II Forest Fire Fighting Safety................... ............. ... .Mer/e S. Lowdt/i 13 JOINT SESSION WITH PULP & PAPER SECTION Safety in Pulpwood Logging..... ........................... .... .Charles T. Wright it The Future of Two*Way Radio in Logging Safety..........DonatJ R. Jones 23 TEXTILE SESSIONS Safety in Cotton Gins.........................................................................W. Kemper Burton 26 Flame Resistant Textiles... ................................................. .Thomas D. Mites 27 A State Labor Department Sells Safety.................................................W. C. Cree/ 30 Let's Lock Inside! .....................................................................D. Y. Hitt 33 Everyone .c.-ywric.rc--All the Time........................................................ Pout F. Hill 36 Officers of trie Wood Products Section, 1961-42....................................................... 39 Officers of trie Textile Section, 1961-62... ............................................................. 41 Otlw Vehenes * 1941 National Safety Congress Transactions. ......Sack Cover 3 WOOD PRODUCTS SECTION YOU CAN'T TRAIN SUPERVISORS By LOUIS B. HOELSCHER Safety Director, Weyerhaeuser Co., Tacoma, Wash. Wc don't train our supervisor*; we don't believe that wc can train our supervisor*. We do believe that if we provide the cli mate, if we provide the tools, and if we provide the information, a supervisor can develop himself. To put each of us on the same level of understanding, we ought to clarify what we mean by the word "training." Most people think of training in terms of teaching or using an imaginary funnel to pour knowl edge into a supervisor's head. We view it in a different perspective. Training, a* we apply it, can be defined as the clarification and development of thinking and putting that thinking to use. Even though I say that we cannot train supervisors. I will use the word "training" for lack of another word that communicates this process to other people. 1 would tike to review with you one phase of our supervisory training as it ap plies to safety; this one phase is the basis for most of the things we do or should do in supervisory safety training. We call this phase a Duties and Responsibilities Pro gram. The program is based on the assump tion that most supervisors do not know vpedfially what is expected of them. They are told that they are responsible for safety, but they do not know what this entails or what it means. They do not know how far their authority and responsibility in safety reaches. How does the program work? We call in a homogeneous group of supervisors, sit down with them on a discussion basis and develop and clarify their duties and respon sibilities. First we use a master list of major areas of possible duties and responsi bilities and get agreement from tills group of supervisors that these, part of these, and/or other areas are the areas in safety where they have or should have responsi bility. (Attachment "A.") When we have reached agrei., ait upon the areas of responsibilities, we break down each area into specific duties and responsi bilities ; for example, one area in which the group feels they have duties and responsi bilities may be accident investigation. We then develop and clarify with each group of supervisors the specific duties and re sponsibilities they have in this area of in vestigation. Through discussion, the group develops a list simitar in content to Attach ment "B," but much longer in length. This list Is then checked by their boss, who either agrees or disagrees with the in dividual points. If he disagrees with any of the points on the list, the group is called back into a meeting and the boss interprets to them why he feels this is not a duty and responsibility of theirs. Once the group knows the "why," they generally wilt accept the boss's decision. The group also has the op portunity to express the reasons why they feel it should be their duty and responsi bility and through this process, have changed the boss's thinking. The same process is followed if the boss feds the group has omitted a duty and responsibility. t know one of the questions raised in your minds is, "Why do aJl that? Our foremen know their duties and responsibilities; they know what management expects of them." Some of our management people felt the same way, but let me give you an example of what actually happened in one operation. With one group of supervisor* we devel oped 67 duties and responsibilities in safety. Without giving their boss aa opportunity to review their list, we asked him to develop what he thought the duties and responsibili ties of the supervisors in the group should be. He came up with a list of 31. The surprising thing, to us, was that only t4 items were on both lists. .Another question you might have is, "Why can't the boss sit down and write out the responsibilities for his subordinates?" First, Wood Product! Section in our orgar.iation. we found tliat none of our bosses had a halo around their head-- hey didn't have all the answers. They just didn't laiow what should be ail of the spe cific duties and responsibilities of their sub ordinates. and the example I just quoted bears this out For example, `inder the area of Logging Side (Attachment "B"). the supervisor can ask himself these specific questions of his subordinates: "Doe* the foreman pick out safe landings?" "Does he see that the jammer is properly and safely up?" With each point he can ask similar questions and check Secondly, the btg advantage to having the whether the man is Q K. or needs help. group of uperviiors develop their own du ties and responsibilities ts that through dis cussion, each member of the group has a chance to gain a better understanding of If the foreman needs help, the boss can call him in and review with him the lists of duties and responsibilities. The boss can then point out hts weak points and talk to why this particular duiv and responsibility him in terms of how to do a better job; is theirs and why they should cam* it out. talk to him in terms of what problems he For example, a -pecirie duty and rponi- is having which prevent him from doing a bilitv in the area of accident investigation better job in this area; talk to him in term* micht he :<* .`<-?em:n* the real cause of the of what the boss, the safety supervisor, or accident, Tue en.*p lender's job is to get the training supervisor can do to help him the group to c'ariv through discussion the do a better job. Through this process we question, "WTty ts t; important to determine provide a climate by and through which the real enu-e ef the accident?" the supervisor, in effect, sets up hi$ own Dunng the b-cusion the inexperienced training program to help develop himself. man in the group listens to the old hands As a result of the individual evaluations, and gains experience from them. The old it might become apparent that a majority hand ha* to listen to xke ideas of his fellow of the management people are weak m one *uper\:wrs and gi'ns from their experiences specific area. For example, by evaluating The irexperieneed man many times injects each individual, the results may show that new ideas which help add to the know-how the group a* a whole is weak in the area of the old hands. The results we seek from of accident investigation. With this infor these discussions can be stated in one sen mation, the boss may want to set up group tence: sessions on how to d * better job in acci "People will alwavx support that which dent investigation. thev helped to create." We base these sessions once again upon You may alv j*k the question, "Whs- do all this when we have job descriptions?" This ts my answer. Our company has one of the bet programs of job descriptions m industry, but job descriptions have one drawi*sick. A job description docs not give a eomprthcn.ve outline ot supervisory responsi bilities tor specific areas such as is outlined in Attachment "B"; nor does it provide a vehicle for carrying out other phases of the program, one of which I wall review next. We do know that developing the lists of duties and responsibilities is effective and fruitful. We also know that there is as much or more value in using the list for other purposes. Tfcejist can be used to spot the "weak points" of an individual or the "weak spots" of an organisation. For example, we can take the list and group discussions and supplement the super visor's present knowledge with technical background and information with which they are not familiar and which will help them o do a better job of inveitigation. There are other phases of the program which the lack of time does not permit me ro review with you. Our method is based upon a principle that other levels of management, including *uff, will fulfill their role best by insuring that the supervisor is provided with the climate, the tools and assistance, and the information necessary to inspire the wholehearted and constant interest and support of the crew. In our enthusiasm to promote a specific safety program it is very easy to detour around front line management, For example, is it belter to publish a beautifully done brochure for safety induction purposes, or is it better to train the foreman to do the job? The evaluate each man's performance against first is the easiest and the trap many of each specific dutv re-ponsibility. us fall into. The supervisor must be helped 1961 National Safety Coitgrets to do the job in safety rather than the safety man doing it for him. Although we believe you can't train super visors, we do believe we must provide the climate, the tools, and the information that will help him to develop himself. ATTACHMENT "A" Wood* -- Safety In Caas of Injury InvitUoUena snm Aid Crsw Welfare InspecUoas Training Prolsetlvs tsulpnml Crow TransporiaUoa Housekeeping Discipline urttr uhuh|i Krccrdi and IS*ports Falling and Bucking Logging Site Log Leading Ijsg TrAoiperUUo* Road Maintenance Road Construction Use and Kasdllag of Powder Machinery and equipment Log Dump and Rafting ATTACHMENT r>*Ure and RrspoesIkUltlre of Sldo Hod In Safety LOCOING SIDE I. Pick out c> af a landing * possible 3, Bn that Jaaaer la property and aafely tat up. 3. Establish ground rule* and Inatruet rare in nanarda of landing. S. Hava dangerous crtca and anaga failed around a. Place nan proparly (put the right van In lha right Job inaofar aa poaaibta.) ?. Baa that then la a isfa dlapoalllon of the rraw in Iha arooda. 8. Decide whan weaiher Is too hazardous to work In when camp foreman is not prasant to make tne declalen. *, Maintain aa safe working conditions aa pos sible. to. dee that wallers are standing in safe place. WCASS OP INJURY J. Know tint aid and be able to uaa It. 3, Decide whether an tnlurrd man Is capable af continuing work or should receive medical at tention and arrange immediate transportation in the Utter case 3. Properly equip injured person for transporta tion and lend attendant with him. 4 Oel ml ef rrew back to their own work and out of the way u soon as possible. 3 Replace first aid maiertals and stretcher used aa toon aa possible. . Following procedure to be used In ctso of any Injury requiring medirsl care; a, Notify timekeeper Immediately by phono or radio of sinousaess ef accident and If am bulance and/or doctor la seeded. t>. Tell briefly what happened and typo of in jury s. oie mart's name I be sure It Is eorrecti 7 If fatal accident, crew should quit for the rest of the day. LOO LOADING t. Instruct all men on landing In safety piles 3 See that hare turns!* are given before any movement of trucks on landing uilog the fol lowing signals- 1 blast of horn ror alert. 2 blasts for go ahead. 3 blasts for hack up. 3. See that truck comes to a complete stop be fore allowing men to climb on and off truck while hooking trailer. 4 Have safe disposition of men on landing. j See that all loading equipment ta mechani cally aafo (hooks, machines, ropes, ete. r>, tuerclsc authority and control over truck driver* and ihovel loaders at shovel landtag. T, gee that the correct number of binder chains are used and that they are used la th* right place. $. See that loads are built safely 'both truck and relit. Maintain a- safe working conditions ts pos sible 1 Wood Products Section NEW HORIZONS IN SUPERVISORY TRAINING IN ACCIDENT PREVENTION ACTIVITIES Br D. W. C. MAC BEAN Accident Prevention Coordinator, MacMillan, Bloedel and Powell River, Ltd. Vancouver, B. C., Canada The following remark* made by E. G. accept poor safety records." Shorter, executive vice-president, MacMillan, Safety is a subject of vital concern to Bloedel and Powell River Limited, at our everyone. When >eu compare conditions to togsing operations' safety award meeting in day with those of half a century ago. it is Nanaimo, B. C, on January* 20, 1961, spell clear that the safely effort ha* succeeded out in clear terms the key to a successful remarkably well. When you compare the safety program: safety activities oi supervisors today with "The key to aevident prevention is the those ten jear* ago, you will note a re quality and know-how of management and markable improvement in the safety per supervision, who mut accept the responsi formance of supervisors. bility and isho are accountable to But in spite of the progress that has been (a) Train and direct the working forces made, there is still a tong way to go in in production and safety. improving the safety performance of many (b) See that our plants and equipment supervisors. are safe, .veil maintained, and ef Experience vvith past programs has re ficient. vealed six major weaknesses in the accident "Our company >>>ti-iders safety one of llie prevention activities of some of our super mam function* >{ management--we cannot* 1 visor*. Six corrective actions have been t,ikcn to overcome these weaknesses: WEAKNESSES 1. Inadequate analysis of job hazards. 2. Inadequate analysis of accident causes. (Failure to honestly fix responsibilities.) 3. Inability* of some supervisors to accept responsibility for employees' safety. (Lack of acceptance) 4. Some supervisors do not under stand how to communicate effec tively. 5. Failure to measure performance of participating supervision. 6. Failure of employees to accept per sonal responsibility. CORRECTIVE ACTION Prepare new, and improve exiting written job safety analyses. Investigate all accidents promptly, thoroughly, and determine underlying causes. Safety training of supervision. Training in communications tor super visors. Establish and maintain adequate gauges. Motivation and education of employ ees. Five of these weaknesses reflected directly on supervision, the sixth indirectly on super vision. MAJOR PROBLEMS IN ACCIDENT PREVENTION WORK Some of our supervisors have told us that their accidmt prevention problems aret-- l- Communication (Inadequate) a) Lack of skill in communicating ef fectively. b) Foremen not trained to effectively communicate. 2. Lack of time in which to carry out their safety responsibilities. Caused by;--a) Inability to delegate. 7 1961 National Safety Congress b) Inability to plan, c) Work overload. Lack of knowledge on how to utilize time to maximum advantage. 4. a) Lack of knowledge of their own duties and responsibilities, b) Lack of knowledge on bow to del egate some duties and responsibili ties to other people. 5. Clarification of areas of responsibility, a) Areas overlapped by different fore men. 6. Inability to use safety aids ami ma terial to best advantage m group meetings and with individual em ployees. 7. Inability to recognize accident pre vention problems within their depart ment. 8. Lack of recognition, by management, of excellent past performance, 0. Inexperienced crews. 10. Incorrect crew attitudes. Caused 6y;-- a) Limited knowledge of safety pro gram. b) Human differencec) Indifference. 11. Limited cost budget. 12. Lack of inter-departmental co-opera tion throughout division. 13. Failure to -- a) Recognize the importance of their safety duties and responsibilities. b) Recognize the extent of their au thority in safety work. Our company decided to develop an ac cident prevention training program for supervisors based on the workshop prin ciple. These workshops for supervisors would only be carried out at the request of divisional managers. They analyze the performance of their supervisors. They decide if their supervisors haven't the know-how to carry out their safety activi ties correctly and then they request us to help them through the medium of acci dent prevention workshops. What should be accomplished by an acci dent prevention workshop? The persons re 8 sponsible for the overall direction of the workshop must decide on the objectives to he reached and must formulate a compre hensive program to attain the objectives. Ur less this is done the participants will derive i ery little benefit from the workshop. The? programs, of course, are aimed at eliminat ing supervisory safety weaknesses as defined by divisional managers. Our objectives are:-- 1. To get the supervisors to define their accident prevention problems. 2. To enable the supervisors to gain a full understanding of their duties and re sponsibilities in accident prevention work. 3. To develop a practical plan of action for implementation throughout their opera tion, and based on various facets of accident prevention being considered by the group. 4. To get the supervisors to organize, plan, and develop their own accident pre vention programs. 5. To coach sujiervisors in how to de velop accident prevention programs. 6. To help supervisors develop themselves as workshop leaders. 7. To help supervisors leant involvement techniques. These techniques will enable su pervisors to secure full participation from all workers ui their accident prevention pro gram. 5. To enable the supervisors to under stand the importance of frequent talks about safety with their people. 9. To help supervisors gain the necessary knowledge and skill to communicate regu larly with their people about safety. Material Used in Workshops Include: t. Supervisors Safety Training Manual-- National Safety Council. 2. Quia program based on the manual-- National Safety Council. 3. Pattern for handling a quiz. 4. Question pattern for use of workshop leader when summarizing notes of actions resulting from discussions. $ The "Communications For Safety" film series for foreman--National Safety Coun cil. 6. Quiz program based on the films. 7. "Psychology of Safety In Supervision" ft'-W Pr.tiuelt Vtlion by Dr. J. L. Rosenstcin--National Safety Council. 8. Twelve Target Program--B.CX.M.A. 9. Pattern For Progress Program--Slate of Ohio. 10- Single Objective -- Safety -- United States Steel. U. We Fix Responsibilities -- Monongahela West Penn Public Service Co. 12 "Men and Motives In Safety Super vision"--National Safety CoundL 13. Supervisory Responsibilities For Training. 14. Safety Quizzes--How To Use. 15. Problem Solving Procedures. lb. What Is Your Responsibility For Safety. 17, Guide For Discussion--Group Chair- Our Company conducts these workshops in the following manner:-- 1 Number of sessions--(3) Five. 2. Number of supervisors in workshopminimum of six to a maximum of ten. 3. Time of each se*h ii--Six hours. FIRST SESSION At the beginning of the first session the manager outlines;-- a) Objectives of the company in acci dent prevention work. b) Divisional problems in accident pre vention work. c) The results which he expects the supervisors to secure from the work shop. The Workshop Leader, points out to the participants that the sessions will be on a participating basis. In other words, every* **ne will be involved in carrying out assign ment* throughout the sessions. The first session will be under the exclusive direction "f the leader. The subsequent sessions are chaired by the participants themselves with the lender acting as a coach. Items Dealt With In First Session fnlade 1 The group anul>cs the manager's petxh and decides on actions which they -hould take regarding the key points out lined in his speech. 2. The group (as individuals) outline problems they have in earrving out their safety duties and responsibilities. 3. Problem solving techniques are used on some of these problems, (using problem solving sheet). 4. The group analyses the material and problems in Chapter I of the Supervisors Safety Manual utilizing (a) Quiz and (b) Pattern For Handling a Quiz. 5. Actions regarding Chapter 1 which should be considered by supervisors in set ting up and organizing their own department safety programs are decided on by the par ticipants, utilizing the question pattern sheet. Similar procedures, as outlined above, are followed in dealing with the "Communica tions For Safety" film program of the Na tional Safety Council, i.e.: a) Problems in films analjzcd and cor rective actions decided on. b) Key points in films analyzed. e) Actions, re key points shown in the film, which should be considered by supervisors in setting up and organ izing their own department safety programs are decided on by the par ticipants, utilizing the question pat tern sheet. The group progresses through the ma terial to be covered during the subsequent sessions. Each member of the group carries out specific assignments related to the ma terial being covered m the discussions. The workshop leader now confines himself to coaching all the participants. The workshop group decide at the final -esion on an overall plan of action which they can incorporate into their deportment safety programs and into the overall divi sional program. Let me give >*ou an example of a solution to a problem dealt with by a workshop group. 77te problem-- Inability, and failure of supervisors to honestly fix responsibilities for aeddenta. The procedure-- The workshop leader:-- 1. Outlined a significant case to the group. 2. Outlined questions asked of the super- 9 1961 National Safety Congress visors concerned and the answers re ceived from them. '3, Workshop ftoup analyzed the case, the questions and answers related to the case, under the following' headings:-- The "X" Detisiou Case Objective*; (i) to identify supervisory problem* in the case. (ii) to determine correct actions for su pervisors to utilize to offset identi fied problems. This workshop group decided that their wn analyses were;-- (a) inadequate. <bi that a control should be set up to re view their analyses. As a result of the conclusion, a Superintendcnt's-Forcmen Investigation Board was established This group reviews all investi gations made by supervisors and pin-points responsibilities. The solution arrived at by this workshop group has brought an accept ance of supervisory responsibilities, pre viously lacking, for safety. It is my belief that these workshops as used in our company have been successful in improving the safety know-how of line supervisors anti in strengthening the accident prevention program throughout the com pany. LOGGING SAFETY--INTRODUCTION By FRED C. SIMMONS Technologist, Northeastern Forest Experiment Station, Upper Darby, Pa, Last year we considered the hazard* in volved in falling and bucking in our lag ging operations tn Ute various forest regions around the country, and the safety pro grams designed to minimize them. This year we are going on to the other phase of our logging jobs--skidding, loading and hauling. These also are high hazard operations, like falling and bucking. There is an im portant difference, however. In falling and bucking, the hazard* are confined almost entirely to the worker* themselves. There is a slim chance, of course, of dropping a tree on an unwary hunter or a walking buss, or a National Forest inspection officer. But with the almost universal use of the noisy power chain saw this has become very slim indeed. But when you load a truck with logs and start it down a traffic-cluttered high way, it may be like shooting a 25-ton projectile down that highway. If the tires, brakes and steering apparatus are not in perfect condition, it the load isn't properly balanced and bound down, or if the driver isn't competent and alert, the results may be as disastrous as firing a projectile. Like other industries, our lumbermen have Ikvu caught in a cost-price squeeze in re cent years. The price they could get for tltctr products has been held down by that at which competitive products, many of them from foreign countries, were avail able. Their costs of labor, stumpage, sup plies and equipment have been going up. In an effort to overcome this squeeze, productivity of skidding, loading and haul ing has been increased These operations have involved heavier and heavier loads, and higher and higher speeds. A few years ago I was stuck with the job of conducting a Yugoslavian economic planner around our region. He was a con firmed Communist, and very highly critical of almost everything he saw, and obviously didn't believe half ot what I told him. He wouldn't believe the personal cars he saw parked around the entry road to a togging show in the Adirondacks belonged to the woodcutters. He wouldn't believe the vacationers he saw around Lake George were mechanics and stenographers. To him ``profit" was a dirty word. But he was al ways bragging ilut there was no unemploy ment in Communist countries. Then, near the tail end of the trip, we visited the Meadow River Lumber Co. log- 10 M'.W sV./i.mi Ctn* job near Raindle. U\ V*. We told him that up unul 1945 this company was employing a crew of 200 men in the woods to supply 100 thousand board feet of logs .* Jay to _ the mill by hand and horse methods. Now, with modem equipment this 100 thousand a day is supplied by a total crew of 60 men. in die form of tree lengths, and along with it comes enough material to make 200 ton# a day of chips. His re liction was, "We couldn't do anything like this. What would we do with the other 140 men?" The point is that on this job each man is forwarding mere than three times the volume and weight of wood he was back in 1945. This mean# heavier loads and higher speeds--and increased *afr*y hazards Of course, we have developed better and safer methods and equipment now than we had back in 1945; that has helped tremendously in diminishing these hazards. Much credit is due our equipment manufacturers for their excellent cooperation in improving the built-in safety features of the machine* provided for our logging operations. There are still plenty of things to be done in our safety record in skidding, load ing and hauling. Every new machine r.r change in method brings new. hazards that must be recognized and overcome. In ad dition, we are now commonly operating the year around, instead of just during the good weather periods. This creates additional problem* for the atety officer*- LOGGING SAFETY -- SKIDDING, LOADING AND TRUCKING By J. L. TURGEON Manager, Quebec Lumber Industries Safety Assn., Quebec, P Q., Canada Bctore entering the main subject of log ging safety, I would like to give you a bird's eye view of what t consider to be the Northeast. I realize that the area is well known to most of you, however a few might not be too familiar with our part of North America. In Canada, forests cover the greater part of the four maritime provinces; that is, Newfoundland. P.E.I., Nova Scotia and New Brunswick, and also of the provinces of Quebec and Ontario. In New England, the statesof Maine, New Hampshire, Vermont and New York also have an important *hare at merchantable trees. We find all kinds of topography: fiat ground, hilly ground and mountains; we have well drained, sandy soil as well as day and muskeg. Temperature varies a great deal according to the region and season. While it sometimes reaches the nineties in July in New* England and the southern part of eastern Canada, during the winter months, it is often 60* below zero, sometimes lower, is northern Ontario and Quebec. If topography and soil formation Joes not have too much bearing on (riling and buck ing, which were last year s theme, it is quite a different story when it comes to skidding an i trucking. Good, solid ground will permit mechanical skidding, providing the slope is not too great. Nowadays, log ging operations are getting more and more mechanized thereby reducing the number of men employed in the woods. I am con vinced, however, that machinery will never replace or eliminate the horse m the North eastern logging operations. A few years back, skidding was re sponsible for only 4 per cent of our log ging injuries; we cannot, therefore, con sider skidding a very dangerous part of the logging operations. With mechanization, I believe that the frequency of injuries should go down and the severity up. As long as the machine operator knows his machine well and its capacity, this job is safe enough. The helper or chockcrman should never turn hts* back to the tractor and once his job is done, he should stay well away from the logs or trees being skidded and also the wires. What we do not like to see on skidding operations is the wheeled farm 1961 Xatianal Safety Congress tractor. It is not designed for the job and flips over too easily. 'Mare attention is necessary when skidding with horses. Unlike a machine, you cannot stop his motor and put the brakes on. He is liable to move or tack at any unex pected moment The horse should often be checked for injuries, A well treated and well taken care of horse is a gentle ani mal that may become quite vicious, if abused. When approaching a horse, a person should always speak so as not to startle him. Several skidders direct their horses by voice and seldom use the reins. The man should never shout his commands: it will con fuse the horse and make him nervous. When attaching the skidding chain, the man should stand beside the log, and not between the log and the horse. When no reins are being used, the skidder should walk behind the logs and not too close If reins are used, the trail should l>e wider so that the workman can stay well away trom the logs: he should also walk on the inside of curves. The skid trail should be as straight as possible, free of stumps, roots, rocks and other obstacle-. Steep slopes should also be avoided. Skidway sites should be as level as |mj-- viblc and free of encumbrances. There should be at least three or four feet of clear area on each side of the skidway so that the workmen can do their work without trip ping. When the logs are small, a man usually works alone, using what is called a skid jack. If the logs are of medium size, they usually work in pairs. In other case, the)* must use their leg muscles to lift and not their backs. Large logs are handled by horses with the use of a chain and block. In this case, the workman should never place himself between the skidway and the horse; he must stay in tile clear and also at a safe distance from the horse*. When tractors or other mechanical equip ment is being used for skidding, the dozer blade is often u<d tu roll the logs on to the skidwayj. Loaders -ixh as the Drott are also being m-cd. If hauling immediately follows the skidding, tl*> don't bother mak ing any kidway at all, Next step is trucking, which includes the balding of trucks, the trucking itself and the unloading operations. I must say that we are more concerned about the trucking operations than we aee about skidding. In 1959, 5-10 accidents, including two fatalities occurred on trucking operations; this repre sents 10.21 per cent of all logging and saw mill injuries for that year. The direct cost to the industry tor these accidents repre sented 21,61 per cent of all costs; their severity is therefore higher than the average. In 1960, nine out oi eighteen fatal acci dents happened un the hauling operations ,nd we are verv much concerned about it. Log loading of trucks is a dangerous operution and should be earned out with ectra precautions. If a jammer is used, ihc cables and chains should be inspected daily to detect any weakness. The hooks or pig's feet should be kept sharp and in the proper shape. The bull ropes being used to direct the togs and release the pigs feet must be long enough so that the work ers con sta> away from the logs and the truck*. If a side or Bouffard loader is used, the operator must always be on the watch, lurticularly when topping his load. Top big* will frequently roll oer the pickets mi cither side of the truck and are liable fall on an>body standing close or going by. When bringing down the arms, the op erator must make certain that men rolling the logs are out of the danger area. Drott and other specially designed loaders are now being used, and nobody has to handle the logs until they are on the truck, thus reducing the hazard. The operator, however, when moving his machine, must make sure that the helper or other persons are not in the way. A workman is usually required on the truck to rearrange the logs. He must be on the look out at all times and must get out o: the way when the ma chine is bringing in a load. If he stands on the roof of the truck cab, he must have something to hang on to as it is often slip!>ery and fulls from this position are too fre quent and cause serious injuries. Crane* equipped with log grapples are also be ing used in a less extensive way. We liave noticed on too many cccasiufitluit Uie pickets holding the loads are to-* vhort; sometimes more than 1/3 uf the load extends over the pickets, and 1 am not exaggerating in stating that; at 12 Wood Produets Section other times, the pickets are too weak and could break if the load is shifted. Most of our truckers have a tendency to over load; this is a very dangerous practice, more so if the hauling is entirely or portly done on public roads. If the cadre of gravity is too high, there is an additional danger of the top logs skidding fonvaid or backward when going up or downhill and the excessive weight lessens the control of the operator over his truck. Whatever the size of the toed, at least, two good wrapping chains should be used. Trucks must be in first class condition; the steering, brakes, tights and tires should be checked daily. Each truck should carry a first aid kit, fire extinguisher, emergency light or flashlight, and 'ires nr warning flags. Bush roads should be wide and kept in good condition, curves should be as long as possible and the inside cleared of trees or saplings to provide the best possible visibility. Steep grades should be avoided and when possible it is better to go around than over. FOREST FIRE FIGHTING SAFETY By MERLE S. LOWDEN Director, Division of Fire Control. Forest Service U. S. Dept, of Agriculture, Washington, D. C. Fighting forest fires is dirty, hard, mean and dangerous work. We arc constantly try ing to make it safer. In spite of all that has been done, however, we have been unable to elimirate entirety many hazards of the job. This year 18 men died fighting fires for the (J S Forest Service. In the last five years S9 men were lulled in this work. In addition, there were many serious accidents resulting in broken legs, lost eyesight, brain concus sions, and back strains, as well as hundreds of minor injuries, I don't need to tell this group of the pain, misery1 and hardship these caused These accident ire sobering and a real challenge to fore, .ire control men ev erywhere. Before I tell you what we are doing to meet this challenge. U might be well to ex plain something about the nature of forest fire fighting, its accident potential, and why it results in more fatalities than all other jobs of the Forest Service, First, there are many dangers encountered m getting to forest fires. Our aim is to reach tires as quickly as possible after they start md to stop them while they are smalL We have no opportunity to select the place where they start. Many fires start far from roads in rough, steep, umbered areas that are diffi cult to reach. Men must travel to these by foot, often without trails, or go by air. If by air it means parachuting, as in the case of smokejumpers, or by helicopter. If by helicopter, they go to a place where the air craft can set down, or the men jump while the `copter hovers above the brush. Then the balance of the trip is by foot While all of these have their dangers we have had a good safety record with the smoke jumpers and helitactc crews. There have been no fatalities from jumping in 22 years and lost-time accidents have not been frequent Airplane crashes associated with dropping chemicals, however, have been alarmingly frequent with four fatalities this year. Even travel to fires by car or truck over rough and often poor mountain roads is dangerous, as I'm sure you realize. We have many serious truck accidents each year. This year we lost two men in a truck accident going to a fire in Montana and two on a motorcycle that ran Into the back of a pickup on the way to a fire: Our accident potential is further increased by the location or surroundings in which men work on fires. Often fires bum in very steep country. M.. work on steep hillsides and sometimes literally on the sides of cliffs. In a few instances we have lowered men over cliffs by ropes to put out a spot fire w-hich had the potential to spread fire with the wind and cause additional trouble. There are often rolling rocks or rock slides which 13 196! National Safety Congreit Wood Products Section must be gone over or around. Getting through I know you don't want me to dwell too brush or timber can be particularly aggra much on our problems. Instead, I should maximum use of our own people for super for the job they do. and for the men they visors even though we have to shift some supervise. We try hard to have men know vating. Brush is often almost impossible to get through and can trap men in front of an advancing fire. There may he tall timber or *nags which obstruct the view of the men. Tops and limbs may fall on them without warning. The situation in which men work on fire* U also a hazard. In spite of careful planning and organizing there is excitement, anxiety* and hurry in a fire Tensions are built up and rr.cn work under stress. It is hard work and men get very tired. All this is bound to .'oniribute to more accidents, especially when duty on a hot fire usually meins working around the dock. Night work is often es tell you something about what we try to do to overcome them. A strong part of our pro gram is analyzing the hazards and our own experiences to learn what we can do to improve our safety performance. Each losttime accident is carefully investigated, an alyzed and reported. Wc try to be penetrat ing in these studies and find out not only ttiAa/ happened but a*/iy it happened, and what we could have done to prevent it from happening. We go into the background and training of the man and his supervisor. We try to find out what part of ottr program reached each of them, or didn't reach them, and where it failed. : long distances. This year in August wc brought in nearly 600 supervisory personnel to help on fires in Idaho and Montana. To have all these men competent to do one or more specific fire jobs is a large training order. We integrate safety into all instruc tion on the premise that a job well done is a job safely done. In firefighting it is important that bosses know fire behavior--a highly technical sub ject. Our behavior training starts with na tional courses for top fire men who carry the training to regional and local schools. We have a basic requirement that every man in the Forest Service receive at least four we will not countenance mediocre work. Strong policies and specific safety rules ,'irc further foundations m our program. Following a very* serious fire incident in which 13 men were burned to death m 1936, w had a task force study the entire subject of fire fatalities and especially men being caught iii fast-spreading fires. One recom mendation of this task force was that wc adopt a set of firc-fighling rules. The purpo*e of these rules--called our Ten Standard Orders--was to have men know them so well they would automatically react to what was required. ! might eiie several to give you an ap pecially hazardous. In 1900 we employed a psychologist for hours of Instruction in knowledge of fires preciation of what they are tike. Most loots are a hazard. Axes, hoes, saw s, and similar toots arc sharp and a slight dance or deflection can badly cut a leg, arm or head. Powered equipment such as tractors, trenchers, plows and pumpers have tha'r own special hazards. Something can go slightly wrong with machines and cause a serious accident. We use as many trained and experienced laborer* and supervisors as possible in fire fighting. However, regular crews are not sufficient to handle the large number of fires at one time that wc have had in the last two years. There were 23,000 men on the firclme at one time last year and about the same during our worst period this year. There were 10 large fires burning uncon trolled in Idaho and Montana at one time in August of this year. the summer fire season to visit our field sta tions and "going" fire*. He interviewed both laborers and bosses. He tried to find out how men reacted under stress on fires. One of the critics? items this man pinpointed was the highly important job of the crewboss, the nan in charge of 15-25 men. We knew he was important but this study brought the facts into stronger focus. We have followed this with a special crewboss study this summer in which one of our experienced fire men studied the work of the crewboss on many fires in western states. From these studies we have valuable suggestions and recommendations for im proving our efforts. We are already busy producing a special training movie on the crewboss fob and otherwise changing prep arations and giving more emphasis to this position. * and what to do in blowup fire conditions. Even though men have no regular fire duties they may be caught in the woods in a fire situation. They must be able to act with knowledge and decision to save those with them as well as themselves. It is a constant challenge in our work, as I know it must be in yours, to do a better training job. We are having more men to train and, it *cem, less time to do it. Last year a special development project was set up in our fire division to find out what other* arc doing and to find new and better way* of training. Training machines arc getting widespread attention and we plan to five these a thorough trial. We are working with consultants on a fire simulation proposal which looks particularly promising. In simu lation training we expect to place men under stress and on their own to team by doing No. 2, "Know what your fire is doing at alt times, observe personally and use scouts." N'o. 3, "Base all actions on current and expected behavior of your fire." N'o, 4, "Ha-, e escape routes for everyone and make them known." Vo. 5, "Po> a lookout." N'o. S, "Give clear instruction.*, be sure they are understood." N'o. 9, "Maintain control of your men." \nd then tins admonition by the chief of the Forest Service. "Every Fore*t Service employee who will have firefighting duties will learn these orders and follow' each or der when it applies to his assignment." These Standard Orders are aimed chiefly at the crewboss or the icaders but they have ap plication to the individual fire fighter too. This targe buildup of manpower forced Each year wc have several workshops on complicated fire problems. We have many rules on air operation*. the use of less experienced men in many places. We try to get mill and logging crews, agricultural workers and organized Indian crews as far as possible. These all work out vvelL However, it is sometimes necessary to hire workers who have little knowledge of fire fighting, even though the employment service is very cooperative and helps us as much as possible to eliminate the unfit. The men are required to have suitable clothing and shoes. We try tc have a doctor available to make an examination. A fireline is no place for a person with a weak heart and we have some heart cases each year. This all adds up to use of men inexperienced in the work and more prone to accidents. special phases of our work where safety problems receive major attention. Workshops are held on such activities as smokejumping, air operations and equipment use Recom mendations of these sessions are reflected in work programs, handbooks, instructional material, and current plans. Major emphasis in our entire fire program in recent years has been on improving work through training. Transfers of personnel and changes In duties are common In our or ganization. We also add many new men each year. A large per cent of our super visory men have other regular duties in ad dition to fire control. Many work on fires only when called upon in an emergency. This gives us grot strength in being able to nuke We have had practice fires for a long time but we hope to have more sophisticated problems. We have a long-term program for developing training films, slides, and other visual aids. We have a training film for air attack on fires--a movie which recently won a national award. A strong part of our fire safety program is to place responsibility with line supervi sors. The boss man at every stage or level of the operation must have the responsibility for safety of all men under him. We use a lot of ways to get this. On# device is to insist on strong discipline in our fire work. By this I mean discipline In the broad sense where we make men feel full responsibility Rules are made for such things as use of parachutes and the height aircraft fly above the ground. For example, air tankers are strictly forbidden to fly closer than 73 feet from ground obstructions. Even that, you will agree, is low and is somewhat an arbi trary compromise. We are trying to increase this height and still hit the target We have a limit to the hours pilots can work each day. These rules have grown from the experi ences of our men over many years and a multitilde of jobs. Two years ago we had a young man rush to the cab when a heli copter landed. He was hit with a rotor blade on his head. Even though he was wearing a hard hat he was killed. Now we strictly 14 IS 1961 National Safety Congress insist that a watchman keep men clear when a helicopter lands. The pilot is busy landing firt ship and cannot v.ntch the people already on the ground. Safety is directly built into our fire or ganization. On large fires the safety officer has many duties, including looking after the welfare of the men, being certain a fire be havior forecast is available to line super visors, and many other things. He is not charged primarily with first aid, or welfare, or making out accident reports, although of course he is interested, and may help on these. His main job is to be certain safety practices are followed and that necessary preventive work is done before accident* happen. We stress physical fitness for the fire* fighter?. 1 mentioned previously men are re quired to take a physical examination. We try to have doctors at hiring colters. Our main organized crew?, such as the Southwest Indians, are required to have a physical ex amination before they become members of a regular organized crew, and they have cards to certify this. We had some dilTculues in getting the Indians to take these examina tions. However, they like the work as it is a good income for them When we made this ail absolute requirement we had no fur ther trouble I was in a national forest in California recently which had signed up more than 500 local Spanish-American laborers. These men work in fruit and other crops, but have many off times. They are organized into fire crews and more than 500 have cards certify ing they had had their physical examination. We limit the age of firefighter?. Only in exceptional cases do we hire anyone less than 18 years of age. NVc check on older men who might not be physically able to -tiind the exertion required in fire fighting. Another keystone in our safety program is research and development. There are many possibilities in equipment development to add to the safety' of fire work. We have projects to develop better parachutes for both smokejumpers and pilots. This work is centered at Missoula. Montana. Many advancements in the type of chutes and other equipment which jmokejumpers use have been made. This includes protec tive clothing, which is important ft protects their face and other vital parts of the body. One particularly perplexing problem has beat shoes. Shoes for all firefighters, but particu larly smokejumpers and helijumpers. We made special studies on shoes. The Army Quartermaster group has been particularly lietpful in this and other development work. During the lat few years much attention has centered on tlame-proof shelter or cloth ing for men. We have been helped in this by the quartermaster corps. We found that many men badly burned or who died from burns suffered greatly when their shirts and other clothing burned on them before they could get them off We have developed specifications Sor materials that are flame resistant. These are betng given compre hensive trial this year by several crews. If the material proves as suitable as is indi cated, we expect to use it for most fire fighters. We have developed an "escape** fire shelter which weighs .about two pounds, ft is alumi nized fabric packed in a bag to be worn on a man's belt. Through many tests we found men could stay in these shelters and have fires go around them. They are an emer gency measure. We would not expect them to be used except where men were caught. If these shelters had been available pre viously the lives of many men would have been saved in fire accidents. These are not available to all firefighters this year because we could not get sufficient quantities in time, but we are getting widespread tests. They will probably be required for all firefighters in the future. Many changes in methods of attack in re cent years aid safety. We are trying to drop chemicals effectively from greater heights by varying amounts of materials, using dif ferent chemical?, and by getting chemical? to stick together better for effective drop? \V hope in the future to be able to raise the effective height of air drops as I men tioned before. Then men need not take chances in flying so close to the ground. Missile development work is now receiving attention. We are negotiating for a contract for a glide bomb, or device which will drop retardant or suppressant material on a fire to put it out or hold the spread until mts can arrive. There are many problems in the way of success, including a suitable container, what 16 ll'ood Products Section to do with the container in order not to in jure men on the ground at the fire, and how tr> warn men on the ground. One require ment of such a device would be to have it equipped with a built-in warning system to he heard for a considerable distance both in front and to the sides of the flight route. You can realize how much safer it might be to send a manless carrier than to fly a plane at tow levels. While we have a large and varied safety program we till have many accidents. We know there are many opportunities for Im provement. We must continue to analyze our ch.mgmg job. We must better our framing, our rules, our instructions, in fact our entire program. We hope some of the develop ments and research on equipment and tech niques now under way or new ideas we haven't yet started to work on, will make fire fighting safer. We want our program to be keyed at all time* to Fire Rule Xo 10: "Fight fire aggressively, but provide fnr <afety first*' 17 JOINT SESSION WITH PULP & PAPER SESSION SAFETY IN PULPWOOD LOGGING By CHARLES T. WRIGHT Safety Eng., American Mutual Liability Insurance Co.. Raleigh. N. C. Last Fcbruar), i had the pleasure of meeting with the Safety Section of the American Pulpwood Association in New York at their annual convention; an in formative meeting. Many constructive ideas and plans were developed. However, on several different occasions, t heard the supposition mentioned that a rather wide difference in educational levels exists between worker groups in the woods in different geographical areas of the United States. Somehow, this so-called "ed ucational level" was getting the btame for differences in work methods, types of tools, etc., between different geographical areas. The impression was left that this somehow created an insurmountable problem safetywise. Nothing tangible, mind you, just an impression. For instance, one man gave an opinion that this "educational difference" is the reason the bow-type chain saw is uet down South while the blade-type saw is used farther .North. I leave it to you to judge whether or not this is signficant in the measure of accidents. I mention ail of this only in making the point that we sometimes use pointless and often unrelated excuses for not having ef fective accident control in our operations. Is it not a fact that when we hate a problem to cope with we must take whatever ap proach and action is necessary to an effective solution? You might say that "Teddy" Roosevelt's policy of "walk lightly but carry >* big stick** meant that when he had a lough problem he managed 10 get just a little bit tougher and solve it for a desirable <oIution. About two tears ago tlte .North Carolina Forestry Association decided something had to be done m the logging and lumbering industry in North Carolina, as a whole. Putting their decision into action, as a first step they organized an insurance commit.ee and began doing research analysis to de- terinine ju-t w':u: the rva~5.. were behind the high co of insurance as logging op erations. The committee, after moch tudy. found -mi what insurance companies and the vari ous state labor and compensation depart ments had known for some tune. They round that while a number of factors were actually involved, just one major item was visibly responsible. What was this? Just this: The logging industry was having * high frequency of accidents which were, for the most part, of a rather severe nature. That is, they were costing a lot of money in hospital bills, doctor bills, and in many other tangible, directly related ways. All of this eo?t was in addition to the very* high cost of inefficient operations which resulted from the same baste causes as the accidents. What are these basic causes? The most important, at least the most basic and most m need of immediate attention, were: fa> Lack of adequate top management safety policy. (b) Poor to no enforcement of any ex isting policies. (c) Poor liaison or supervision between management and field. Tiie basic lack of ten) management policy had resulted in a disparity in equipment, tools, etc., used in the woods. A nearly complete lack of adherence to any safety standards existed. In a nut-shell, everything was wrong. Something had to be done about It. On receiving the committee's report, the North Carolina Forestry Association and the North Carolina Department of Labor, who had worked so effectively in develop ment of accident prevention in other indus tries in the state for so many years, called on some of the insurance companies* safety engineering departments to work jointly to ward the attainment of the safety objective dictated by the high accident frequency re ferred to earlier. American Mutual hap- 13 Jatnl Session with Pulp and Paper Section :*-rsc-J to be one .i tlioc available and will.r.g :o do everything within reason to help. The over-all record in both the pulpwood and saw log experience indicates that a lot of people have either forgotten some oi the things they do know, or else they just aren't taking time to plan ahead and be guided by the things they have 'earned. The main points we ate trying to make here are: First, people who are concerned with pulp wood in its various phases of production and use, go to great length to assure iull growth and high production of pulpwood timber, but give considerably less attention to safety, in either the use of proper tools and equipment or in training workmen in safe work methods and practices. Secondly, 1 would like to show that these same people are capable of accomplishing the latter by showing evidence of certain types of effective planning which they* are doing, in a contrast comparison to some ot the weak points where planned attention is missing. Workmen's Compensation insurance car riers and other organizations, as well as in dividuals interested in safety, found many years ago that high accident frequency and -verity go hand-in-hand with low operating eSdeocy, and therefore, result in high op erating costs. The same sound engineering priodplcs that can and do control accidents will normally produce highly efficient opera tions as well Safety in pulpwood logging can also mean emaeicy in pulpwood logging. The forest in North Carolina is thirdranking in product value in the state. It produces approximately $750,000,000 in prod uct value annually. The forest is second only to textiles as a source of industrial employment, furnishing 78,000 jobs. The total annual payroll amounts to approxi mately $243,000,000. These figures give us a basis by which we may estimate the value of safety a an effi ciency factor. They also provide a measure of exposure to accidents and suffering in the industry as a whole. A relatively high per centage of this exposure, and certainly the majority of severity is to be found in the log woods. The forest, in most any area, is a beauii- ful place, that docs not readily reveal the vast number of hazards that he there waiting to trap the poorly equipped, the poorly trained, or the careless pulpwood worker. The great progress that has been made in controlling and improving the growth of forest timber is phenomenal, to say the least Read the story' in growth rings. Is there any doubt that the ame brainpower that has developed such control could also develop controls that would prevent accidents and suitering to workmen? No, I`m sure there isn't. There are examples of the results ot very poor or no attention to planned forestry. Misshapen and damaged actions of trees which v.u often see are proof that many men in the pulpwoods are operating or have operated unsafely and without planned con trol of accidents. \n outstanding example of control of timber growth is found when a tight inter section of growth rings indicate the forest was being choked oil by too thick growth tor the first 13 or 16 years, but after thin ning, the width of the growth rings in creased immediately. Such a tree grew as much in the last six years after thinning, as in the 13 years prior to thinning. When you see planning in action, the for ester marks the butt ot a tree, using a yel low dye and a manually operated pressure can. The tree is marked also at a higher point. When this tree is harvested, tt will be cut because it is marked, and the stump, left in the ground, will show the mark. Trees that are not marked will not be cut. This is planned thinning. * The forester checks height of trees, and measures diameter. Often he takes a boring sample as a means of checking width of growth rings to determine rate or speed of growth. Seedling trees are used in reseeding clear cut land. Certain toots should be available and used by putpwooders in the woods. Fire control items are a must for a well rounded control plan. Unfortunately, on many woods opera tions. we do not find these items. Woods workers must Iearn basic safety precautions. Often you may find a man fill ing a chain saw gasoline tank by using an unsafe type can. perhaps with a spout too short and too targe to enter the opening in the tank. Gasoline is often spilled on Id /0A/ National Safety Congress saws with this type of unsafe equipment This creates a rather serious bums hazard to the operator, to say nothing of the poten tial for setting lire to the entire woods area. Explosion is also a major accident producing potential. Another unsafe operation is often found u starting the saw. On a very still day, the fumes that have risen from the gasoline filling operation are still hovering in the area. When the saw is started, the fumes may be ignited. If the unsafe gasoline can Is too dose, this can, and probably will, start a Are. It isn't necessary to explain the many heartaches that could result from this unsafe practice. When felling a tree, the men should be properly equipped with safety helmets When a tree is over 10 inches in diameter, it should be notched before cutting, in order to be sure of controlling direction of fatL Many other things must be taken into considera tion but this is a primary need in direc tional control. The men should be warned about felling a tree without first properly dearing or "swamping'' on the back side of the cut, although the opposite area is dear enough to allow a proper escape route. When you see a man pushing the tree with his hand, to control direction of fall, this puts him in a rather awkward position. Obviously it is necessary that he push the tree, because he hat not notched it It is all right to push the tree, but this should be done by another man with a pole tong enough to reach well above the man using the saw. When the tree falls through brush that was not properly cleared before the cut was started, the brush could whip back and strike the eye of the sawyer. A man experienced in this type of occurrence usually will turn his head well away from the potential whip ping brush. However, this does not consti tute proper protection. Certainly the man should have spent just a few seconds clear ing out the area before cutting, thus mini mizing the exposure. When a felled tree has lodged on the heavy limbs on the underside, the sawyer may limb the tree by cutting underneath the log to remove the supporting limb. This means a high probability of the tree falling and causing injury to the man. He should have properly blocked the tree to prevent its falling. Better yet, proper study of the tree would probably have dictated falling the tree in another direction where there would have been no blocking limbs. When a sawyer is cutting tree into pulpwood lengths without proper support under neath. his saw will probably hang, creating additional hazards in trying to loosen the saw. It is eonceiv?*'? that damage could be done to the saw .sing interruption of work. Need for prvper shoring here is obvious. Woodsmen must be always on the lookout for the "widow maker** (broken limb hang ing above men who are preparing to cut a tree below). Any disturbance of this broken limb could drop it on a man's head or shoulders. At times you may find a sawyer breaking just about ail the rules of safety in felling a tree. You can see that he does not have on a safety helmet He is pushing the tree with his ngnt hand while holding the saw with his left, throwing himself into a rather awkward position. Then >ou'l! observe the vulnerability of his head to any loose or dead limbs that may be overhead and become didodged. The brush is so thick that the saw could hang and cause it to jump h the man's leg. Worse, the brush will prob- ably obstruct his escape route. In addition lo creating unnecessary hazards, this is a ase in point of complete inefficiency in the wood*. After the cut the tree may hang suspended in the air and the men are going to have to cut other trees before they can drop the intended one. This means they will expose themselves to serious "falling objects" hazards. Proper pre-planning for direction of tall and good clearing would have allowed a clean fall to ground. This further demon strates what we mean when we say safety and efficiency are one and the ante. When a small tree is bent over by the tree that hung, the man cutting it with a hand axe may be setting up a dangerous situation by cutting from the top side of the tree rather than underneath. With his first cut, a long sliver splits off and springs outward. This frequently causes injury to either the axeman or other personnel. This is a completely unnecessary operation (hat 20 1 . i ] < ^ joint Session with Pulp and Paper Section could be eliminated or avoided if proper planning is utilized in the first place. Fortunately, there are occasions in the woods when you see a little more planning for safety. The men are all wearing safety helmets. and are properly dressed otherwise. The jawycr who will be wading out in the swampy areas is wearing snake bite leggings in idhiics to the safety helmet and good protective clothkig. Men with yellow hel mets are supervisors. You may see the prorhscer who stays with and supervises this particular pulpwocdmg crew. Yoo will kc cne of the sawyers approachng the tree, with his foreman looking on. The sawyer will be vising up the top, de termining best direction of fall, etc He will take into consideration shape of top, location of other trees, direction of wind, velocity of wind, most advantageous point on ground for limbing, etc Prior to cutting the tree, the sawyer will use an axe to swamp out around the tree or clear the area for freedom of movement and safety. This is being done to prevent saw from hanging and jumping into his legs and also to give him a clear path to get out of the way of the tree when it begins to fall. When the sawyer is making a cut, in the properly cleared area, he will be using both hands on the saw. This demonstrates what we referred to earlier. That is, the sawyer can hold onto his taw with both hands while mother man uses a stick with a sharp point that will reach up some 10 feet on the tree for the purpose of pushing so it falls in the proper direction. And the supervisor will be looking on. The limbing operation with chain sawpresents the hazard of the saw hanging in brush and jumping into the legs. Severed limbs should be moved out of way as they are cut, as a means of improving controls over this potential accident producer. A limbing operation with an axe should be done on the opposite side of the log from which the axeman is standing. !ose limbs also present a very serious hazard here in that they may be deflecting the axe into the person. In some operations, legs arc snaked out of the woods into a clear area for additional cutting and loading. There will be a pro tective cover over the tractor cab. This protection is a must for safety of operators. The hard hat will protect ig-rist relatively light limbs, etc. and will give a measure of protection against larger trees. However, the sturdy cab protector is necessary for full protection of the operator. One of the most hazardous situations in togging is found where a man is operating a farm type tractor which shouldn't be in the woods in the first place. In addition to the fact that it does not have any protection overhead this machine is not designed to snake logs. The tow chain is positioned above line of axle. The center of gravity, that is the line of force, is located well above the axle and if the log banxs, the tractor ran turn back wards onto the driver. This frequently hap pens. In a specific accident resulting from one of the farm type tractors turning backwards on to the operator occurred recently down near Beaufort, North Carolina. Investiga tion revealed that the operator was IS years old (violation of the North Carolina Labor Law) and had been placed on the tractor without any previous experience, although he had told the pulpwood producer that he had driven a tractor some place before. At any rate, the log being towed by the tractor hung against the stump and the youth's foot slipped off the clutch and the automatic drive caused the tractor to turn backwards and crush the voting fellow. The details of the investigation of this accident are too numerous to mention here but they did reveal many areas where planning was lacking and apparently absolutely no atten tion was given to safety of workmen. Another major producer of accidents is lifting and handling of heavy materials. This produces serious strains. The safe handling of material requires a thorough knowledge of the correct way to lift; requires putting this knowledge into practice at all times, not just part of the time. It is estimated that manual loading of logs Is practiced in ap proximately 90 per cent of the cases. If anyone doubts that loading a truck of pulpwood logs 1$ a big job, just multiply the weight xf the log (about 80 to 90 pounds) times the distance it is handled, times the number of logs on the truck and you get a pretty good idea of the foot pounds of en ergy expended during a loading operation. 21 1961 National Safely Congress The man on top doesn't have an easy Job either. He taces a number of very serious .accident producing potentials. For instance, ue could list the strain hazard from the lift ing and handling of the log; the falling objects hazard in case he drops the log; the hazard of falling off the truck. Spikes should be worn on the shoes of the top loader. Just imagine what would happen if he makes a misstep backwards, or if a foot slips on loose or slick bark. You may often find the wood being loaded by a man much too old to be straining and lifting in the log woods. Better selectiv ity and job placement would control this needless exposure. An example of pr planning found re cently was in the elevation plates welded on a truck bed to keep the logs off the tires. They were too small. The man has to rut short timbers to lay lengthwise on the bed to keep the logs up off the rear set of wheels. This lack of effective planning is symptomatic; may be a major cause of woods accidents. Badly worn tires are hazardous A blow out on the road means, at the very minimum, a spilled load and a reloading operation, (again we have inefficiency). It could mean many more things, such as a severe wreck, death, collision with some other vehicle, and death or permanent disability to several peo ple rather than one. We have found there is some effort under way to reduce the exposures to accidents and to increase the efficiency of putpwooding operations. Machines have been designed and built by people who have had many years of experience In putpwooding. Such a machine can go into the woods and pick up a toad of pulpwood, one stick at a time, load it onto a cradle, hook on and drive out to a more convenient pick up point for transport trucks, in an extremely short time. All of this is done with just one man at the control*. This man controls the pickup arm and does all the driving of the tractor. All of his pick up, handling, loading, etc, is done long after the sawyers have dropped the tree and tawed it into pulpwood lengths. This eliminates exposure to others being near by. Obviously, this machine can take a lot of work off the individual and it is not nearly so subject to strains, injuries from falling objects, etc, as a man is. Unfortunately, all pulpwooding operations ean*'ot afford r-aefc a machine. What they have to do instead, ts to properly equip their men with the best available, properly select the men to d-> the job, outfit them with safe clothing, and teach them the correct way to do the work Sufficient supervisory follow-up is absolutely necessary to see that this is done It is reassuring to find a logging outfit that has taken the trouble, and felt it eco nomically worth while, to construct a good useable road for access into the logging aro. We'll find the foreman of the wood crewequipped with safety boots and safety helmet. He will have the safety devices necessary for topping out trees on the stump, or for setting up derrick rigs for skidder operation where high water is a factor. The man's spikes are sharp and workable. Those rubber boots he is wearing have safety toe-caps. Another safety type shoe shows the proper method of wearing trousers tucked into boots to prevent hanging on snags, etc when try ing to get sway from a falling limb or tree We photographed a work truck with a lot of unsafe features; t. Gasoline cans were carried on the same truck with workmen. fl'n*afe type at that.) 2. The safety sides or cover over the iruck only extended part way back, cer tainly not enough to fuily protect a truck load of men. 3 There was no tailgate to protect men from falling out at the rear. 4. The truck was not equipped with a rear bumper and we doubt seriously if the lighting arrangements on the truck met highway standards. 5. Preventive maintenance was obviously lacking. Another better ric for hauling men, not considered completely *afe, did not have proper type seating. The truck did have a tailgate, was equipped with a complete cover and carried fire extinguishers and first aid kits. Additional hazards inherent in leg wroods operations meiude the black widow spider, timber rattler, copperhead and cotton-mouth moccasin. Yes, the tog woods are beautiful, but such a small thing as an axe with blade up can 22 l Joint Session with Pulp and Paper Section be compared to the copperhead--just waiting to strike. A small thing, but it's the small things that accumulate and result in big losses. Many tunes it's the small tilings we do and fail to consider important that create our most serious accident occurrences. Most any way you go in the log woods you find beauty, You also find many haz ards, many places where men can be badly injured or killed. Careless workmen can injure themselves and others, they can start fires (hat will damage millions of feet of timber, and destroy wildlife that furnishes sport in hunting and trapping, for people who like the outdoors. Proper planning, proper outfitting, careful selection of employees, training of employ ees, and sufficient supervision to see that this training program is carried out on a con tinuing basis, can prevent such happenings. THE FUTURE OF TWO-WAY RADIO IN LOGGING SAFETY By DONALD R. JONES Mgr. of Marketing, Mobile & Portable Communications Products Motorola Corp., Chicago Your presence here today marks each of you as an expert in safety. As representa tive* for your companv or governmental agency, your principal objective is to further improve safety programs and to seek out new tools which will aid vou to reach your objective. My purpose Is to provide ;ou wuh information about two-way tadio--a working tool which can assist you :n veur efforts for greater safety. How can radio help you? Many way-' There are many examples of companies who have successfully employed two-way radio to improve their safety record. The prob lems of safety programs are not simple v olve. Each of you has specific problem*. Effective use of radio in one particular application to provide improved safety- for one of you--will not necessarily be what is required or needed by the mao next to you. Xonetheless, the results achieved in some applications can provide insight to possible other applications. I will have accomplished something worth while if one of you takes away the germ of an idea, vn , when further developed, will increase the safety in your organizaion. I shall spend my time exposing some sample applications of radio equipment to safetyprograms. I hope that the examples will stimulate your thinking and result In solu tions to your particular problems. First, radio can provide you a means of communication winch no other medium can provide in vour particular working environ ment. Practically alt operation* today* re quire a high degree of mobility Without the application of radio, the person on the move, whether on foot or in a vehicle, is out of contact--unable to be reached until he checks in at various time* during his tour. Lack of communications due to the require ment of mobility can make management sub stantially more dimcult and operations far less efficient. For you, it may make an effective safety program impossible. A good example of the use of radio in a safety program occurs in the trucking in dustry, which has had a substantially bad safety record. Two-way radio has become a common operating device for truck fleets n various industries. Expanding its use from the usual status as-a means to increated efficiency to a place in the company's safety program has proven to be rather profitable in several large fleet operations. In one trucking company, for instance, radio is installed in the vehicles used by the firm's five very active safety coordi nators. The radio keeps the inspectors al ways available so that they can be directed to any place their presence is required--at the scene of an accident, for Instance. More important, the radio communication allows the supervisors to prevent accidents because they can continually check the drivers. TEXTILE SECTION SAFETY IN COTTON GINS By W, KEMPER BRUTON Exec. Vice Pres-, Arkansas-Missouri Cotton Dinners Assn.. Blytheville, Ark. Any program of promotion--saicty or otherwise--can be just as successful as the attitude oi management oi the business that (he promotion is built around. Our problem with management in the ginning committee is the two-told type because we must first "sell** the association who in turn must reach the management of the 0000 gins operating from coast to coast As background information, there are 17 major states which produce and gin cotton, but only eight of them are represented in ginning by associations with full time ex ecutive officers. California and Arizona can be included in the group with organized leadership in safety because three large commercial ginning operations maintain their own safety engineers. They do not, of course, reach all gins in those states with an acci dent prevention message. Knowing that to reach management ef fectively you must put the "dollar sign" on your approach, the members of the com mittee have been delving into (he ramifica tions of costs in terms of lost time, medical aid, insurance, etc, .As the ginning season shortens and volumes of bates per hour in creases the item of tost time or down time resulting from an accident becomes increas ingly serious. The preliminary surveys made by the Ark-Mo Dinners Assn, on the costs of in surance per bale (as high as 70 cents) definitely set out the need for concerted action to reduce one of the ginner's high est costs in his operation. N'o one needs to be reminded of the skyward trend of medical care and its demands on the pocketbook of every individual today. In trying to find "handles'* to put on these various aspects of our problem, and to first iA all ascertain some facts about our ac- cidcnt experience, we\e found our isdustry is lost in a maze of rather unrelated sta tistics. We believe ginning accidents should be recorded as such and that we should not carry* the burden of accidents happen ing in outside influence* but charged to the gm because the employee's payroll record was in the name of the gin. Our ccm- mittee has set forth to secure as IBM reporting system through the State Work man's Compensation Commissions with h goal m mind. We believe the insurance companies cun be of great help ta this matter. Progress is being made. We have designed a "package" safety program for all state associations. It will include the new data sheet now in the hands of the NSC staff, news releases, posters, safety tips, leaflets, and, in the future, a manual. \'o test-ume accident awards are being made by the Texas and Ark-Mo associa tions. Texas has issued a manual--very comprehensive and practical. Other associa tions are using NSC posters and allied ma terial. A file of pictures of gin hazards is being compiled by Extension Sen-ice at much cost of time and effort Slide presenta tions on safety practices have been made in several states. USDA is testing antislip materials to prevent falls in gins. A school for gin safety engineers is being prepared to be held next April. Somehow--someway--your committee feels St will be successful in developing a livein ire accident prevention program which will reach into every gin m the United States. The machinery manufacturers are with us--educational agencies are with us --we know the NSC is with us. All we need now is the owner of the gin--and through him--his employees. 2t Textile Section FLAME RESISTANT TEXTILES By THOMAS D. MILES Supervisory Chemist, Laboratory Branch. Textile Functional Finishes The constant presence and contact with What can be done to change the burning textiles in daily living, from personal cloth properties of the textile? We have seen ing to household furnishings, make their that flame spread needs two conditions. One safety properties of general interest. How is fuel, supplied by the decomposing cel 1 readily textiles ignite and spread flame is lulose. The other is heat to decompose more "tie of these properties. of the cellulose and allow the flame to Why do textiles burn? Follow a typical button fabric from the time a flame is brought near it and it bursts into flame. The flame spreads across the fabric until pread. If heat or tuel could be removed, then flame spread uould cease. The action ot flame retardants has been explained either on the basts of removing the heat or re moving the fucL only an ash is left. There has been little direct evidence tn Take each step. The flame brought near the fabric heats it up. The heat decomposes the cotton into gases. The cotton is heated on a thermo-balance up to 500*C. The weight is continuously recorded. At lower temperatures, the weight of the cotton is unchanged. But as the temperature of the fabric rises, as it would in contact with a support those theories based on removing the heat, since the measurements are duncult to make. However, it has been pro posed that diluting the decomposition gave* with inert gases moves the flame aav from the fabric by changing the upper limits of flammability of the mixture. When the flame is moved away, sufficient heat flame, the cotton decomposes into gases. The black line of ash is the weight of the u*tid remaining. Note that as the tempera ture rises most oi the cotton it converted into gases. The remaining solid is a black rhar. cannot return to the fabric to further de compose it and spread flame. Bromine and chlorine containing compounds have been proposed to have the effect of diluting the decomposition gstati. Another way <*t re moving the heat is the use oi chemicals The first step, then, in the burning of a that would undergo endothermic nr heat textile is the production of flammable gases absorbing reactions. ' ' by healing the fabric. As these gases move out from the fabric, they mix with air. At the point where the upper limits of flammability of this mixture of decomposi tion products and air is reached, ignition takes place. Most of the evidence that i available from studies on flame resistance is con cerned with removing the fuel by chang ing* the decoropoition pattern of the cel lulose. Evidence to support this theory ts easier to obtain, since a variety of measure The next step is that the flame spreads. ments can be made, such as the quantity *. Heat from the ignited gases (radiation of gas produced, the rate of decomposi from the flame and convection by hot gases) tion of the cellulose, weight losses ami is sufficient to decompose more of the cel the identification of the chemicals produced lulose into flammable gases and the process during pyrolysis. There is considerable evi '.ontinues until all of the textile has been dence available that effective flame rrdecomposed An ash is left which cannot tardants alter the thermal decomposition be decomposed into additional flammable cotton. fuel. This can be seen from the previous ex Thus the textile burnt because the flame source decomposes it into flammable gate* which ignite and produce sufficient heat to decompose more of the fabric, to con ample. -You will recall that this is heating cotton on a thermobalance. All flame re tardants would initiate the decomposition of cotton at a temperature lower than the tinue the process and spread the flame. untreated fabric and all of them would con- 27 ivol .Yjfioru/ Safely Congress \rt more of the cotton into a non-flaming !>nr -iM thus less gaseous products than j-1 >>r with untreated cotton. Elective flame retardants for cotton have U-en <h*,wn to be non-volatile acids or comfounds which decompose into acids at flam ing temperatures. They act as catalysts to change the decomposition of cellulose, both the rate of decomposition and the products it decomposition, to deprive the flame of further fuel. Listed next are some of the typical flame retardants used. Ammonium suiphamate, mixed with diam monium phosphate, is typical of the non durable flame retardants. About 5 to 7 per rent of weight is added to the fabric by the treatment which is applied by dipping the fabric or garment into a water solution of the retardant and drying it There is no loss ui strength of the treated fabric The color and hand of the treated fabric are similar to those of the untreated. In ad dition, the non-durable treatments have the advantage o( tow cost, provided that the use docs not require frequent retreatment. The mam disadvantage is that they lose flame resistance on contact with water and thus have limited uses. In looking for ways to make flame ret.irdants durable to laundering, research was influenced by the early durable resin finishes for textiles. These were urea formaldehyde, melamine formaideh>de and vinyi chloride resins. Urea phosphate, THPC melamine formaldehyde and vinyl chloride-antimony side are examples ol durable types. The weight added to the fabric is about three times that of the non-durables. This ad ditional weight represents the reactive groups or binder that imparts laundry resistance. With the exception >ii the aminopho- phates (urea phosphate or other nitrogenous compound), which have durability to only a few washes and can lose their flame re sistance through ion exchange, the durables can be subjected to repeated launderings and the flame resistance is designed to last the life of the garment. With all of the durables there is a reduction in strength of the fab ric. To some extent this is characteristic of the chemicals used; for example, the APO types have less effect on strength than the others. The amount of strength loss is also in fluenced by finishing conditions such as cure time and temperature. This coupled with the fact that all of the durables re quire a cure with its need for special equip ment, curing ovens, means that the dura bles are a specialty finish applied for the most part hv a few finishers. TABLE 1 COMMO.t FLAME BETABDANTS $Lois : Add-on .Van-durofrlee Borax-boric aeld .................... S-S Ammonium SulTamate ...... IS Diommonium Phosphate ... 10 Ammonium Sulfamate- Dlammomum Phosphate (2;1 ratio) ........................ 10 Strength None None None None Du collar Amino-phosphates . THPC ...................... Vinyl Chloride Antimony Oxide . APO Types............... S. 2II5-30 35 What about the future of flame retard ants ? Have they reached the point where little or no improvement is to be expected* The non-durables have just about reached this point for the limited area where they are useful. There will probably be no major improvement in the properties of the non durable* in the future. However, there is considerable room for improvement tor the durables. Strength re tention and co>t are two areas for improve ment. We have seen that the chemical types us.-d for durables parallel the resin finishes and share some of their problems. Strength reduction is one of the problems associated with resin finishes. The future will probably see greater emphasis in the arc* of "non-resin" durable flame retardants. Within the past tew years there has been an enormous amount of research in many countries on inorganic polymers. This re search is aimed at supplying, for rocket and missile uses, materials that will with stand extremely high temperatures. This is a property which most organic polymers do not possess. One of the by-products of this extensive research may be compounds that will find uses as durable flame re tardants--an inorganic polymer that will have the low add-on and strength retention of the non-durables with the added feature of being resistant to laundering. Less attention has been paid to flame resistant finishes for synthetic fibers. In con tact with * flame the majority of synthetic 28 Textile Section fibers melt. If this melt is free to drop away, the flaming does not spread along the synthetic. However, the melt is flam mable and if it is held, for example by the presence of a resin finish, then flame will spread. Thus some of the flams retardants for melt fibers are designed to produce the melting and dripping that occurs with the untreated material, An example is nylon netting with a resin to stiffen the net. Thiourea formaldehyde has been used in such combinations to make the finished netting melt and drip in con tact with a flame. Its effect is due to the fact that the melting point of thiourea for maldehyde resin is near that of nylon. The acrylics and modacryiies are ex amples of synthetic fibers which do not melt in contact with a flame. The modacryiies are flame resistant and include within the structure of the fiber, compounds such as vinyl chloride. The acrylics bum readily. It is known that diammonium phosphate is an effective flame retardant for the acrylics. Although no studies have been made on the mechanisms for flame retardants for the acrylics, it might be interesting to specu late on what such mechanisms could be. it is known that under controlled combustion, (he acrylics can be convened into a black char which retains fiber properties. This black fiber is nonffamtng. Although the fiber has the appearance of carbon, studies have shows that it is a stable rir ; compound of carbon and nitrogen that has formed. It may be then that effective Same re tardants for the acrylics would be com pounds that catalyze the thermal decomposi tion of the acrylic into this charred fiber form that results under controlled combus tion. SVhat methods arc used to measure the flame resistance of textiles? There are two general types of flame resistant test methods. One is the standardized method, an al most quality control test method, where emphasis Is on the reproducibility of the test results. These are the methods that appear in procurement specifications of fab rics and in various regulations covering the use of flame resistant fabrics. These tests are widely accepted, and usually have been in use for a Song time. Another char acteristic is that an exact definition of all of the test conditions is listed. An outstanding example of such a test is the vertical burning test A sample of the tcxnte about a foot tong and several inches uuic is held in a vertical position m con tact with a flame for twelve seconds. The length of time the sample flames after removal of the flame source is recorded as welt as a source of the amount of char that is present. This is estimated by the length of a tear mu'1 in the sample. The force applied in tearing the charred area is much less that than required to tear the uncharred portion. The standards throughout the world for lest* of this type are shown m Table 2. TABLE t INTERNATIONAL. FLAME TEST BEQUIBEMENTS Nstloo Boicaasloa SIum Ccmtfcct Uruart- $0fce Time meat* KM.) U.S. CCC-T-m 8uma 12 afurflam* 5903 etiar ttngUi V-S. CCC-T-191 Candle 5904 13 mturrum* char length orsat BS 3119 Buas-. 12 Britain 1959 char leorth Praxes 94 02 alcohol <2ee> Australia St4 10-1959 alcohol iiMcei tlU alcohol hums till alcohol sflerOamt char ttnctA aftername char length Germany DIN* S3 909 Bunssn 4-14 afterflame char length It Is evident that a 12 second exposure to a bunsen flame is a test method that has been standardized throughout the world. In somp of the test methods you will note that a candle is used as the flame source. Hits is for field testing since the candle has the advantage of being portable. Some of the cities in this country use this type of flame source in their test requirements covering tents for public assembly, and the test is run at the site where the tent is pitched. The other general type of flame resist ant test is the special purpose test For various types of protective clothing, the flame source that will be the hazard in burning-the textile is known. For example it may be molten steel, it may be an ex plosive powder. A test method is designed which uses the molten steel or explosive powder as the flame source. 29 I 1901 National Safety Congress A test method used in steel mills for protective clothing simulates the splash of molten steel on the fabric. It is also de signed to tell whether the fabric s>stem provides insulation enough to the molten steel to prevent serious bums. The fabnc sample held at an angle is placed over a polyethylene hint. The molten steel is poured on the sample and any flaming of the fabnc or melting of the polyethylene film is noted. In a test of protective clothing for han dlers of powder, a weighed charge of the powder is ignited and it is noted whether or not the garments stuffed with flame resistant rags will ignite. In such a test it is of interest to know whether or not the conditions at the site of the sample garment are severe enough to bum untreated i.otton. The next example shows an attempt to include such a control in the test. Bits of untreated cotton are suspended on a wire fence in the same plane as the test gar ment After the test is over each bit of cotton is examined and listed as not af fected, scorched, or burned. Such bits show the areas where the conditions were severe enough to burn untreated cotton and those where only scorching occurred. Another type of special purpose test is for areas where it has been found that the vertical bunsen test or some other standardized test cannot be used as a cri terion of flame resistance. One example is the air-supported shelter. The escaping air from the tent is sufficient to put out anyflaming. Another example is a fabric that will pass the vertical bunsen test but fail a field burn ing test A weighed amount of paper is placed along one side of the tent and ig nited. This fabric passed the vertical bun*en test but it bums readily in the field burning test In trying to find an explana tion for the behavior of this fabric, it be came obvious that the plasticizer was the cause of the burning. In the vertical burnen test, the short contact time with the sample was not suffi ciently long to distill the plasticizer from the fabric. However, in the field burning test the conditions were right for the dis tillation and ignition of the plasticizer. By making a cone of the fabric and heating it with a bunsen burner, the plasticizer could be ignited with a burning splinter. No ig nition occurred when the plasticiser was re moved with a carbon tetrachloride extrac tion. It was found that contact of the flame source through holes in the cone could replace the burning splinter as a means of igniting the plasticizer. A brief word about uses of flame re sistant textiles; in addition 10 the estab lished uses of flame resistant textiles, such .ns military tentage, protective clothing for industrial workers, draperies and furnish ings for pfaces of public assembly, there has recently been added one use that is new in this country. This is hospital tex tiles. The Veteran's Administration has ini tiated a program to provide flame resistant textiles in certain hospital uses; for ex ample, cubicle cumins that are used as room dividers, and clothing tor the handi capped. A STATE LABOR DEPARTMENT SELLS SAFETY By W. C. CREEL Safety Dir., North Carolina Department of Labor. Raleigh. N. C. Safety must be sold and sold and sold. This has been said so many times that it is almost trite to a group of safety peo ple. Everyone agrees, but sometimes the safety director fails to sell the supervisor, who, in turn, neglects to sell the worker. The same situation exists with state agencies. Too often, the state agency fails to see the necessity for selling safety. In some instances, the power of legal enforcement overshadows the basic concept that safety must be sold on all levels by those who have the responsibility for promoting in dustrial accident prevention. The state representative cannot carry a briefcase in one hand and a big stick in 30 Textile Section the other and sell safety. He must be al At the present Ume, we are conducting lowed to sell, he must be trained to sell, programs m our foundry and lumber in and he must believe in what he is selling. dustries. If the best results are obtained by a state The special program which 1 want to tell agency', safety must be sold to industry just you about is in the textile industry, and as it is sold by industry. this is our state's largest industry. The We at the North Carolina Department of average employment is over 221,000 with an Labor know that ours is a service agency. annual payroll in excess of 66fi million dol We also know that one of the services most lars. We have concluded two programs in needed by industry t* m the field of accident this industry, one in cotton grey goods and prevention. one in cotton yam. I will discuss the cotton The need for accident pretention assistance yam program. by a State Labor Department is especially The elements oi a special industry pro great tor the small plant, and over ninety gram include the following: per cent oi all the establishments in North 1. Review of industrial accident experi Carolina have Jc` than 100 employees. ence. Safely services can be sold because there is a great need by management as welt as by the workers. There are those who say that a state labor department should direct its activities to the worker. We, at the North Carolina Department of Labor, do 2. On-the-job study of operations and hazards. 3. Training school for industrial safety inspectors. 4. Special materials. not feel this way. We feel that our serv \ Consultations and visits. ices should be tor the worker but should 6, Analysis and recommendations tor per be directed through top management Top petuating progress. management, especially in the small plant that does not belong to the National Safety Council, does not have a safety engineer and receives Jmle assistance from his in-urance earner, needs assistance to cur tail on-the-job injuries. Even more 'mportant, the most and best benefits for the production worker can be achieved by work ing through management. There are many good ways for a state tabor department to sell safety, and i like to think that we use most of them. How ever, i want to tel! you about just one method which works well for us, I want to tell you about our special industry safety program. Special industry safely programs arc based on the need for special concentration in industries with high frequency rates or special problems. Programs have been con ducted in mx North Carolina industries with the following reductions in disabling injury frequency rates: Alter the entree into an industry which we try to reach through the trade associa tions, the success >r tailure of a program largely depends upon our industrial safety inspectors whose job it is to carry the pro gram to the individual plant. Our depart ment i fortunate in having a fairly large stair oi well-trained industrial safety in-pectorv These men have received 150 hours >c baste safety training and nine ten-hour special courses ot training through the Bu reau of Labor Standards of the U. S. De partment oi Labor. This includes ten hours of on-the-job training in a representative plant ju prior to the beginning of a pro gram. Five visits are made to each plant with emphasis on plant inspection, accident anal ysis, and consultative service ui organizing a plant safety program to fit the needs of the individual plant. The inspector has the training, he ha* the information and ma terials, and he has the desire to sell top Industry Percent management on the special industry safety Brick and Tile............................... 36 program. Wood Furniture .............. .. - 43 Participation in a special industry safety Plywood and Veneer................... 13 Cotton Grey Goods............ 29 program is purely voluntary- It is a special safety- service without charge and there Fertilizer ............................ 40are no strings attached Special safety rec Cotton Yam ................................ 27 ommendations, including those as a result 31 1961 National Safety Congress of plant inspections, are nude by the in* pector at each plant participating in the special program. Again, compliance with these recommendations is voluntary. Even so, compliance has been secured for over W per cent of the recommendation*. Special materials arc prepared to meet the immediate needs of an industry. These include process flow charts, how to inspect charts, and a series of safety bulletins which are sent from the Commissioner of Labor's office with an appropriate letter each month. In addition, the best of the appropriate materials produced by the National Safety Council, the insurance companies, and other state and national agencies, are used. A special industry program usually lasts for two years, but long alter the program is concluded, the results as measured by fre quency rates and workmen's compensation insurance rates continue. From time to time, as the occasion may arise, special follow-up materials are prepared and distributed. As the industrial safety inspector makes his five visits to each plant participating in the industry program, he collects detailed descriptions of every disabling injury which has occurred during the program periodAs a result of this accurate and current information, worthwhile analysis of the in dustry- injuries can be made. On analysis of a three >car period of the parts of the body effected by 3.746 disabling injuries in over 400 cotton yam plants showed the following: Part injured No. injuries Percent Hand or linger .. Back,....... 1,089 Trunk....... 7S3 Foot or Toe.... 1,903 743 33 19 14 13 A study of the same 3,746 disabling in- turies showed the source of w*ork injuries as follows: Source Per cent Handling Objects ............ 27 Machine ................ 23 Falls of Persons.................... 17 Falling Objects............................. 9 A breakdown of the machine injuries shows the following: looms. 17 per cent; spinning frames. 14 per cent; cards, 12 per cent One ver> tangible benefit of a special industry safety program is the preparation of a special operational safety check list. The cotton yarn list includes specific checks for the following operations: comb ers, drawing and roving frames, spinning frames, cards, and tappers. These check lists are widely used through this industry. White the North Carolina Department of Labor makes no direct claim for being responsible for industry safety achievements, other than bringing the problem to the at tention of the industry leaders and carrying the message and materials to the individual plant management, we are proud of the con tinued safety progress m industries where special programs have been conducted. The results Have been good and have been last ing. In North Carolina's vast cotton yam industry, the state disabling injury fre quency rate at the beginning of the program m 1951, was 10.9. The rate for I960 is 63. This 42 per cent reduction is highly indica tive of the success of safety work in this industry. Along with the reductions in irequenc> rates comes reductions in workmen's com pensation insurance rates. Despite several increases in workers bcnchts and many, many increases in medical and hospital bene fits, the rise in worlonen't compensation in surance rates Has been very small. In fact, the increase has been far less than in other direct costs of labor, materials, or trans portation. The cotton yam workmen's com pensation insurance rate for a North Caro lina plant is now- 65 cents per 100 dollar payroll. This rate compares favorably with the rates in other states, and surely is a direct result of fine and continuing accident prevention work in the industry. A state labor department can, and should, sell safety. There is a real need and the special industry safety program offers a real opportunity. We, at the North Carolina Department of Labor, are delighted with the opportunity to work with industry and will continue to do so at every opportunity. Textile Section LET'S LOOK INSIDE! By D. V. HILL Safety Director, Kingsport Div. The Mead Corp., Kingsport, Tenn. i i know very little about the textile in* electrocuted when 3 small radio toppled ; dustry, or problems with reference to the into the bathtub trom a shelf. l prevention of accidents. In fact, I doubt While we are primarily talking about in it 1 would know the difference between a dustrial accident?, wc must not forget that | "vpindle" and a `loom." a worker killed off the job is just as dead j But I am sure you do have problems, as he can be! 3 and your people get hurt! And you wish You may be saving to yourself, "Surely i to lam bow to solve these problems. I nur accident prevention program must not * want to help! be very good if we let almost 100,000 peo i Definitely, your management is interested ple die needlessly by accident, and 9.400.000 i in accident prevention. You must be m- people arc hurt--and property tosses in j terested. or you would nothave dedicated amount of $13,600,000 were incurred in ^ your life's work to the cause of suffering I960!" humanity. But let inc remind vuu that if the acci And the people in >uur plant are inter* sited, because their lives, and the welfare nf their families depend upon how efficiently 'he accident prevention program is carried nut in your plant or industry. dent rate that prevailed in 1914, when the National Safety Council came into exist ence prevailed today, the figures 1 quoted would be many times greater than they are. We have made progress, and we must The things I will uy to you today arc noi new! Those of you who have been in the field of accident prevention for a lung time have probably heard everything continue to go forward. So let's set what we, as individuals responsible for acciihnt prevention in our indutrv, are doing and can do. that 1 will say. ( have often heard it said that there are But, perhaps there Is someone who is rew to th* field and X e*n help him, or her. just a little bit. If 1 can, this paper will have been worthwhile. tu.v causes of accidents: men and a-omm. But I am being facetious. The principal causes of accidents are (1) unsafe acts or (2) unsafe conditions, and, in many cases, combinations of the two. So, lefs look inside this business of or ganised accident prevention. Let's see how First, let US define the word accident effective it has been. Then we will look Tfie word accident is used universally t" <nside our otvn plant programs and see how infer a "happening." Usually there is couplet' they ean be made more effective. with its meaning a sense of "suddenness,*' Last year in our country, the National >afety Council tells us, 93,000 of our neigh bors and friends were kilted by accidents, and 9,400,000 were hurt. Of this number, 13,800 were killed and 1,950,000 were hurt in industry, while 38,200 were killed by ..utamobtles and 1,430,000 were hurt. Existing definitions for accident range from short expressions containing only a icw words to lengthy compositions. There seems to be a tendency to color the definition be cause of certain aspects that are predomi nant in the mind of the writer defining 1 lie word. In our homes, 27,500 were killed unci 4 100,000 were hurt. These included such uses as the small child scalded to death A pointed definition is lliat accidental injury must be sudden but not necessarily uiMantaocous. by the overturned pan of boiling water cn .Jceident lias born vailed an unlooked-for the kitchen range, the man who dropped mishap or an untoward event that is not his electric raxor into the sink filled with expected or designed. A learned judge says water and the mother and baby who were that if a third party deliberately and will- 33 /9iJ/ A'atiotuii Safely Coiiqrr.t.f remember when a tagger, or a paper mtll worker, or a textile worker, or any man, needlessly dies, be it in Oregon, Maine, or South Carolina, or anywhere on this globe of ours, his death diminishes you and me, because we are "involved in mankind," And just as "No man is an island, entire of itself," so no single industrial organiza tion is an isolated island of self-benefit. Every store or factory', every individual enterprise is "a part of the main." So whatever you are doing to prevent acei* dents m benefiting, not just yourself, not just your industry, not just your community, it is benefiting mankind. The men who have devoted their lives to accident prevention know full well "for whom the bell tolls," and iheir great and eternal objective is to silence its tragic knell, by stamping out needless suffering, hardship, and death in our society. Let us look inside our hearts to see if we have tiiat most important weapon with which to fight our battle * Thank .vou. EVERYONE--EVERYWHERE--ALL THE TIME By PAUL F. HILL Asst General Mgr., National Safety Council, Chicago Vou will searcii the pages oi history un successfully for a single example of a so cial problem in which acceptance or rejec tion did not finally follow the dictates of public opinion. Regardless oi the speed at which this opinion was formed or regard less of how long it took for public opinion to be translated into public demand, the entire basis of action was predicated on the public's knowledge and understanding of the problem. We also know that developments from experience have become dictates to the sys tematic and orderly approach to the solu tion of any major problem. Let me ask the question--how much physi cal punishment, torture, sorrow, unhappi ness and economic waste will it take, be yond the point of public opinion, to cause us Americans to refuse to tolerate needless accidents ? If we were to turn to a half-dozen of our best known dictionaries for a definition of this thing called an accident, we would, of course, find a half-dozen good and ac ceptable definitions. In going one step farther and summarizing all these definitions, we would find that "an accident is an occur rence in a sequence of events which usually produces unintended injury, death, or prop erty damage." We who have spent some lime in tills particular field of accident prevention alt w*) oiicu recognize that the word "accident'* is used as a cover up for law breaking, clumsiness, risk taking, fatigue, temper, ill ness, infection and plain lack of intelligence. We know that each and every underlying cause of every accident, regardless of whether it is in our home, m recreation, <m the highway, or on our job, could be minimized if we were determined that steps be taken to provide adequate knowledge drill, and proper attitude in the minds of members of our society relative to their everyday activities. Everyone---everywhere -- all the time -- clearly defines the need to work at the ac cident problem 24 hours a day, every day of the week. Is there a great difference in the area of personal responsibility when it's related to how one becomes injured or loses his life? What is it that causes us to callously disregard certain types of accidents which take so many lives and cause so many injuries? All too often those of us involved in accidents hurriedly and frantlely drum up excuses or alibis to justify our being involved in an accident In our home. il*s frequently the condi tion of floor surfaces, or some monber of the family that has left some obstacle out of place, that provided that basts for a mishap. In traffic, it's the other driver, or the highway engineer, or a breakdown of Textile Section equipment. At play, it's something else; existing resources. The question of leader ,\nd at work, it can cither be an act of ship, program direction and united coopera- + fellow worker or something management tive effort can then be effectively focused has or hasn't done right. on the problem. To this point it's doubtful that I have We must clearly answer the following given any one of you a new idea or told questions, which are uppermost in the minds vou anything which you haven't long ago m* people: learned for yourself. Each of you in your 1. Why should 1 become interested and respective company or staff positions has more active in the accident prevention pro adopted systems of record keeping, or ana gram? lyzing these records, and of promoting ac 2. What profit U there that a reduction cident prevention techniques biased oa these i accidents will benefit me or my family? data. Your companies have invested funds 3. What evidence is there to prove that, in giving you the tools and equipment neces sary to carry* out your assigned responsi bilities. Many of you are reporting out standing records of accident reduction in >our plants, but have you checked the num ber of man-days lost cn the job resulting from accidents happening away from work? as an individual, 1 can do anything worth while? 4. What steps should be taken to effec tively organize a coordinated approach to the problem? 3. Where may I obtain selective source materials and information on the subject? Some of you have maintained, and scene of your companies arc maintaining, good iccords on off-lhe-job accidents. Many com panies tell us that there are many more man-days away from work resulting from home accidents, traffic accidents and recre ational accidents than are recorded on highly taiardous-type jobs in the plant. Now what can we do in our "fraternity of safety men" to further bring down this accident curve, both on and off the job, among members of our family, our fellow workers, associates, and friends 6. To whom may ! turn for help in ac tivating a sound program? The merging of individuals into group effort, and groups into organization effort is essential if our impact is to be productive. Prevention of accidents will he the measure oi our success. We must not fail to develop in the minds of every individual with whom we have contact a feeling of deep and sincere re sponsibility for his fellow man. We must go up stream, against a flood of public apathy and assume the responsibility for First, we must emphasize individual re leading others in the same direction The sponsibility and it must be exercised at all job of packaging "safe living" so as to times and in all activities. The feeling of make it attractive and acceptable is not safety must permeate from the top to the an easy one. It can be done however, and bottom every family, in every plant, in we can do it. every community and throughou. the na * In the words of Winston Churchill, it tion Cooperation, mutual recognition of will take "blood, toil, sweat and tears." A necessity, mutual respect, and mutual con great transformation in the public's under fidence are the basic components essential standing of the humanitarian and economic | j ] to a successful safety effort. Yes, they are the basics to any successful program or effort. aspects involved in the accident problem is the first priority. If we would consider ourselves as mem , It is interesting to note that French of bers of a select, special team assigned to [ ficials In the I8th century recognized this work on the "nevr frontier" of accident } tact and enacted into law a requirement prevention, return to our respective com > that workers and management in govern munities determined to take the lead, others ment explosive works have their homes and would soon join in the effort. rear their families in the immediate prem In-conclusion, we must bear in mind that ' ises of the plant cooperation, consideration, confidence and A well-planned action program to reduce conduct go hand in hand In the leadership all accidents may be thought of as "a sys role to prevent accidents to everyone-cvcry- tem" to derive maximum benefits from where--all the time. PLAN NOW- TO ATTEND THE 1962 NATIONAL SAFETY CONGRESS Celebrating the 50th Anniversary of the NATIONAL SAFETY COUNCIL WHEN: October 2t through November 2, 1962 WHERE: Conrad Hilton Hotel, Chicago The National Safety Congress brings together safety people from all over the country--10,000 of them! By attending the Congress you become part of the largest and most important safety meeting of the year. You meet safety men with the same safety problems and respon sibilities you yourself have. You exchange views and ideas on accident prevention, health, hygiene and fire prevention--on safety in industry*, m traffic, at school, at home and on the farm. From a program of more than 400 meetings, discussions and demonstrations you select the activities that interest you most and that most closely relate to your safety work. This week-long educational program--planned and pre sented by the National Safety Council--can be your most inspiring, most thought-provoking safety experience of 1962. See the Latest in Safety Equipment At the Greatly Expanded Congress Exhibit Hall See nearly 300 exhibits! This alone--the largest of all safety equip ment exhibitions--will make your trip to the Safety Congress worth while. The industry's leading suppliers will display their newest and best safety products for your inspection. See . . . compare . . . ask questions. There is no finer opportunity to reach well-informed buying decisions for your company. QFF/CERS OF THE WOOD PRODUCTS SECTION NATIONAL SAFETY COUNCIL 1961-62 Central Chairman--William Huie, The Crossett Company, Croett. Ark, Pint Viet Chairman--*\V. M. Alljsox, Sr.. Safety Dir., B. C. Lumber Manufacturer* Association, Vancouver, B. C,, Canada Second Vice Chairman and Program Chairman'--T. E, Xorth. Safety Dir., Rayonier Can ada Limited, Vancouver, B. C, Canada .Vetvsletter Editor--C- R. RfirtMEVEB. Canadian Forest Products Ltd., Vancouver. B, C, Canada Secretary and Membership Chairman--E. A. Roles, Safety Eng., Weverhaeuser Company, Longview, Wash. Regional Representatives: Great Lakes--Roy E. Johnson, Krochler Manufacturing Co, Kankakee. III.: East--Strii Jackson, Safety Officer, U. S. Forest Service. Washing ton, D. C- South--*). T. Dvsior, Dierks Forests, DeQtieen. Ark.: West--Pat Rhten, Simpson Logging Co., Shelton, Wash.: Canada-West--"W. M. Allison, Senior Safety Dir, B. C Lumber Manufacturers Association, Vancouver, B. C, Canada: CanadaEast--*F~ H. Reives, Gen. Mgr.. Lumbermen's Safety Association, Toronto. Ont, Canada Engineering Coordinator--AaxDT Skoxnixg, Western Electric Co, Chicago, III. Sowmilling Committee--R. E. Bell /Chairman), Safely Dir., The Crossett. Ark.: Rot F. Powell, Potlatch Forests, Inc., Warren, Ark.; Howard .A Cvrm, Simpson Logging Co., Shelton, Wash.; James Morris, Ozan Lumber Co., Prescott, Ark ; S. L. Gregory, Pope & Talbot, Inc, Portland, Ore.: Advisor to Committee--*\V. M. Au.i?on, B. C, Lumber Manufacturers Asi, Vancouver. B. C, Canada Lwtftng Committee--James Gkaoy (Chairman), Western Pine Assn., Portland, Ore.: John Turceon, Quebec Lumber Industries Safety Assn, Quebec City, P. Q. Canada; K. L. Gipson, Georgia-Pacific Corp, Portland, Ore.; Frio C. Simmons. U. S. Forest Service, Upper Darby, Pa,; G. R. Potts, Lumbermen's Safety Assil, Toronto, Ont., Canada; eldvtsor to Committee--*jot. T. Dvxlop, Dierks Forests Inc.. TV Queen, Ark. f 'eneer and Plywood Committee--J, S, Bowman (Chairman), Mgr., Safety and Loss Prevention. United Slates Plywood Carp, New York, X, Y.; Dos MacUeas. MacMillan, Bloedcl and Powell River, Ltd., Vancouver, B. C-, Canada; Gouox Mercer. Aigoma Plywood & Veneer Co, Algonia, Wise.; H. Chandler Drew, Medford Carp, Medford, Ore.; J. J. Plasky, Safety Engineer, Georgia Pacific Corp, , Hillsboro, X. C.; H. C. Behunst, Personnel Director, Wood Products Div, Weyeri haeuser Co, Marshfield. Wis.; N'tu. K. Leachmax, Employers Mutuals or Wausau, * Portland, Ore.; Roiarr M. Gilmore, Rayonicr Inc, Hoquiam. Wash. Furniture and Milheork Committee--Thomas L. Rasmussen (Chairman), The Connor Lumber & Lard Co, Laona, Wis.; Georcc Schxetoc*, .Andersen Corp., Bayport. Mum.; 3 V. K. Anderson. Krochler Manufacturing Co, Binghamton. X. Y.; Roeejtt J. Dunna5 can, Xorth Carolina Department of Labor, Winston-Salem, X. C.; Roacae E. Holla- day, Thomasvilte Chair Co, Thomasvitte, X. C. C.operage Committee--I, W. Shutt (Chairman), Safety Engineer, Jos. E. Seagram Sc Sons, Inc., N'ew York, X. Y.; W. E. Lynn, Hiram Walker & Sons, Inc, Cooperage Div, Peoria, III.; R. K, Fowusstal, London & Pctrolla BarnfU Co, t/*u OnL, Canada; J. Raxmll Thomas, Edwin Bell Cooperage Co., Pittsburgh, Pa.; Advisor to Committee--''R. C Childress, Cooperage Div, National Distillers Products Co., Memphis, Tenn. Trade Association Committee--Robert P. Miller (Chairman), International Paper Co., Lns Bell Div, Longview, Wash.; Fred Wade, Northern Interior Lumbermen's Asm, Prince George, 8. C, Canada; V. >V, Cothren, Forester, Southern Pine Asm, New Orleans. La.: Advisor tj Committee--H. Reeves, Lumbermen's Safety Assn.. Toronto, OnL, Canada Off.the-Job Safety Comi/tif/re--Oeorce Norris (Chairman), B, C. Lumber Manufacturers Assn., Vancouver, B. C., Canada; L. W. Hagerup, Lumbermen's Mutual Casualty Gy, Chicago, III; Louts Posev, Diamond National Co., Spokane, Wash.: Advisor to Committee--'*Chai(us Zeskev, J*, T. M. Mastin Si Co., Kansas City, Mo. Contest and Statistics Committee--Louis B, Hoelscher (Chairman), Safety Dir., Weyer haeuser Co., Tacoma, Wash.; Charles H. /ones, Michigan Mutual Liability Co, Chicago, IIL; W. D. Williams, Personnel Mgr, Kroehler Manufacturing Co. of Kentucky, Louisville, Ky.: Advisor to the Committee--'Louts GlaECx, Dicrks Forests Inc, Kansas City, Mo. Nominating Committee--A, F. Reinwart (Chairman), T, H. Mastin and Co, Sl Louis, Mo.; E. H, Reevts, Lumbermen's Safety Assn, Toronto, Ont, Canada: Hcamm? A. 1-aowiC, Employers Mutuals of Wausau. Wausau. Wis. Staff Representative--Robert Currie, National Safety Council, Chicago, 111. "Past General Chairman 40 OFFICERS OF THE TEXTILE SECTION NATIONAL SAFETY COUNCIL 1961-62 Central Chairman--W. M. Kleinmsnx, Safety Dir, Johnson & Johnson, Chicago. IIL Vice Chairman--Mrs. Ida C. Amjl-. Personnel Asst, Collins & Atkman Corp, Norwood, j N. C. SVrrelary--John B. Skinner. Chief. Isd. Hvgiene Section, American Mutual Liability f Insurance Co., Wakefield. Mass. Sexvsietter Committee--ft S SrsaxcrH * Chairman), Chemstrand Corp.. Greenwood. S. C.; F_ B. ManXIVC. Supervising Engr, Liberty Mutual Insurance Co, Charlotte N, C Engineering Committee--U M. Dattdecx (Chairman), Southern Div., Eng. Mgr., Ameri can Mutual Liability Insurance Co, Atlanta. Ga.; John G. Savers, Supervising Engr., Loss Prevention, Employers Mutual of Wausau. Charlotte. N. C; Frank W. Marcaccio, Chief of Ind. Inspection. Rhode Island Depanmem of Labor. Providence, R. I.; R. W. Laxx, J*, Plant Mgr, Union .Asbestos 4 Rubber Co-, Marahville, N- C,; 'Charles L Trommei. Safety Dir, Mohaeo Industries, Inc, Amsterdam, N. Y. Education and Training Committee--Guy Boons (Chairman), Safety Supvr, Chemstrand Corp, Pensacola, Fla.; T. M. Gwyn, Dir. of Safety 4 Training, Chatham Mfg. Co, Elkin, N. C; William A. Hawn, Safety Dir, Gramteville Co, Graniteville. S. C; H, E. Williams, Safety Dir, Fieldcrest Mills, Inc., Spray. N. C., Ralrk F. Johnson, Safely Supvr, Firestone Textiles, Inc, Gastonia, N. C. Special Fiber Committee Chairman--'Charles L, Trommer, Safety Dir, Mohasco In dustries, Inc, .Amsterdam, N. Y.; Robert I. Barr, Safety Supvr, Industrial Rayon Corp, Painesvitle, Ohio; 'Glenn G. Flemixc, Corp. Safety Dir, Celaaese Corp. of America, Charlotte, S. C. Off-the-Job Committee--C. L, Henkxl (Chairman), Safety Supvr, E. I. du Pont de Nemours 4 Co, Kinston, N. C; John McAlhne, Safety Supvr, Cetanese Corp. of America, Inc, Rock Hill, S. C.; *H. S, Baucom, Safety Dir, North Carolina Ind. Commission, Raleigh, N. C. Cotton Ginning Committee--W, Kxurxx Bruton (Chairman), Executive Vice Pres., Ar kansas-Missouri Cotton Glutera Awn, W. Memphis, Ark.; Charles Mixes, Con tinental Gin Co, Birmingham, Ala.; Altus it. Ptxdixtov, Extension Agricultural Engr, Dallas, Tex.; T. V, McLaughlin, Personnel Mgr, Producers Cotton Oil Co, Fresno, Calif.; Ea Bosh, Executive Vice Pres., Texas Cotton Ginnera Assn, Dallas, Tex.; Hxxschel McRae, Dir, National Cotton Cousdi, Memphis, Tenn.; Tom Mur ray, Dir, National Cotton Ginners Assn., Decatur, Ga.; Vernon P. Moore. L`. S. Ginning Laboratory, Stoneville, Miss. Membership Committee--E. B. Manxtnc (Chairman), Supervising Engr, Liberty Mutual Insurance Co, Charlotte, N. C; \V. C. Creel, Safety Dir, North Carolina Dept of Labor, Charlotte, K. C. Program Committee--hi**. Ida C Ayres (Chairman), Personnel Asst, Collins and Aikman Corp., Norwood, N. G; J. D. Brown, Safety Dir, American Enka Corp, Eaka, N. C Nominating Committee--*A. E. Coknilly (Chairman), Safety Sup\T, E. I. du Pont de Mmourt & Co, Inc, Martinsville, Va.; 'Forrest N. Petty, Dir, Safety and Bene- 41 fits, Dan River Mills, Inc., Danville, Va.; *E, L, Pe*mextix, Supervising Engr- Loss Prevention Dept., Liberty Mutual Ins. Co., Spartnnsburg, S. C, Advisory Committee--Francis Bethuke, R.K., Employers Mutuals of Wausau. Atlanta. Ga.; *Jokn J. Buaca*, W. .1, Dickey & Sons, Inc., Oella, MA; *}. A. Wussixa. Dist. Engr. Mgr., American Mutual Liability Insurance o^ Atlanta, Ga. Staff Representative--R. G. Belknap, National Safety Council, Chicago, III. Past General Chairman 42 ILL GOVE Pritidtni--TVie BUI Gove Organization Corot Gablet, Fta. Bill Gove delivered the Early Morning Gass lec tures at the 49th National -Safety Congress, October 17-20, 1961, attracting overflow crowds to the grand ballroom of the Conrad Hilton Hotel, Chi cago. Mr. Gove has addressed the members of more than 100 trade associations, 372 service clubs and hundreds of sales and advertising dubs, and has lectured at several universities. He has con ducted sales clinics for many leading companies. TIME MANAGEMENT (Ear!j Morning Sessions of the 49th National Safety Congress) By BILL GOVE Pres-, The BiQ Gove Organization, Coral Gables, Fla. SESSION 1--TIME --ITS NEW DIMENSIONS I was with Minnesota Minin* for 15 test*. Thev bring their people in and try >cars and pretty dose to safety. They talk pm a iuare peg in a round hole." We about it and thtnk about it It U a pretty found a guy who could do it. dedicated piece. You say. "How do peo ple *et this way?'* And then someone says in a Jot of cases it ts compulsory, and vtau have got to get this way. Someone else will just say it is common sense. In reference to what 1 am going to talk about before we are through, 1 think he something we could all use in all re lationships, not only manager-man, but maybe parent-child, and husband-wife, and friend- You know you hare to keep people healthy. friend. and citizen-community, and certainly It increases mas-hours, output, production. man-safety. We like to do it this way It t* simple to explain, in-1 then someone this morning. tike Ned Selman says, "This is not the real reason these guys have a gleam in 1 would like to talk about the idea that has been near and dear to my heart, an their eyes. You will find it out. This is idea of not how to do the job, but how people at their best. Thu is one guy who to find time to do the job, and mavbe find in a lot of different way* tt trying to help evtra time. another guy. "It sounds kind of wmy, but you are going to be here with these people all week, and you will find this is the way it is--one guy trying to help another guy, and this is people at their best.*' Tomorrow 1 would like to talk about what we talk about when we get together, building stronger, more grown-up relation ships. The third day l would tike to talk about i*imc of the area* of persuasion which again It is good to be back to the land oi the we talk about when we get together, but living. I've been doing a communications here is something 1 asked Boy Benson conference with some college professors out about this morning. on the Coast. r figure they are saying something that we could use in the m.vsager-man relation ship. They are saying something that will t thought it might be a good idea. 1 am going to be riding around the corridors all week, and 1 thought if you had a ques tion in communications or about boss-sub make all of us do better and be better and take a bigger bite or life, but 1 nil! be darned if I can figure it out. ordinate relationships, that you might stop me and say: "Here is one 1 would like to have you cover." Now if I don't have There are about 15 anthropologists that the answer, and there may be a pretty work with people in huts, and also with good chance I don't, I know people around octopuses. I had lunch with a guy named the greater Chicago area that do have the Gregory Bateson. I know he is saying some answer. 1 will call Phil Prince over at thing 1 want to hear. Sears Roebuck, or l will call someone at I said, "Dr. Bateson, bring your ma St. Paul. 1*11 get the answer or close to terial down to me. I would like to build the answer for you, if you want it I'll myself up to what you are saying, but be the vehicle for reporting back to you. I figure you arc talking to other anthro [ thought this might be fun. pologists. You know, generally the speaker-audience "For instance, they talk about muitiphasic relationship is strictly one way. You know, 5 /Pd/ National Safely Congress S'm talking. There isn't much you cart do ,,bout it. 1 would like to change that. We ,ire going to be together for four morn ings. Here is your chance to participate. Do you know what that means to me? That means there is a tremendous amount A power in this room. If >ou have a problem, there is a pretty good chance that you can solve it f you have the opportunity vt meeting with everyone here. fust a word about business around the country as it affects all uf us. When you zoom in on ernes, towns and villages alt over the country, and you see the new plant expansion and the new churches and the hospitals and schools, and shopping districts, it is hard to be anything but optimistic. You know, my subject this morning has to do with the dimensions of time, and it all started as a result ot a most un scientific study. I kid you not. it was an unsophisticated study. For instance, when f find someone who is really doing it, I guess because I'm such a wheel spinner myself, 1 am in trigued by this guy. t know people who write a couple of books a year. They write 20 trade journal art;cles on safety. They serve in the vestry. This guy serves in the vestry in his church. He is just doing it. He has got an animal farm, and all the chinchillas are in heat. He is just swinging it. So I go to this guy and I say, "How do you find the timer" And you know, here is a funny thing. Generally, they can't tell you. They can't articulate. The real doers can't articulate this. I know what the books would say. They would <y this man has a profound respea for time. ! don't think he has. In fact, tl anything, I think he might very well have a profound disrespect for lime as we know it You sk this guy any time during the day, "What time is it?'' He can't come within an hour and a half of telling you. I guess this is the reason, because when we think of time, we think of it in terms of seconds, minutes, hours and days. f think he has a different concept of time. Oh, t guess he uses external tech niques. Most of us when we are over whelmed with detail write things down, kn't we? Psychologists say that we re linquish some of the responsibility when we put it down. Take it out of here, put it down, so we can see it It loses a lot of its bigness, and I think people use spare time lo get a lot of things done. I was on the plane from Chicago to San Francisco with Mr. Herbert Hoover. He said, "Mr. Cove, you talk about the time thing. Last year I wrote a book in my spare time. Did you know that 15 min utes a day equals 11 full days a year? Did you know that 30 minutes a day means 22 full days a year? All I do is use the time waiting for dinner, waiting in the airports, just waiting, t wrote a book." I'm sure they all do this, but I am more convinced that when most of u* think of time, we thing of a clock, of a calendar, and we play games called: "Seat the Clock." Wc figure we get up a little earlier, stay up later, and we have got it beat There is no way in the world you can beat thi-. It goes relentlessly on and on. I am con vinced, and this is the idea I want to share with you this morning, one of four ideas--I am convinced when the real doers think of time, they think of it as having more than one dimension. They think o: time as having many dimensions. Here is the key. They know they can't do anything about the dock. It will beat them t> death, but they can do something about the dimensions of time. Here is "habit" as the first ooe. Lock, when 1 relegate to habit those irritating, nonproductive details that bug me, that take to much of my lime--when I delegate or relegate them to habit, then I free my self for conscious, creative effort, and when ( do this, habit you see, becomes a dimen sion of time. Here is the key. You can't do a thing about the clock. You can control habit I think it was Albert E. Gray of Pru dential who said: "People who get things done have formed the habit of doing the things other people don't like to do/* This almost sounds oversimplified to the point of saying good baseball players get ttmre base hits, catch more balls, score more runs, bat more runs than do bad base ball players. Thera is more to it than this. Ur. Gray followed it up by saying: "And generally 6 Session / the people who get all these things done, don't like to do these things any more than any-one else at first, but they do them, .uid here is the key. They do them because they found the results they get more than make up for the effort they put forth.'' .Vow if you check this out with the psy chiatrist, he would probably put it this way. He would probably say when we start to do anything .tend a safety meeting, bake a cake, jet Alcoholics Anonymous, take piano lessons, improve our golf game, .my human activity, when we start to do mything we are either motivated by {-leas ing methods or pleasing results. Vow if we're motivated by pleasing meth ods, we do the parts or the job that are tun, pleasant, easy*, the things we like to dt.---which probably accounts for the fact that 45 per cent of the people who take piano lessons team to play ooe song, "Peg O' My Heart" The people on the other hand, who are motivated by pleasing re-ults, do the parts of the job that are fun, pleasant, easy, and then they form the habit of doing some of the things they don't like to do because they (mow this is the answer. When I first heard this. I thought it was the most exciting thing that I, as a sales man and as a father and as a husband, liad ever heard, because 1 have always been a little worried about myself. 1 don't go for this confessional-on-theplatform-introspection bit. but in the first place 1 hate to get up in the morning. I'm the world's worst. 1 put a call in. 1 have a wrist alarm. 1 give the maid on (lie floor at the hold permission to break the dour down it I don't get up in the morn ing. 1 could sleep in a bowling alley, you know. Well, this has always worried me, and 1 hate detail work, and this has worried me. Actually, I'd rather call on someone 1 know than I would to establish a new relationship Well, you know, 1 figured 1 might have a thyroid deficiency, or I might be a slob, you know. ^ Then all of a sudden someone like Dr. Gray, that I can trust, comes along and says, "Man, you are perfectly normal No body likes to get up in the morning. In fact, if you jump out of bed with a smile and you say, Boy, what a day I Oh, I can't wait to get on that job! Those wonderful people! you are nuts. You know the problem, not me; but it was most encouraging aitcr all these years of reading all "Jie books cm motivation and taking all the management development courses. Boy, what a relief to find out that people who get things done don't seem to have any more education or inspiration or drive or ambition or adrenalin in their glands than anyone else. They just form the habit of doing the things other people don't like to do. I have a neighbor who hates tiis boss. He said. "My boss is the kind of a guy who would vote a town dry and then move." I said, "You're making a liar out of me. I tel] people one of the prime requisites tor happiness is Uking one's job. You hate yuur job, but you arc real big." "Oh," he said, "This doesn't have much to do with You see, I don't intend to spend the rest of my life working for this guy. But while I'm working tor him, I can't afford to develop any lousy habits, because when I take my record to some guy I want to work tor, I want to show him my record, and 1 want to be able to say, 'Look, this is what l did. This is my record. This is the kind of a job l did for a guy I didn't even like, and now think what I can do for you, Dad, if 1 started to like you just a little bit'." You know, at BranifT, we used to tell the hostess: "The reason you want to do a good job, Uary, is because you are about the only contact we have with the cus tomer. If you are nice to them, they will come back, but if you are inconsiderate and impatient and surly, there is a pretty good chance they won't, because we get a high percentage of first riders. It is important we keep than. If you do a good job," it was implied, "we wilt prosper." So we approach it differently altogether in this area. We say: "Look, Mary, don't do a good job for what doing a good job will do for Braniff. Do a good job for what a good job will do for you later. Y'ou're only going to be with us a year and a half. We know what the figures are. That is about as long as you gals stay. While you are with us, some of the habits you develop you will carry over with you into the more important job of being a 7 1961 National Safely Congress mother and a wife and a citizen. So don't be polite, patient and considerate of uur passengers, just because well do better. We will do better, but be patient and con siderate for what doing it his way with another person does for you." I get a feeling there is a lot of this in safety. You don't do U because it makes it better for General Motors. You do it because this is the way one guy should reset to another guy. You don't have to rrnid the books to know this. 1 think it is this way with safety. You don't do it because the books say it. You do it, and we do a lot of things in managerman relationships that the book doesn't say ought to he done. People don't WTite a thesis about this, You can't dig it It is being pool-room smart. It Is acting this way toward him because that is the way you are supposed to act. Habit, and the habit of. 1 must tell you about this friend of mine out on the Coast. I wish he were here to tell this story. You would all walk out sideways so you wouldn't fly- His name is Carl Bock. He is a Jewish refugee. One leg is shorter than the other. He has a thick Up and a heavy accent He has had a tragic background of a brother and a sister made into soap in the concentration camp- He came to this country as a butcher by trade- He worked one year house to house for the Fuller Brush Co. He led the West Coast despite the fact he only knew fourteen words of English. What a guy! He had been here a year, and a life in surance man--I think there is a story here for all of us as parents, as managers and as men--wrote him a $20,COO endowment policy. After the salesman had the sale worked up, Carl said, "How much did you make Milling me this?" The salesman told him. Carl said, "Take me to your boss." That was !1 years ago. Carl Bock wrote ten and a half million dollars worth of paid-for life insurance, and l want to tell vou when wc get together as salesmen, this is as good as you can get. You could take all the 3 million dollar writers to Chicago and put them in that phone booth out there and still get in your self. In our bu-iness this is the 4-minute mileThu is not only climbing Mt. Everest, it IS taking the family up there for a picnic. This is drinking goat's milk. Tins is 63 home runs a year. How did he do it? We figured if we could find out wiiat makes him tick, we'd have a story to tell teachers and parents and managers. So they brought him in. The Ph.D's gave him a battery of tests. They put wires on his arms and gave him the shock treat ment. What did they find out? Did they find out he was smarter than we are? He has a 92 1,0- He works harder than we do? No, he doesn't- He spends more time in front oi people who can buy than we do. He lus a wonderful technique. He talks with pros pects. He pats them on the check. He says, Buddy, it you look as good on the in side as you lock on the outside, 1 think I can get you a tittle more life insurance." He says, "l wouldn't guarantee it. but if we`U work together, we will see what we can do, Buddy." You say he must base a dynamic sale* personality. Here is a man who must be supersensitive to people's needs and wants. Actually, he .rritates as many people as he sells. He wouldn't recommend you to celt this way. How does he do it? His boss says this is not oversimplified. He says the avenge life insurance man gets up in the morning. He dresst . He says, "I should call some people. 1 should check with my bird dogs. I should send out some longhand direct mail letters, but it's hot I*m not in the moad. This is not my up-cyde today." Curt Bock gets up in the morning, dresses, shaves, alls five people, checks five bird dugs, sends out five direct mail letters. Carl Bock has formed the habit, so with Car! Bock habit is his executive assistant Habit takes care of the things that we should do u regularly and as automatically. You shouldn't have to think about safety. You should i-'d about this the way you feel about brushing your teeth in the mominit. You shouldn't go to work without this Wfjicii I any mure limn >ou go to work without your pants on. Carl Bock has formed the habit, so habit becomes a dimension of time. You can't do anything about the clock. You can con trol lubit Mere is another one--energy. You talk >bout this all the time in the plant Work -implification. Time and motion, waste enersty, waste money. We never talk about it .is people. Mertncss. Just staying awake. Oh, what ,i story there is for you. Just staying alive, -laying awake, keeping tuned in, keeping vnur antenna. It > more than an attitude problem. It is a dimension of time. I live in Corat Gables. We have a sub urban high school. We complete in all sports with Miami senior high tough kinds: Mi- ami-Jackson. Mtami-Edison. We have been `tale champions three out of the last five years. We have got a tough little guy coach ing who brings out the best in the kids. Those who quit, they hate him. Those who stay call him when they come 'omc at Christmastime before they call iheir mother. He asked for the best. He brought out the best it is tremendous. We're talking about this time thing. Maybe you will get a kick out of this story. He saiil, "You know, the school board only allows us 20 days in the spring. Every one gets it There are 20 days in the spring tor spring practice. So t get my kids to gether," and I say, `How would you like 40 days?' They say, 'Oh, you are kidding, coach.' "No, no. I will show you how we can get 40 days. Here is how, if you listen, if you stay awake, if you try to get it die first time, if we don't have to repeat When that whistle blows, stop the play, if you are in midair, stop. "If you listen, I will promise you to double >our etlecmeneas; that is just iike having 40 days." Staying awake, being alert. Here u the idea this morning. Too many of us, when we think of time, think of seconds, minutes, hours. You probably imagine this thing I'm hold ing is a .5-minute eggtimer for timing eggs. It is to you and me, but to a good friend of mine this means more than a .i-ftvuuie eggtimer. He calls on doctors for the Lincoln Pharmaceutical Co. He details doctors. He has to compete with Eli Lilly, Upjohn, and those fellows for time. He walks in to the doctor He says, "We're very good. We have drugs that we don't even have a disease for >ct: Next jear we're coming out with a new wonder drug. You have to be in perfect health to take it. "I call on doctors and they are busy. They go on house calls and then to the office. 1 only get in there tor a few min utes a day. I say: 'This is a 3-minute egg timer. f took all the things I want to tell you about, broke them down into a 3-mtnute sales talk, and when the sand gets to the bottom, I will quit talking and like the Arab, steal quietly away.* "The doctors says, 'For heaven's sake, Charlie, >ou can't give your talk in three minutes.* "T can, providing I do all the talking/ "If the doctor interrupts, I turn it right back again. If the phone rings, I turn it ,back. He ain't going to be treating his patients on my time." We arc going to be talking about the di mensions of time, and I can almost hear someone say, "Why doesn't he say safety? This should be number one." It is. I didn't think it was until I got here, but what a dimension of time this is. 1961 National Safely Congress This wit the springboard. In iaet, one of the boys said, "If a good looking gal comes fo the door and says, 'Why, toting man, 'mm right in,' don't go in." So I think over the years I have made a lot of mistakes, as is apparent, but 1 think that working with my boy, Billy, working with N*aney and Harry, i have tried to be careful. If there was a r. use lor criticism, I tried to make sure tl.at I criticized the thing they did and not them. And this is first page, I know, in every human relations manual, but we get so preoccupied with the job to be done it is very easy to criticize the guy. There is a big difference between refusal arj re jection. I say to my Billy, "There is nothing in the world that you could do, Billy, that would make mummy and me love you le.-s. \uu could get in a marijuana raid and you .ire only eleven years old, and it would be `runt page m every paper in Ar.iencu and we wouldn't love you less. You would still lie our bay, but boy, we are going to call you on things we don't like." We're being bombarded on all sides by books, magazine articles, lectures on how to be better. Isn't there a danger at taking this thing loo seriously * I think so. The most unattractive mana gers 1 ever had were the guys that were growth-oriented, but real pompous and of ficious. They don't get through to the men. We used to talk in Minnesota Mining about personnel, and growth in this area was more a matter of subtraction than ad dition. When we cut out, when we eliminate greed, avarice, jealousy, hate, we are closer lo the whole person. Bob Tosky is a pro at our country club in South Miami, and he taiks about the gulf swing as more a matter of subtraction. He said, "Too many times we go to die teacher and he has us putting our hands here and holding the club like you do a bird. I want to be able to take that dub away from you when you start back, start back with the hips and when you come down, come down here in one piece. You know what they do, they iorget to tell you to hit tb" Tosky says. "Take the dub back and if you move yourself into position, the rest will take care of itself.'* i think there is a lessos here. He said we don't make a bad shot because we lift up our heads, he says, "We lift up our heads because we make a bad shot" Subtraction We cut out. We talk about uur organization cutting out. We said yesterday that too many of us --and !'m included and talking to myself-- too many of us, when we think of time, think of minutes, seconds, hours, days, this ts the time and so forth. We play games about beat the clock. I suggested that maybe vve think instead of the clock, which goes relentlessly on, we think ot tune as a habit. We will negate that habit and free our selves. I've been talking about energy. We lute been talking about energy in the plant for years, wasted energy, wasted time, a real correlation between the two. Yes, how I led when I go on the job pretty well de termines how I feel about doing the job and ultimately how I do the job and in my particular case as a salesman, how long it takes me to get through to someone. And when I say it is no longer a prob lem of personality or function, it is a time problem, for it calls for a tune concept. I said alertness to stay awake, a dimen sion of time. Stay awake. Fewer accidents more output, the meaning of time. Here is the fourth one. I said I swu'.i save this tor today--attitude. I don't have to tell you about this. AH around the cor ridor* yesterday and today we have talked .ibout these saicty attitudes. Some pee.plr have it and some ' pie don't They talk about some of the old timers "You axe just a kid. J've been on this job for do years." They say the younger people eoming up into the organization are generally eisier to get to be safety oriented, to have safety attitudes. 1 could only talk about the atti tude in my business. 1 hope the adapting will be up to you. What kind of an attitude arc we talking about that gets through to people? What is the grown-up attitude that we talk about every time we get together ? Well, j. F. Croft of Minnesota Mining used to sum it up this way. We would have a three-day seminar and they would fill us up with training, motivation and con 12 'vernoB - trol. And you walked out figuring you were a salesman. You didn't do anything, you were going out with stuff loaded up to here and you would think, where in the world were you going to use all this stuff. But we hope it stays filled up to there (hat it will come through for you in the clinch. That is why we give so much. [ used to say, you know, wc can forget everything we know about selling, vve can forget everything we know about super vision, we can forget everything about be ing a good parent and father, if we will ilways remember to go into every rela tionship with die attitude. "How can I help this ottier person solve a problem r" How can 1 help this other person grow, if lie wants to grow? \t the communication conference, wc falked about this for a week and I think there's something here for us in all our relationships. They said, "We goof up in communications. We fail to get througli to {eople. We liave communications break downs, because too many times, we get so < xncerned with the answer; too concerned with the answer and not concerned with the problem itself. In fact, on the table they Lid a big card that said, "To hell with the answer; what the problem?" We talked about this. Now in the seller-buyer relationship, we it this way: "I am a salesman. I am .rvmg to get through to him.'* N*ow in j persuasive situation like this, you are a aupervisor and try to get through to the In the situation like this, there are two problems involved: Mine--how to get the xnler. His--how to get a product, a serv ice that will do the job for him. His is the key, I think. My success in solving my problem is in direct proportion to the number of his prob lems I help him solve. Here is what we say to our salesmen. When I, as a salesman emphasize my prob lem, I am acting like a peddler, and they are a dime a dozen. But when 1 empha size his problem, mine takes care of it self. I am acting more like a pro. We had a guy wno went to a meeting in the morning before breakfast and this guy worked over his men. They called him ihe Colonel. He was the president of his company. You wouldn't believe it. He was .mswer-onented. He worked these poor guys over at 8 o'clock in the morning. They called him the Colonel. I asked one of the fellows, "What is he? Was he in World War I?" He said, "He started it" So the Colonel said, "We are going to have a new contest Those that get their quota will get to stay on the payroll.'' You know, murder! And then he wound up and he held up a product and said, "I have got 106,000 of these in the warehouse. What wilt I do with them?" I just wonder how they can survive with this kind of leadership? How can they get by with this primitive leadership pushing people around? Then at i 1 o'clock they had another meet ing on top of this meeting and the gen eral sales manager, who knew what the score was said, "We have to get an in crease. You heard the boss. But let's talk about how we are going to get it. Let's forget the answer and talk about maybe taking a look at the quality of our calls. Eighty per cent of our business is coming from about twenty-five per cent of our ac counts. So let's do some forecasting. "Let's really look this over." I have a friend of mine who is really shv. When we were toastmasters together, ite used to say he couldn't lead a group together in silent prayer. He said he didn't play football because every time he saw the guys in a huddle, he thought they were talking about him. I thmk there U a story here He came to me and said, "1 have a real problem." He is an auditor and he was going through this orthodoaist business and having a new baby in the house and he said, "I understand v'-wue guys pick up some extra dough on the outside. Any ideas?" i said, "What do you think of mutual funds?" "To sell them or to buy them ?" "No, what do you think of them?" 13 1961 National Safety Congress "Oh, l think it is a good idea. An in income bracket are you in? Any insanity surance program. It is good to gambit" m your family?" I said, "Well, Aetna is looking tor some qualified people. Call 'em over the weekend." He said, "Oh, Bill, I couldn't sell." 1 said, "Let's forget the word sell. Could you solve problems? You're an auditor, Could you go to people and sit down and talk with them and show them how to bal ance their finances? If they need insur ance could you tell them they need it? And if they could take a little off the top for themselves, could you tell them? Could you help them solve problans? Nc\er mind sell ing." All I want him to say is, "I am going to help you solve a problem." This is how we get through to people. You can forget everything else you know. We had people in our plant at Min nesota Mining, and you wouldn't believe it, some of the snuff-chewing Swedes are rough. So, we have the University of Chi cago Survey. We wanted to find out how come this guy is so rough? None of his employees ever had any grievances. You would go to somebody and say, "Do you work for Paulson?" Now of coure, the perfect ending to a "Do I work for him? Am 1 working sales story is that this man is now mak for that son-ot-a--?'* ing $2,000 a month and his wife lias a "How long have you been working for new mink coat But, I don't believe it is him?" true. However, it looks like he's going to have to quit his job and go at it full time. He has a wonderful story. He says, "All I want to do U help you solve your problems. If you have got one, you will want to know it and by the same token, if you don't have one, you will want to know the problem-solver." It is a different idea from going into a selling situation as we salesmen know it, and boy, we have been brutal in this area, manipulating, technique stuff, charged per sonality*. The idea of his going into a sell ing situation as a salesman was totally unsuitable, but this approach worked lor him. "Sixteen years. If you want to know any thing about him, just ask me." "Sixteen years? Why don't you ask for a transfer if you don't tike him?" I talked to a lot of guys and asked a Sot of questions, and finally I find out that this guy U real tough, he eats his young, but he tells the truth. He is impartial and he works like hell himself. It doesn't say this in management books. This ought to be page one, because this is what we talk about when we talk about our bosses, when we get together over a cup of coffee We don't say, "He is not a very good scientific manager. He doesn't delegate authority." Teachers know this. They get so jazzed up with PTA and other problems. The only job is to help my Billy be a better boy. Doctors forget ib I go on a trip, three days without sleep. Sometimes my eyes are buggmg out. I think I have a rare oncm*! disease. I call a house doctor in a motel and I go right down and I am lucky, the We say, "He lies. He is a liar and you can't trust him," That is what we say. So we say to this guy, "You don't want to move?" He says, "Well, no, at least you know where you stand here." But here is something you don't tell him. Paulson has had more foremen come out waiting room is empty. of his department than any other guy in Does he follow me in and say, "Mr. Gove, I am going to help you solve a problem ?~ Does he say, "See those diplomas on the wall? They got me ready for you." Does he imply this? No, 1 have to sit down with the nurse and she has a questionnaire. I am dying, the plant and the people who work there know it. They know this is the way this guy gets his big kick out of life. He won't make a big thing out of it because he has absolutely never been known to smile. They say he doesn't take a vacation like any body else, he goes to Camp Lejcune is North Carolina for his vacations and teaches but she has got to ask questions. "What the Marines how to fight dirty. 14 Session 2 But something is happening here. He is a problrm-sclver. He gives them a fight, but don't taik about any of his pec-pte. Don't talk about them to him or you are in real trouble. Is there a management story here? I think so. I came into Cincinnati the ether morn ing about 4 o'clock in the morning and the airlines had lost my luggage. I guess when vou travel as much as I, this is (he worst thing that can happen to you. I went up to the senior night agent's desk .vnd I buzzed the buzzer and this guy came *<ut. He locked like he was in charge of Oven No. 2 at Buchenwatd, 1 said, "Did anybody find a piece of lug gage with the initials BC on it?" He said, "What's the matter, did yoti lose it ?" f said, "Not really, but you know, this i< the way 1 open every conversation at thi time of the morning." "Where's your check?" I said, "I have got a problem. The guy in Louisville who pulled my ticket, pulled the check for my luggage." ! though: he was going to say, "Oh, co lost your check when you lost your luggage." Instead of that he said, (cross my heart and hope to die!), 'What was the number ca the check?" I id. "I usually have it tattooed on my easel" We icU oer people that when this happens, never asad the vital statistics. Those can ~ Tell them you are going to help them. 7*2 'Jms you are not even going to have roar coffee acffll you help them get the haepet Then write it down. Never mind who is to blame, Find the damn luggage srse I drink aoe of the squawks I had, workxg for a Ug company, is in this problemtt.-tr.3f. I always knew what their prob lem ns TVie was the first company I worked for. I always knew their problems. Did yew ever fed this way? 1 always knew wha: tber g^als and what their dreams and wfea* then* objectives were; They made no seem of dais. We used to get it in a bulle tin once a week and at the annual sales meeting it would be strung across the room. "Let's get eighty-two in '41," and ail that jazz and ail the slogans. Then the president would get up and tell us just exactly what was expected of us. We had to know what they were look ing for. But you know, 1 always had the feeling that l knew what their problem was but they weren't taking the time to find out what mine was. 1 felt like going to them and saying, ''Look, I will swap jou. I will do this and you do this, and man, together we will make music. I will go where you want me to go when you want me to go." All I want to say to them is, "l will break my neck to get you a bigger share of the market. I will go as far as I on go. 1 will tell you the truth when you ask me something. I will lotock myself out be cause I know what your goals and your dreams are. But here is what I want you to do. I want you to tell me the tniih when I ask you. I don't want to have to go to one of my suppliers and have them tell me about a new price increase or a policy change. You tell me. I can be trusted." As I say, we have made a lot of mis takes as parents. We have two teen-age daughters and we think swapping is the only thing that has worked in our house. We used to say to Nancy, "Honey, this is the first time you have ever been a teen-ager, but don't forget, this is the first time we have ever been parents of one. We can have a lot of fun for a time or it will be murder. What happened to the neighbor's kid? Fifteen years old and love went out the window. The parents and kid -are bickering all the time. Honey, we have a lot of love and fun and laughs. We will swap. Here is a list of things we will do. We will be flexible. Here is a list of things we want you to do. We wilt tell you. And it we goof up, you tell us." I remember one thing Minnesota Mining did in all their training. We used to say, "We have 600 salesmen and we have 600 training courses. Every training -*ourse has a man's own initials on <V We try to give the guy what he needs. Could you imagine a blanket training course now? Here is a real wonderful extrovert He loves peopte and he gets the same manual everybody else gets and opens it up to page one and it says, "Be friendly." 15 196/ Noiionol Saftiy Congress lie uys, "If I were any more friendly, . they'd have me on a morals Charge." So the whole program becomes suspect, I had a chance to cheek this rrncept out with Bishop Shear. I was on u program in New York the same day that he was doing a Catholic Charities meeting in another part of the hotel. I raced from my meet ing to hear the last 20 minutes of his talk, and. gentlemen, if you think he is great on TV, you ought to see him in per son. This love and compassion and warmth jum project like nobody's business. And after the meeting we stood m line and 1 shook hands with him and 1 asked for a couple minutes of hii time. He was very nred but He said. "Sic down and we will talk for a minute." I told him right off the bat 1 was an Ep(eopciiAR and he didn't try to convert me. and I thought I would be fair with hint and I wouldn't try to convert him either. I told him for the first time in my life, as a salesman and as a sales-manager with personnel responsibilities, being a little responsible to help people grow, if they want to, and 1 said, "For the first time in my life m this business I am hold ing my head a little higher and walking a little straighter because 1 am no longer -ccing the seller ot our relationship as a personnel-oriented popularity contest where vntt get people to do things for you, or to buy things from sou just because they like you. "I see people going into problem-solving relationships, each with a responsibility and each one awnre oi the responsibility that he has to make the relationship grow to make the relationship stay fluid. "f feel better about the problem-solving Mtitude than l have felt about my concept since 1 have been in this thing, working with oilier people. Does it have the in tellectual and the psychological and the tpiritual base that any idea needs to sur vive?" He said, "Well, I am not much oi a salesman.1 1 started to say, "No, just one of the best three or four m the world, that is all." He said, "But 1 guess ulat happens tn the relationship when we go in as a prob lem-solver, if you are going to be a prob lem-solver, you have to give, and we arc all at our best when we give. "I>o what happens? When you give, you feel better- When you feel better, your at titude improves and when your attitude improves, you get through to people. And when you get through to people, they do some of the things >ou *k them to do, and when you do these things back to the first party, you fed better." Our minister had a fund-raising drive and it went over the top. At the opening vestry meeting, a very substantial gift was re ported by a very generous parishioner. When the gift was voted on, someone in the vestry fund said, "No wonder this guy gives; he has got it." And our minister said, "1 wonder if he gives because he has got it, or if he has got it because he gives?" What have we said so far? Time, habit ue can do something about the dimension*. Habit, energy. alertness, attitude. Attitude, going into a relationship, read all the book* you want, l am convinced going into a relationship should be with the idea, whom can l help? How* can 1 help this man grow if he wants to grow? That is the only foolproof managerial supervisory tech nique. f want to talk about some of the thing* we talk about as salesmen tomorrow. But specific idea* You will hate some fun with it, l think. What we think about any re lationships where we must persuade. 16 Session 3 SESSION 3 --THE 'SWAT1 CONCEPT l want to say to Bill McLean of U. S. Steel, they gave me a question for yon to answer that is a beaut. But t want to make sure f have got it in (his frame of reference. "Dear Bill, I think a good supervisor ought to get tough once in a white, pound the table, give his people the reason why it is better to do what he asks them to do now. I know guyt that can do this *nd get away with it. Me. t raise my voice and the guy wants lo try a judo hold on me." We used to talk a lot about this. How i- it seme guys really move in there when die shoes must get out of the factory and things must be done, and get it done; and other guys. I don't know, there is some thing about them, they move in and they compound the felony when they ought to be tough. t used to work around the country with salesmen and I think (here is a partial answer to it, three of them. I would go into a town and l would work with a guy and t woutd try to pick his brains and find out how he was doing it I would actually make calls with him. then tf.ke the things l found out from him beck to St. Paul and build story for all the people. There were no secrets. This is how some of the research and development out in the field started. It was good Huff, I would actually field work with the salesmen and listen to what they said. Then one day my boss said, "I want you to go to New Orleans and work with Van Alien." We had heard about this guy. He was a real character. They used to call him "Stut tering Van." He never sent in any reports. The back of his car was a mess. He didn't use tus point of sales material. He was a Mob. 1 said, "Why don't you fire him?" He said. "Kelt, he's our best man. Let's soften him up a little bit, give him a $50 a month raise." I went to New Orleans and he picked me up at the airport and sure enough, he gave me the silent treatment. He didn't want any part of old Bill. I took it as Song as 1 eould and I finally said, "I'm here to pick your brains, to sec how you do it, and mavbe pass along a few ideas that wilt help you. And inci dentally, vou don't have to act like this, becau*e Chuck gave me permission to give }ou another fifty dollar raie, Don't say anything to the rest of the fellows," He said, "Don't worry, I'm just as ashamed of it as you are" And then we made a call. In those days we were selling Scotch Tape against string lor packaging, you know. Even though most of you aren't in selling, you will understand the problem. Scotch Tape costs about a buck and a quarter and ail the siring you could carry away was about two bits. So we had to sell speed, convenience, and vertatilitv. So I walked in with Van and he made the pitch and as likely as not, the retailer would say. "Well, that looks pretty good, but f think I will stick With string." And Van would say, "What's the matter? You stupid?" He said, "When your wife washes her clnihcs, does she take them down to the river and beat the hell out of 'em? Maybe you had better get on the stick before it IS too- late-" f would edge to the door, you know. You won't believe this, this interview and others tike it actually reached the negotia tion stage before any blood was spilled And then the retailer would make a fatal 'mistake. He would say, "You seem to be pretty sold on this and I guess I could swing for a trial order. How much do you think 1 need?" Van would always look at him and say, "Don't you worry about this, Paul. This is the order form right here. You sigu it and l wiU fill in the top." Then he said. "I want you to press hard beause there are four copies." Here Is my reason for telling the story. ( didn't know it then, but I do know it now, and I wouldn't go within 1,000 miles of New Orleans without visiting Van. He is one of my favorite people. Van was the kind of a guy who would walk on his hands and knees over broken 17 !96t National Safety Cengrest glass at 3 o'clock in the morning to re place one of the iitte 15-cent cover plates on tho dispenser*. He had service built-in like patch pockets on a suit of clothes. It always seemed to me he was going one step further. "I will service that for you. Buddy Boy, but l want you to serve old Van," Over the years, here was a guy who, i; the retailers were busy, he would probably go clean the window in the store. Here was a guy who, if they didn't wait on him when he first went in, if they were busy, he would start waiting on customers. Over the years he developed almost the license to get tough. So, I know guys who do this and get away with it. I raise my voice, and--I don't know--this is such a delicate area. T think the most unattractive supervisors and bosses I ever knew in my life were guys you euldn't figure out; you know. They would be going along real sweet and gentle and nice with you. Then they would get hell from the home office and all of a sudden it would be murder. There would be times I'd rather have the first boss 1 ever had, Harry Spore. When I go back to Boston, after I call rny mother, I tall him. He was tough, but he was tough all the time. We knew exactly where we stood We knew if we lied to him he would throw us out the window. Everybody knew it. Sure, we used to talk about him over coffee, like I said the other day. If you are going to be tough, be tough all the time; if you are going to be nice---I don't know. That is a delicate area. A guy like Van would say it like this, "If you are going to pound a table, make sure you have gat a solid table. If you are going to raise hell with your kids, make sure that, up to then, you have done your part." Another note: "Dear Bill. I have been a supervisor for three years. I get along, But how can one tell whether he is a good leader or not?" We used to talk about this a lot in leader ship. I know you have gone through this. It is kind of fun. How can you tell whether you are a good leader or not ? Our management used to talk about three kinds of leadership. There are probably 303, but this should be a linear rather than a tine consideration. Kinds of leaders, autocratic and demo cratic and free rein, As I said, it should be linear in the sense that there are so many degree?- One guy is a little bit auto cratic and hi is a little democratic and he has probably got free reining. We used to say nobody is ail autocratic, nobody is all democratic, nobody is all free rein, and it is a good thing, became the key word here, I think, is dependency You supervise according to a person's needs. Obviously, when you tell a man to put the helmet on and keep the gloves cm. tins is autocratic. He doesn't have to meet with the other guys and say, "Now the question is whether we should wear the joggles or not." You wear them because it not only protects you. It protects other* as welt. This is autocratic. When we bring our new people in and give them a product to sell, this is auto cratic. When we give them our price sheet, we say, 'This we want you to know." Like MacFariand said, "We want you to be creative, but not with the multiplication table. Nine times two is eighteen, let it be. If you are going to fool around, not with the figures." When you figure dis counts, this is autocratic. Dependency. With new people just coming into the organisation, wc of necessity are autocratic. 1 mean, that the word comes from us, and this is it, no argument, no discussion. Democratic, on the other hand, is supposed to give--that we make a premise, that we discuss it and, of course, Kennedy must make the final decision after we discuss it. So there is a little autocracy in democracy, isn't there? Free rein--you don't look over the shoul ders of your pure scientist You don't dwell on research and these people we think don't need supervision. So the answer to the question on leader ship is, I think the key here is dependency. How much leadership do they need? When a : ji first starts in an organization of course he needs it So of necessity it is autocratic. And then we find as a man grows on the job. his dependency decreases and die need for supervision decreases. 18 Session S As I say, what kind of a leader am I? remember to use in all relationships where ! hope I am a little bit of all three of it took persuasion 1 know it is bad teach them. I sure as hell don't want to be auto ing to put them all down, but 1 think yoti cratic, but at times I hope I have got the may have some fun and I think you may guts to say, "This is the way it has got remember them. to be, Charlie, and it has got to be that ``I have an idea." way right now." I hope I am not completely democratic I hope 1 am not completely free rein. Again, that is the question, ! "What do you think?" Now you are selling a guy on safety. think, tiie levels or degrees of leadership "Don't worry, I will take care of the that we talk about. details." } I would like to say* you could talk about "Others did tins. And here is what tltey : this all day. There are even cute little tests told us"--and we `~an pass around if we had the time, "I suggest--" where you answer certain questions and it In good advertising, particularly indus tells you what kind of a leader you are. trial advertising copy, >ou will see those Just a fast review. We talked about habit, fi*e ideas running through them. ! don't : energy, alertness. menu we used these words, we cm think * .And 1 said attitude. When v.e are in of other words easier than these. any kind of a relationship there are two You know, they there is a difference problems involved. There is my problem between an idea, and a gimmick. Bruce and that relates to selling. My problem as Barton said the difference is that a gim a salesman is how to get the order. His mick attracts attention, but an idea al problem as a buyer is how to get some ways promises somebody something. thing done for him. Mow it seems to me We use these five little sentences in all that my success, the answer to my problem, is in direct relation to the answer to his r-cblem, and when 1 emphasize mine 1 am a peddler. When I emphasize his, 1 am a pro. We talk about this, 1 guess, in all persuasion in every relationship. They keep us alert to it and they help us remember. It is a kind of a birdie on the shoulder thing, you know. Notice one thing about them, each one of them commits us to do relationships. something. Now I think wc can have some fun. And In selling if 1 go to a guy and say, "1 then there is consideration, time considera have an idea," 1 had better have one. It tion. commits me to have ideas. Communication! I have to tell you, if What commits us to listen? You know ! get through to a guy, communication must you on talk all night about peoptc listen I be mentioned with time. We could talk ing, but if I get in the habit of saying, for days oo creating a favorable climate, "What do. you think? How do you feel I for getting the things done in communtca- about this? I would like to know your think ' tion. We could talk about being a good ing on this," then I am committed to hsien. * listener. Dr. Nichols at Minnesota has a Over-simplified? Maybe. We use it, we * ; 3-day clinic on developing the facilities for listening. The good Lord gave us two ears but only one mouth. Maybe we shouldn't try to outsmart nature. like it. "Don't worry, 1 will take care of the de tails." Aren't these wonderful words? You go on a vacation and die babysitter is there ' We could talk about cutting out details, and you think of the JO or 15 things that getting to the core of the problem, iden have to be done and she says, "Stop worry tifying it, clarifying it, using alternatives, ing. Have a wonderful time. Forget it, we | or compromise--bit things. But you know, are going to forget you, and we will take these are abstracts. Getting at it personally, care of everything." I | the reasos why it is better to do something now than to delay it, why it is better for everyone. You leave for the Safety Congress. You have ISO details and your secretary says, "Mr. Smith, will you forget it? I will han So we have five little sentences that we dle everything for you." 19 1961 National Safety Congress We must use ait problem solving analugtes and case histories: "Here is what happened in Fort Wayne, Indiana, at the International Harvester Plant. They did this, and out of this safety experiment, here is what they told us, and then based on what they told us, I would like to suggest that we do this." Five sentences. Let's go through them. "I have an idea.** Like I say with my company, I have some ideas I would like to share with you. This commits us. My daughter married an ex-football player, weighs about 230 pounds, has to clench bis fist to keep from walking on ins fingers. A lovely boy. I have got a new grand daughter, a little baby about a year old. My son-in-law went into the printing busi ness and he had no selling experience and down in Miami printers were awfully tough. He didn't know how to sell. He would go into a customer and the customer would say, "How much is it?" He would say, "Don't louse me up. Do you want to buy this printing?*' So finally we built him a little sates talk. Now he said. "My name is Jim Winslow. I know you are buying from someone else and 1 know you arc happy because I have seen the work they do. But from time to "me I would like to come m and give you :'>me ideas. Ideas I pick up outside from t.-ade journals or from competitors and other salesmen. 1 wan: you to try these ideas. If they work, you will sell more of every thing and if you sell more of everything and if you us* more printing, all I would like is a crack at the priming. Right now I don't deserve any of your business. Give me a chance to earn some of it." And in safety, here are some ideas we have tried out Here is what they do. This persuasion. "1 would like to have your opinion." A G dealer in Phoenix sells refrigerators and appliances. People come in and shop him. They take the model numbers off the top of his stove and then go to a dis count house and to* < g the clergyman's discount Before they leave his store he says to them, "Thanks for coming in here. I know you are going to shop around, but before you make vour final buy, come back and see me again. Here is why. Vou can buv this refrigerator any place in town, but if you buy it some place else, you don't get me with it But go ahead and shop around. And to show you my appreciation tor your coming in here first, I have a little gilt for you." And he goes in the back room to a freezer and gets a half a gallon of ice cream and ays, "1 want you to have this." Now how much shopping around are you going to do with a half a gallon of ice cream? What do >ou think? Y*ou know, some people would have you believe that if you give a guy a big smite and come on big with the personality bu, you have it nude. Nothing could be further from the truth. About the highest compli ment that we can pay another person is !> listen with understanding, to ask for hi> opinion and then listen. Probably that is the highest compliment. We used'to use this if someone said, "I will think it over." We would always say, "All right, it you want to think it over, but the thought occurred to me while yvu .<re u,inking it over, you might have some questions eotne up and I won't be here. So do you have any objection if we think it over together now while I am here?" We have beat talking about time and I am not going to go into that any further. "What do you think?" Another thing, the toughest job 1 ever had to do was the thing they called delayed reaction, you know, because I am a blabbermouth. I am a com pulsive talker, as you can well sec. So the boss always used to say, "Bill, don't feel that compulsion to talk when somebody says something. Wait a little while." Here is a good tip. He said, "Ask another question. That will give you time to get your poise, give you a chance to answer the first one." When someone says to you, if you are trying to sell a gross of something, "Can 1 buy it in half a gross?" Don't say, "Yes, you sure can." Then he can still say, "I will think it over," Ask another question. Y'ou are trying to sell a gross. Y'ou are asked, "Can I buy it in half a gross?" Say, "Do you want it in half a gross?" He says. "Yes." "Well, you've got it in half a gross." 20 Settion 3 : Communication . . . What wonderful question of, when you are dead, can your .j words, "Don't worry, I will take care of wife get to first base with the butcher, the details," arc. You know life insurance the baker and the candlestick-maker?" people do that, and they are the real pros. I suggest these are wonderful words. They said, "Mr. Gove, if you get hit by Now you see, ive are communicating. These ; a truck, Mama gets this. If you get hit are some of the high points of communica by a buffalo, she gets this. If there is a tions broken down. "I suggest"--many tunes buffalo driving the car at the time you are that is about all it takes in persuasion, all hit, double indemnity. Now if you out it takes based on the history of, "We found smart us and live to be 65, you have got this out about it." this, and all you have to do is deposit this "1 would like to suggest," then suggest amount each month. There is nothing to it. vunething specific so he has to make his We take care of all the details." nmd up on a specific consideration Direct mail people do this. They say, "Tear off the top of your neighborhood grocer and send the bum in now. Don't de lay, the contest closes at midnight. There is a bonus for your prompt decision. All you have got to do u put a little X in the Will Foster of the Borden Company said 'tie of the best milk salesman they ever h.id in New York sold more milk by mis take than the others did on purpose. He had no teeth. He would go up to the house wife and say, "Y'ou had better buy Bor square where it says till me.' Send no post den's milk. Y*ou wouldn't want your kids age. Send no money*. We take care of nil to look like this, would you?" the details. Don't worry.'* Van Allen, with all lus stuttering, would Wonderful words of communication. pass them the pencil. Someone said, "Don't Now I don't know what the osychotogica) high pressure me with this pencil thing.' significance of this quote, "Don't worry, I He said to them, "To hell with you, use will take care of the details," is, but I >our own pencil." know how effective the use of these words "I have an idea--what do you think-- with the right spirit is. don't worry, I will take care of the de Now in the time we have, let's see why tails--others did it--here is what they found it lias been suggested this way. "Others out--they told us." There again, communi did ir, they told u$--" Testimonials, cases, cations as a dimension of time. cases ot problem-solving, as old as problem You can't do anything about the dock. solving. Here is the reason why this hap You can control your verbal, your com pened over here. munication habits. Yon do this *U the time. You build from Habit, l am going to repeat, relegate to past experiences, you build safety records habit the irritating details so they won't ; irom past experience, past history. A doctor take so much of your time. Free yourself | doesn't say, "We treated this guy for three tor conscientious effort. Energy, waste one, and a half years for jaundice before we waste the other. Alertness, staying alive; found out he was a Chinaman." attitude, going into the relationship with the I will admit Aetna Life Insurance had attitude how can I help this other person a cute bit. They had a little book you can solve a problem if he needs me? 1 carry in a pocket and ithas all the answers Communication-- ' to Itfe insurance in it. Somebody says, "1 I have a gimmick for you. [ i don't need life insurance." And you can look in tills little book. One of them caid, What do you think? ! "You can't get to first bast with me," and Don't worry, I will lake care ot the de i they had these answers categorized and the tails. salesman said, "It isn't a question of whether Other, did this. E can get to first base with y'ou. It is a I suggest 21 Stsricn 4 SESSION 4 --YOU ARE BETTER THAN YOU THINK YOU ARE We were talking about r>mething while we were up here and I s,ti going to chat with you a minute, i had about 31 people come up and give me notes during the week and you knew, over 40 of them carried this theme, "Well, you see. I try all these things, but with some people nothing works." Or, "\Vhat do you say to a guy when you want to sell him on the tde' of safely but he says `1 have been doing his for 20 years, Charlie, don't come up here and bug me with this. If I want to wear the hard hat and goggles, I wear them.* " Then it seems to me. Dob Bullcr said that this then becomes a supervisory prob lem. This is not a safety problem at all. What do you do when this guy is a half hour late every morning? What do you do when he starts making a pass at your secre tary? You know, these things happen. This is a supervisory problem. First, I would guess, it would seem to me, (hat if you are a safety man, you go to the guy's immediate boss. You don't go to him, do you? You go to his boss and say, "The#* are some of die things he has been doing. Let's watch it." In sehool we say if the kids aren't doing the job. the tchcr has got to share part if the blame. We have a teacher who says, "1 never give A's." I told my wife we had hatter check her out. Maybe she is not getting an A for teaching either. So this is bothering her. I don't know what the an swer is. Here are some of the problems. Oh yes, one guy was kind of cute, he said, "Let me show you how this works for me. When i say I have an idea, the guy says, `What do you want me to do now?' When I say, 'What do you think?* he says, `I think it is going to take a hell of a lot or time,* or, `I don't like it' When I say 'Don't worry, I will take care of the details.* he ays, `Are you kidding? You damn well know you can't take care of the details. You won't even be here. We will have to take care of the details.' '' So this whole theme was, "I am doing all these things that I am supposed to be doing, but I am not getting the people very safety cansoiMis m my plant." f have to say this, vnmebody is getting somebody safety con scious, otherwise How come 10,000 people are getting together here? People are always squawking to me about the airlines. Look, somebody got me a quar ter of a million miles in the last year with a minimum of problems and I spend half my life in airplanes. Somebody got me from here to Here. Of course, once in a while you lly when the pigeons won't even take a chance. Y or put a quarter in the insur ance machine and you get a Hershey bar. Do you suppose there is nothing here? Do you suppose when we say, "I tried these things and they don't work," do you think psychologically maybe this let* us off the hook* Do you think so. John? Maybe, but I don't. But if you are not getting through to your people on safety, maybe that i* something for you to think about. I have to mention here, too, remember about 25 years ago when the truckers were really fighting it out with the railroads, you know, the railroads were doing every thine they could to give the truck people a bad image. They were fighting them. For every mile of highway they were able to get they had to fight for it. right down the tine. The railroad had an axe to grind and they were fighting every inch of the way, squawking. And remember, all of a sudden you a started to change your mind about the truckman. First of ail, he was a big goon, a bad actor, and he drank and he fell asleep oa the job and all that stuff. All of a sud den he is the guy that dims the light so you can get ahead on the hill, he gets the repli cation of being the best driver in the world. He helps you if you are out on a lonely road and have a fiat tire. They have a movie called, "Knights of the Road," and do you think this happened by accident? Ko, no, no--design. Here is how they did it. Every time a good report would come in oc a truck driver about his driving or help ing someone on the highway, up it went on the bulletin board. The American Trucking Association would feed this material out. 23 I06t Notional Safety Congress 'itstion 4 Uliat happened? They told these guys they were good tor so Jong that they got good. Today a truck driver knows he is the best driver, knows he has the best safety record because people so long have been telling him lie is good. the mouth Al would call und sav, "How did you do, Bill?" 1 said, "What do you mean, how did l do? I got them." He would say, "How many?" I would say. "Three hundred seven.'* I and say, "I see you have a new car. Where promotion, the company aiwa>s said, "Bill, j did you get it?" And you tell him. .And he we want you to go out and take care of * ^ i i*y*, "Ho wonder, that is the best place in town to buy automobiles," Eut this doesn't happen. You walk into a guy by the name of Cecil. Now there these people." Hundreds of people with problem* all over the country. Now we had a choice We could have gone back and when the guy said, "This damn stuff doesn't j are Cecils in the safety program too, aren't stick," we could have said, like Van, "What's Afa he we ought to think about this. They He would say, "Congratulations, that'* a > there? You know, Cecil comes along and the nutter? You stupid? Why the hell i,ilked m this conference about changing boy. This is eight months in a row, isn't ,{ <ees the car and he kicks the tires a>-- says, don't you wash your hands?" Or, if you role-. They Mid the rraon marriages break up U that the guy identifies himself as a husband and he goes into the relationship ,iml he .*in`t about to change. In our business we talk about changing roles with the purchasing agent. We call ur purchasing agent--if we could just change places wiih him once mi awhile. We know for instance, when he buys he has to submerge his taste and buy ior someone rl<*. He likes red trucks, be buys green, if the cotnpanv specific* green. He ha* a lot it?" I would mv, "Don't make a big living out ot it. 1 always get them." That was the thirty-first The nextmom- ing he called right around breakfastand said, "Hi, BilL" "Hi. Al." "How many points have you got?" And you would just start to say JO? and all of a sudden it would occur to you this is the next day and you ain't got none. The i "Where did you get it?" had the weight, you could wrestle with the I guy. "I bought it from Jim Moore, the dealer." I 1 I 1 { He says, "What's the matter? You crazy? You know what Jim stands for," You say, "1 guess it is short for James." He says, "Exactly, Jesse James. This guy is a direct descendant, t could have got this But I think there is a story here. In stead, we would go into him and say, "1 am no. a bit surprised you lave this prob lem, getting this darned stuff to stick. t\ butcher we know had the tame problem. But you know, we found out that if the ur for >ou for $-W0 tess than you paid butcher would take the tape and hold It ur it. The guy I do business with loses in the middle and leave the two adhesive money on every deal." flap ends open and then seal it. they had You say, "How does he stay in business?" no more problems." ot pressure on him. If he buys too much next one you get will be one. He says, "He juggles the books." In other word*, it wasn't, do tins be the comptroller gives him hell. If he buy* too Uttle, the sales force give hin. hell- He is right in the middle. He wants a seat at management's table. He thinks buying is im portant; he is in constant conflict. How nice it is when we as salesmen walk in and say, ''Charlie, I know the problems you have and my job if not only to sell you tuff, but to help you solve some of your Now there is a tendency to shoot for that 300 and say. "Hoy, look at it," and you gel to the middle of the month and you onK have 75 and you panic and push and it shows in jour relationship to people, tk. every month he would say, "You do all the things that you did, put up the displays paint-of-sate material, tell your story, make the number of calls, quality calls, and then Reassurance 1 Do it this way because this s the way it is being done now. People don't want to be different. What do you say to them when they say, "I lave been doing it this way for 20 years and 1 don't want to change" ? That is your problem. What do >ou say when the teacher says, cause I say so. Here is what happened in a similar situation. Remember, 1 told you the opening morn ing 1 went to this communications con ference. This is the idea. You can forget everything we have talked about here, but stay with me for the next 10 or 12 minutes. As I say, I knew this guy was saying something l could pass on to you, some problems.' Changing roles. "I know you have been on this iob for 20 years, you have done .1 good (oh. I know how you ted about your goat will take care of itself." The only point 1 make is, too many tune-, we Jet our goal* get in the way of our gl< at hand. If we do all the things every da> "1 can't get these kids to go along with me?" That vs her problem. Don't ever forget thi*. If everybody were as safety conscious a* you are here, sdl thing that would be meaningful, something t hadn't heard before I had a chance to have lunch with him, and 1 said, "Boy, this is rough. I generally wearing your helmet and hard shoes. What in this safety program, every day the things 10,000 of you, they wouldn't need you. If work with people who get together in the hell, I'd feel the same way if I were we know that we should be doing, the rest everybody did this regularly and auto conferences and conventions and they want you." Oh yes, there is one more here, 1 think, wimtwhere ft says. "Setting personal goals seems to me the most important thing we takes care of itself. Again, back to what do you say when they don't fling for your safety ideas? 1 think most of the time most of these people matically like they brush their teeth, like they put their pants on in the morning, we wouldn't need you. They don't, so they need you. And that is why you are here. to.do better and be better and take a bigger bite out of life and you have given me nothing I can tell them." He said, "Well, you ought to talk about as salesmen can do. Vet you seem to play down the importance of this. How do we know it when we get there if we don't know need a little reassurance. Look. 1 like th`t example. You buy an automobile. You move away from the dealer. You have a brand Back with Minnesota Mining, we used Scotch Tape for packaging in industrial applications and once in a while we would change. When people get together to pick each other's brains, make no mistake about it, they are talking about change." where there is ?" I don't to play down the idea of setting personal goals. 1 just mean a tot of times we let our goals get in the way of the job at hand. That is a problem that at times we new ear. You should be oa Cloud 9 But are you ? Maybe you are saying to yourself, "May be 1 should not have swung for those ex tras. Maybe ( should have hung on a tittle longer and gotten a better deal." Maybe come out with something new. I was In -And I thought, this morning, sure we j on the promotion of a new thing called are. We are talking about getting through butcher tape. It was an acetate fiber tape to the guy who doesn't have a good safety that was used to seal hard to wrap Kalama attitude, aren't we? Isn't this the reason zoo vegetable parchment paper in a butcher we are here; to get people to feel the same i 'hop. way about safety as we feel ? This is change. have in selling. My boss. Al Drew, with Beechnut years you say, "Gee. that 1933 Essex I turned in, that wasn't a bad car, burnt orange, had i What happened ? We had a real problem This means he feels this way and now he because when the butchers w rapped the has got to start feeling another way. Cliange. ago. had a point system and when we reached 300 points we got a bonus for the month and it was a very', very important part of our income. So the thirty-first of nice lines." All you need is a little reassurance. Alt you need is for someone to come up to you package, ,-o*t of them left their greasy A very delicate thing. linger print and it wouldn't stick. Well, But Batcaon, the Englishman, said, "If , it was murder. Because 1 was in oa the we are going to talk about change, we a 25 1961 National Safety Congress must remember this. A person doesn't change because someone asks him to change. A person doesn't change because of pressure to change A person doesn't change because he has a tremendous desire to change. You people m America have been working that desire thing to death. A person doesn't change because he has a positive attitude toward change. Persons change because they experience change. Somehow they are dis ciplined or forced into a situation of change and they change then, and only then." I think a neighbor of mine' jumps up in the morning with that attitude. He sings in the bathtub. He plays an inspirational record in the morning before breakfast Then he looks in the mirror and says, "You can do it. Everything in the world that man can conceive, man can do. You can be chairman of the board of your com pany." You laiow his problem? The bum never leaves the house. Eddie Rickenbacker had a!I his people in Miami Beach for a convention, 161 of them, their luggage had been delayed. These arc airline people. Their luggage was in Baltimore and in Albany and Charlotte and Boston. They had to serounge around as we do and pick up toothpaste and tooth brushes and shaving stuff and have the one pair of pants they had on pressed. At the opening meeting Rickenbacker looked over the rostrum and said, "See what I mean? I have been yelling at you, l have been sending you--every- week on the week--a bulletin, saying `don't lose their luggage. If you lose it, we lose them.' Ap parently this didn't make any difference. Now, how the hell do you like it ? How do you like it?" He had deliberately delayed their luggage. Eddie Gilchrist in Miami told me, "Up to this time when somebody would lose a piece of luggage, they would walk up to me in the airport and say, T lost my luggage.' I felt like saying 'Well, don't bother me with this foolishness.'" "Mow when it happens, it Is something different. Now it is under my skin. I know how it feels when it is under my skin. There is a real, real difference." I told you about my son-in-law. He would tell a good story about printing. but he had an intellectual quarrel with asking people to buy. He would stop. My boss used to have a word for this kind of salesman. He said, "He is very color ful: he is yellow." I gave him 50 books on how to ask people to buy, stress urgency, give them reasons why it is better to buy now than it is to delay, and it meant nothing to Jim. He said. "If they want to buy, they will buy." I said,. "They won't. You have got to ask them." Finally 1 went out and made some calls with him. I said, "After you tell your story, simply say to him, `if it is all right with you, we wilt send this along.1 " The first guy he *aid it to, he said, "If it is all right, we will send this along." And the guy said, "Go ahead." I thought we were going to lose him. I thought he was going to say, "Don't be liasty. Charlie." Now he has got more nerve than an abcessed tooth. Now he has got it under his skin. Isotv it has hap pened to him. We don't know how it will be until after it happens. I used to work for Minnesota Mining. I had one customer in Portland, Maine, who supported me there, and boy, I had them locked up, you know. We played golf together on Saturdays, and my wife and his wife played bridge all week. You know, nobody was going to move in on me. One day I came into this jobber's place on Saturday morning and a.- far as the eye could see, "is competitive mer chandise. I was out and this other guy was in. There I was, I was dead And in a thing like this, your worihwhileness, your life's blood is at stake. I have to report this to the home office and I am on a bonus basis and 1 am out of business. As far as I can see it is competitive mer chandise. He has to sell this before he even gets back to mine. You can't even see my stuff. Some guy came up from Boston and gave them the clergyman's discount and he swung for it. 1 went across the street and bought a cup of coffee to get zny poise back. I was shook, you know. Finally, I 26 Session 4 went over and said, "How could you do this to me? I work with your salesman, I am in here every day, I check and ro tate your stock, I put on sales meetings. Some stranger comes and puis me out of business. Why?" And do you know what he said? He said, "I never thought this meant this much to you." Do you know why he didn't ? I never told him that this meant that much lo me. 1 was so preoccupied with being a big shot, walking in Saturday morning, check ing the stock, taking the order, playing golf with him, seeing that the wives got along pretty good, it never occurred to me to establish any kind of a grownup rela tionship in a business way with him. After that, every week we sat down and I said, "We are swapping. Buddy. This is what I have been doing. This is what you have been doing. You haven't been do ing this, I haven't been doing that. Let's get back on the stick, Charlie. Let's go." But it took this experience to get me back. Five or six notes said, "Dcn't kid your self, Bill. Sure it is all right for you to come on with this inspirauonaljazz and saypeople get safety under their skin. Don't kid us, the reason we are so safety con scious is because it is just good business to be safety conscious. Why don't you for get all this jazz? It is all right to appeal to people's self-interest" Well, 7 guess It is, but i get a little concerned about this. Most of the Madison Avenue stuff we read about appeals to the worst in people, self-interest vanity*, keep ing up with die Joneses, what other people will think. This to me is the worst in man that they are appealing to. But ask yourself this: The greatest move ments of ail times have succeeded because they have appealed to the best in people. Christianity*, for instance. The good Lord didn't get His disciples together and say, "Here is what is in this for you. Buddy, it you go along with me." He probably said, "Look, everyone will think you are crazy. They will stone you. They will think you are nuts. You will not in your lifetime see any positive effect of the work you do. But do it. because this whole philosophy shows how one man should net toward another man. It has got to be good." So what happens? Ten or twelve ignorant fishermen sold this great story, appealing to self-interest? No, I don't think so. Appealing to the best in them. The truckers appeal to the best in men. You are good. You help people on the highway. You flash them by. You are a damn good driver. You ap preciate the value of safety. So after a while, what happens? The trucker said to himself, `7 am a good driver. I have a good safety record. I help peo ple. You are damn right I am good." During World War II, of all the zil lions of words we heard in speeches, what is the line you remember most? What Churchill said. "Blood, sweat and tears." That got to be the most significant line that came out of the war. Did this ap peal to people's self-interest ? It did like hell He said, "We will promise you nothing but blood, sweat and tears." He rallied the country, y -j see. He didn't say, "I think if we do this we will beat the German*. If we do this, our taxes will be lowered and then we will go there and move in on them and take their industries and then we will be able to cut that out." He said, `There is nothing I can promise you. I give you nothing." In this church fund-raising drive we went through, we promised them nothing. Wc didn't say, "We want you to give." We said, "We want you to give until it hurts, because if you are just giving off the top and it ain't going to hurt you, we don't need you. We have got to have the peo ple that bleed a little bit if we are going to build this." So we get in a medium middle class family and an average subscription is $1,700. You think they didn't bleed? The inaugural address, how many words ? Seventy-two thousand words in Kennedy's inaugural address. I don't care how you feel about him, but there is the one line you remember: "Think not what the country can do for you; think instead what you can do for the country." I don't know, I am not going to say 27 1961 National Safety Congress bow he meant that or anything, but I say, isn't it funny that was the headline after the address. AU the other things he talked about--but that was the headline. I am convinced that you are here, not for self-interest I have got to believe this, otherwise I have wasted my time. I have got to believe that you are here not fur self-interest, but because safety really meansomething to you. This is the way one per son should act toward another person. If this is over-simplified, 1 have wasted four mornings. I hope I haven't. 23 PLAN NOW-- TO ATTEND THE 1962 NATIONAL SAFETY CONGRESS Celebrating the 50th Anniversary of the NATIONAL SAFETY COUNCIL WHEN: October 29 through November 2, 1962 WHERE: Conrad Hilton Hotel, Chicago The National Safety Congress brings together safety people from all over the country--10,000 of them! By attending the Congress you become part of the largest and most important safety meeting of the year. You meet safety men with the same safety problems and respon sibilities you yourself have. You exchange views and ideas on accident prevention, health, hygiene and fire prevention--on safety in industry, in traffic, at school, at home and on the farm. From a program of more than 400 meetings, discussions and demonstrations you select the activities that interest you most and that most closely relate to your safety work. This week-long educational program--planned and pre sented by the National Safety Council--can be your most inspiring, most thought-provoking safety experience of 1962. See the Latest in Safety Equipment At the Greatly Expanded Congress Exhibit Hall See nearly 300 exhibits! This alone--the largest of all safety equip ment exhibitions--will make your trip to the Safety Congress worth while. The industry's leading suppliers will display their newest and best safety products for your inspection. See . . . compare . . . ask questions. There is no finer opportunity to reach well-informed buying decisions for your company. I .* f Microfilmed BY GREAT LAKES MICROFILM COMPA CHICAGO, ILLINOIS i national Safatv Council Name of Company 425 No. Nlchlffnn Are. Street Chicago, Il'lnol* City Stoto DESCRIPTION of RECORDS <31 o ri l~i B 3 3 ~ INDEXING Chronological Order & tW64 # 1325 FURTHER REPRODUCT IOH 16 PROHIBITED WITHOUT PERMISSION OF COPYRIGHT HOLDER REEL NO. 1 GREAT LAKES MICROFILM COMI CHICAGO, ILUNOIS l hereby certify thot the following described records of:. National Safety Cornell --Ho* Michigan Ave* - ! FROM: / -- / 9&/________________________ THRU: S/oL' 3-Qr*! 'l Cr\; were photographed as received and without alteration by the Great Lakes Micl T"* Smith trehm- Avgnnn. Chicago ^S. Illl n,,. '* tUf 6* Signed 'dL GREAT LAKES Mid f '4 Witness Si O-T^w/ i