Document 8ok0pRXNX7e5oEzzN9DZDowk

* i Volume ? A NATIONAL SAFETY CONGRESS TRANSACTIONS t`7: .. ' \ 'u'-. ANNUAL MEETING OF MEMBERS CONGRESS BANQUET LIST OF EXHIBITORS GENERAL INDEX OF ALL' VOLUMES NATIONAL SAFETY COUNCIL 425 North Michigan Avenue Chicago, Illinois 60611 PLAINTIFF'S EXHIBIT PLAINTIFF'S EXHIBIT Is O50 "fZ- 60 CONTENTS ; . Officers of the National Safety Council, 1969-70...... ......................... 4 Trustees of the National Safety Council, l96>9-70........ ....... ............. 6 Board of Directors of the NationaliSafety Council, 1969-70 ........ ' . 9 ANNUAL COUNCIL MEETING - Invocation ................. ........... ............... .........Bishop William E. McManus 20. Minutes of tire Annual Council Meeting................................. ....... ......... 21 Involvement of Youth in Safety. ....................... ................. .Perry Joseph Ludy 23 President's Report........................... .............. Howard Pyle 25 Acceptance.................................. ................... .......J. H. Tyler McConnell 28. ^`^marls ............. ........... ...... ;;.................... ........:................A. S. Alston 29 ' j . NATIONAL SAFETY CONGRESS BANQUET ................................ .......... ... 30 Address....................... ................................... .. .The Hon. John A. Volpe 31 Exhibitors--57th National Safety Congress & Exhibition......... ................... !.. 35- Index to All (28) Volumes of 1969 National Safety Congress............... ........ 53 Five Yeats of Future Dates for the National Safety Congress... . Inside Back Cover Other Volumes ih 1969 National Safety Congress-Transactions.... ___ Back Cover 3 !> 'i -,v. ' :; m National Safety Council OFFICERS--1969-70 Chairman, Board of Directors--]. H.Tyler McConnell, President, Delaware Trust.Company, Wilmington, Del. Vice Chairman, Board of Directors--Dr. Dewey F. Babich, Presi dent, Detroit Institute of Technology, Detroit, Mich. I President--Howard Pyle; President; National Safety Council, 425 North Michigan Avenue, Chicago, 111. 606li. Vice President for Farms--Nobman G Mindbum, Director, National. 4-H Service Committee, Inc., Chicago, 111. .'I Vice President for Finance-- H. S. McFarland, Director of .Per sonnel Relations, General Motors Corporation, Detroit, Midi. Vice President for Homer--Robert G. Frazier, M.D, Executive Director, American Academy of Pediatrics, Evanston, 111. Vice President for Industry--Cole A. Allen, Vice President; Ameri can Mutual Liability' Insurance Company, Wakefield, Mass.'. Vice President for Labor--Arthur P. Gilder Secretary-Treasurer, United Brewery Workers, Cincinnati, Ohio Vice President for Membership--W. -C. Hewitt, .Chairman-of the Executive Committee, Phillips Petroleum Company, Bartlesville^ Okla. .. Vice President for Motor Transportation--Robert E. Gocke, Vice President, Industrial Relations and Personnel, The Greyhound Cor poration, Chicago, 111. Vice President for Production--Hugh, Curtis, Professor of Journal ism, Drake University, Des Moines, Iowa Vice President for Public Information--Harold Burson, President, Burson-Marstelier, New York, N. Y., . Vice President for Public Safety-^-Robert A: Olen, Vice President, Crane Carrier Canada, Ltd., Rexdale, Ontario, Canada 4 National . Safety Council (Officers, continued) Vice President for Religious Leaders--Rev. Robert . A. Grunow, Director of Seminary Relations, Concordia Seminary, St! Louis, Mo. Vice President for Research--B. J. Campbell, Ph.D., Director, High way Safety Research Center, University of North Carolina, Chapel Hill, N. C. . ,< Vice President for Schools and Colleges--Dr. James D. Logsdon, Professor of Education,- Florida Atlantic University, Boca Raton, : Fla. ; Vice President for State and Local. Safety. Organisations--Paul J. Hoover, Vice President-Civic Relations, The Halle Bros. Co., Cleveland, Ohio. . .. Vice President for Traffic--James P. Economos, Director,-Traffic Court Program, American Bar-Association, Chicago, 111. , j Vice President for Women--Mrs. Charlotte -Montgomery, Con. tributing. Editor, Good Housekeeping Magazine, Westfield, N. J. I Vice President for Youth Activities--Alex A. Maleski, .Director, I National Special Services, Boys' Clubs of America, New York, 1 N. Y. | .- Executive Vice President--John D. Xawlor,-.Executive Vice.PresiI dent, National Safety .Council, .425 North Michigan Avenue, Cht| cago, III. 60611 Secretary and Treasurer--H. W. Champlin, Secretary and Treas urer! National Safety Council, 425-North Michigan Avenue,- Chi cago, III. 60611 '. Assistant Treasurer--]. D. Fulford, Director, Treasury Division, National Safety Council, 425 North Michigan Avenue, Chicago, 111. 60611 Assistant .Secretory--Jean Sroor, Assistant Secretary, National Safety Council,-425 North Michigan Avenue, Chicago, 111. 60611 , National Safety Council Robert S. Oelman, Chairman, The National Cash Register Com pany, Dayton, Ohio A. E. -Perlman, Vice Chairman, Penn Central, New York, N. Y.. Howard Pyle, President, National Safety Council, 425 North Michi gan Avenue, Chicago, I1L 60611 (Ex-Officio). J. M. Roche, Chairman of the Board, .General Motors Corporation; New York, N. Y. H. I: Rommes, Chairman, American Telephone and Telegraph Com pany, New York, N. Y. Philip W. Scott, President, The Budd Company, Philadelphia, Pa. R. S. Stevenson, Milwaukee; Wis. Lynn A. Townsend, Chairman, Chrysler Corporation, Detroit, Mich. * M. J. Warnock, Chairman, Armstrong Cork Company,. Lancaster, Pa. .* I ' John L. Weinberg,_ Partner^ Goldman, Sachs & Company,' New York, N. Y. Hunter P. Wharton, General President,' International Union of Cola Company, Atlanta, Ga. . '. ,' Robert W. Woodruff; Chairman, Finance Committee, The CocaOperating Engineers, Washington, D. C. M. A. Wright, Chairman of ,the Board, Humble Oil & Refining Company, Houston, Texas 8 . ' *. * National Safety Council ;1 | BOARD OF DIRECTORS--1969-70 Chairman of Hie Board of Directors--J. H. Tyler McConnell, Pres. ideal; Delaware Trust Company, Wilmington, Del. Vice Chairman of the Board of Directors--Do. Dewey E. Barich, President Detroit Institute of Technology, Detroit; Mich. Members Edward S. Adams, Director of Safety, Iowa Farm Bureau, Des Moines, Iowa William R. Adams, President, St Regis Paper Company; 'New York, N. Y. ' Robert H. Albisseb, Safety Coordinator, Corporate Personnel Rela- . tions, Merck & Co., Inc, Rahway, N. J. Cole A. Allen, Vice President, American Mutual Liability Insurance , Company, Wakefield, Mass. ' A. S. Alston, Executive Vice President, American Telephone and Telegraph Company, New York, N. Y.. Sidney Alterman, President; Alterman Transport Lines, Inc, . Miami, Fla. . Dudley Andry, Executive Director, Metropolitan New Orleans Safety Cbuncn,.lnc.,- New Orleans, La. Richard K. Ayehs, Managing Director, Colorado Safety Associa tion, Denver, Colo. Howard'M. Baker, Director-Security Department Montreal Trans portation Commission, Montreal 126, Quebec >. T. E. Barber, M.D, Medical Director, Geo. A. Hormel & Company, Austin, Minn. Dr. Dewey F. Barich, President Detroit Institute of Technology, Detroit Mich. F. R. Barnako, Manager of Compensation and Safety, Bethlehem ' Steel Corporation, Bethlehem, Pa.. Kenneth ' N, Beadle, Vice President- Safety,, Pacific Intermountain - Express, Oakland,- Calif. H. W. Becker, Safety" Director, American Water Works Associa- .tion. New York; N. Y. Dr. .Frank Bennett, Supervisor, Safety Education, Baltimore City . Public Schools, Baltimore, Md. ; \.i- ' : S . National Sofpty Council (Board of Direclors, continued). - M;. F. Blancardi, Director, Product Safety, Employers Insurance of Wausau, Wausau, Wis. Gordon C.-'Bill, Vice. President and General Manager, Bellcom, Inc., , Washington', D. C. Rodert F. Bowers, Director, Personnel Relations, Chrysler Corpora-, tion, Detroit,' Mich.- Carroll W. Boyce, Director, Motor Truck Manufacturers Division,Automobile Manufacturers Association, Washington, D. C.' Caesar Branching Director, Division of Publishing Services, The Equitable Life Assurance Society of the United States, New York, N. Y. ' Claude .R. Brown, Vice President, National Bank of Commerce, Seattle, Wash. '.- Alan F. Burch, Safety Director, International Union of Operating Engineers, Washington, D. C. -Norman R. Burke,. Senior Vice President, Burke -Rubber Company, San Jose, Calif. . James Burfo, .President, James Burpo Insurance,' Inc., Sacramento', Calif. Harold Buhson, President, Burson-Marsteller, New York, N. Y. Clayton D. Calkins, Manager, Safety & Personnel, Pacific Motor Trucking Company, San Francisco, Calif. f B. J. Campbell, Ph.D., Director, Highway Safety Research Center, The University of- North Carolina, Chapiel Hill, N. C. Walter F. Carey, President, Automobile Carriers Inc., Flint, Mich. W: N. Carey, Jr., Executive Director,- Highway Research Board, Washington, D. C. John B. Carnahan, Vice President & General Manager, Corporate Transportation, Armour & Company, Chicago,- 111.' Ken Cheatham, Assistant Director, Program Development Diyision, American Farm Bureau Federation, Chicago, 111. Alien L. Cobb, Corporate Safety Coordinator, Eastman Kodak Com pany, Rochester,. N. Y. John T. Collier, Director, Special Projects, Social and Rehabilita tion Service, U. S, Department of Health, Education and Welfare, Washington,. D. C. Paul H. Connelley, United Brotherhood of Carpenters and Joiners of America, Washington, D. C. i i 10 . *2 National Soffity CoilllCll ... (Board ofDir'ectors, continued). I ;:S John, M.X Couhic, Vice President for Public Relations, National Association of Broadcasters, Washington, D. C. Ernest G. Cox, Coordinator; Safety Committee on Review and Edu cation, American Trucking Association, Inc., Washington, D. C. . James M. Crawford, Vice President, INA Foundation, . Insurance Company of North America, Philadelphia, Pa. Hugh E. Curtis, Professor of Journalism, Drake. University, Des . Moines, Iowa. Dr. C. Frazier . Damron, Professor, of Safety Education, School of Education, The University of Wisconsin, Madison, Wis, M. R. Darlington, Jr., Managing Director, Auto Industries High way Safety Committee^ Inc., Washington, D. C. H. C. Daulton, Director of Safety, Louisville & Nashville Railroad Co., Louisville, Ky. . L. B. Davis, Vice Presideht & General Manager, Defense Programs' Division, General Electric Company, Washington, D. C. . Hon. Mattie'Belle Davis, Judge, Metropolitan Court of Dade County, Miamij' Fla. Miss Nettie L. Day,-Chief, Accident Prevention Section, North Carolina State Board of Health, Raleigh, N. C. Edward N. Deck, Consultant, Safety and Plant Protection, General Electric Company, New York, N. Y. . . Claude de St. Paer, Assistant Director, Program . Development Di vision, American Farm Bureau Federation,.Chicago, 111. Frank Dickey, Vice President, Deere & Company, Moline, III. Arthur Dore, Director, Office of Interchurch Relations and Com munications, Greek Orthodox Archdiocese of North and South America, New York, N. Y. Wm, C.' Douce, Senior Vice President, Phillips Petroleum Company, , Bartlesville, Okla. John. L. Dowling, Director, Safety and Health (Canada), United Steelworkers of America, Toronto, Ontario, Canada Donald D. Doyle, Chairman, Northern Division, Marsh & McLennan, Inc. of California, San Francisco, Calif. Emile F. du Pont,. Director, E. .1. du Pont de Nemours & Com pany, Inc., Wilmington, Del. .James P. Economos, Director, .Traffic Court Program, American Bar Association, Chicago, III. . 11 ' ml National Safety Council f(Board of Directors, continued). Ivan L. Eland, Director of Safety Education, .Department of Edu cation, University of Northern Iowa, Cedar Falls, Iowa. Guv Farmer, President, Bituminous'. Coal Operators' Association, Washington, D. C D.M. Fergusson, Director of. Safety Services, Nationwide Insur ance Company, Columbus, Ohio A.C. Field, Jr., Vice President, Manager, Public Affairs, WGN Group Stations^ WGN Continental Broadcasting Company, Chicago, Maurice Fischer, Chicago, BL Welby M. Frantz; President, Eastern Express, Inc., Terre Haute, Ind. Robert G. Frazier, MJX, Executive Director, American Academy of Pediatrics, Evanston, Iff. John. W. Gibbons, Director of Public Relations, Automotive Safety Foundation, Washington, D. C. Arthur P. Gildea, Secretary-Treasurer, United Brewery Workers, Cincinnati, Ohio Mrs; Lionel CGilmour, Bellevue, Wash. * .. Robert E. Gocee, Vlce President, Industrial Relations and Personnel, The Greyhound Corporation, Chicago, 111. George L. Gorbetx. Manager, Personnel Safety, Monsanto Company, St Louis, Mo. Wu. Paul Gray, National Executive Secretary, Future Farmers of America, Office of Education,. Department of Health, Education, and Welfare, Washington, D. C. Gerard O. Griffin, Manager, Hazard Control, Dravo Corporation, . Pittsburgh, Pa. Dr.. John V. Grimaldi, Director, The Center for Safety, New York University, New York; N. Y. Rev. Robert A. Grunow, Director of Seminary Relations, Concordia Seminary,. St. Louis, Mol Samuel R. Guard, Director,- Metropolitan Studies Center, Illinois Institute of Technology, Chicago, IIL George C. Guenther, Director, Bureau of Labor Standards, U. S. Department of Labor, Washington, D. G ' Roy Haeusleb, Chief Engineer, Automotive Safety, Chrysler Cor- poration, Detroit; Mich. 12 Ml i'*. y '.V , i National Safely Council (Board of Directors, continued) Edward B. Haggerty, International Safety Representative, Inter national Association of Fire Fighters, Cincinnati, Ohio Herbert E. Harper, President, Public Service Coordinated Trans- . port, tylaplewood, N. J. ... ,W. J. Harrison, Jr, Manufacturing Representative, Getty 6il Com. pany, Delaware City, Del. R. M. HartmXn, Assistant Manager of Compensation and Safety, Bethlehem Steel Corporation, Bethlehem, Pa. Albert L. Hauck, Vice President; Director of Public Relations and Marketing, Transportation Underwriters, Inc.,' Indianapolis) Ind. Daniel F. Hayes, Assistant Director of Safety, Industrial and Pub lie, "NASA, Washington, D. C. " Harry Heltzer President; 3M Company, Sb Paul, Minn. W. C. Hewitt, Chairman of the Executive Committee, Phillips Pe troleum Company, Bartlesville, Okla. Dr Kenneth Hildebrand, Minister, The Central Church of Chi cago, Chicago, 111. . Joseph R. Hqgsett, Attorney at Law, Hogsett, Shaffer & Gibson,. Kansas City, Mo. ... Dr Jerome H. Holland, President, Hampton Institute, Hampton, Va. Paul J. Hoover Vice President-Civic Relations, The Halle Bros. Co., Cleveland, Ohio ' Kenneth A. Housman, Assistant Postmaster General, Bureau of Personnel, Post Office Department, Washington, D. C. H. M. Huntington, General Supervisor of Safety, International Harvester Company, Manufacturing Services, Chicago, 111. Dr Walter Jacoby, Vice President, Youth Education, American Institute of Cooperation, Washington, D. C. -. T. Lawrence Jones, President, American Insurance Association, New York, N. Y. James. L. Karns, Administrator, Division of Motor Vehicles, Wis consin Motor Vehicle Department, Madison, Wis. William J. Kendrick, Program Executive, Industrial Relations De partment, National Association of Manufacturers, New York) N. Y. James E. Kenney, Vice President and General -Manager, Pacific Telephone & Telegraph Company, Los Angeles, Calif. Norvin C. Kiefer, M.D., Vice President and Chief Medical Director, The Equitable Life Assurance Society, New York; N. Y. .13 M "'iS| :^l ' :t : National Safety Council Dr. Denis J. Kigin, Assistant Dean of Extension, Arizona State University, Tempe, Ariz. Alan L. Kling, Loss Prevention Consultant, Baldwin, N. Y. Werner 'C. Knoop, President, The Baldwin Company,'Little Rock,. Ark. Mrs. Hideo Kodani, Pacific Palisades, Calif. Dr. Dalibor W. Kralovec, Director,'Division of Safety Education,' The School District of Philadelphia, Philadelphia, Pa. Mrs. John E. Krueger, .Milwaukee, Wis. Frank E/Laderer, Director of Safety,'Nationwide Insurance Com pany, ColumbuS, Ohio ,, F. S. Lake, Director of Safety,-Interstate System, Grand' Rapids, . Mich. John D. Lawlor, Executive Vice President, National Safety Coun cil, 42S North Michigan Avenue, Chicago, 111. 60611 Ivan F. LeGore, Safety Director, Portland Cement Association, Skokie,. 111. , C. B. Lempn, Director of School Transportation, New Mexico State . Department of Education, Santa' Fe, N. Mex. ' Philip Lesly, President, The Philip Lesly Company, Public Rela tions Counsel and Service, Chicago, ill. ', Edwin B. Locke, Vice President, Texas Employers Insurance Asso ciation, Dallas, Texas ... Nils A. Lofgren, Vice President, Insurance .Institute for High-' way. Safety, Washington, -D. C. Dr. James D. Logsdon, Professor of Education, Florida Atlantic University, Boca Raton, Fla. Louis F. Lucas, Executive , Director and Treasurer; National Rifle Association of America,- Washington, D. C. Rev. M. P. Lutness, Assistant Executive Secretary, Division of Service to Military Personnel, Lutheran- Council in the U. S; A., Washington,' D. C. Raymond M. Lyons, Vice President for Industrial Relations, Frue' hauf Corporation, Detroit, Mich. Hon. Geraldine F. Macelwane, Judge, Common Pleas Court, Lucas County, Toledo, Ohio Alex A. Maleski, Director; National Special.Services, Boys'Clubs of America, New York, N. Y. 14 ' ' '' r ... National :/ Safety Council (Board of Directors, continued) Victor J. Mari, Executive Director, Safety Council of Western < Massachusetts, Springfield, Mass. Richard E. Marland, Ph.D., Assistant Commissioner for Program . Development, Consumer- Protection and Environmental Health Service; Rockville; Md. Miss Marion. E. Martin, Commissioner of Labor and Industry, State of Maine, Augusta, Me. Stanley A. Mate, Director, Competitions, Training & Facilities Division, National Rifle Association of America, Washington, D."C. E. O. Mattocks, Port Washington, N. Y. J.- H. Tyler McConnell, President, Delaware Trust Company, Wil mington, Del. Brooks McCormick, President; International Harvester Company, Chicago, 111. ' Robert F. McCurdy, President, Newport' Supply Company, Costa Mesa, Calif. Harold S. McFarland, Director of Personnel Relations, General Motors Corporation, Detroit; .Mich. Dr. Ross A. McFarland, Guggenheim Professor of Aerospace Health ' and Safety, Harvard School of Public Health, Boston, Mass. . John J. McKenna, Manager, Security' and Safety Department, Mobil Oil Corporation, New York, N. Y. .Eugene W. Merry; President; Mine Safety Appliances Company, Pittsburgh, Pa. Virgil J. Meyers, Company Safety Director, Western Electric- Com pany, New York; N, Y. Marvin D. Mills, Associate Professor, Safety Education, Physical Education Department-Men, Marshall University, Huntington, W.Va. . Norman C. Mindrum, Director, National 4-H Service Committee, Inc.i Chicago, III. ' Edmond j. Mongeon, Director, Water Safety, The American Na tional Red'Cross, Washington, D. C. Mrs. -Charlotte Montgomery, Contributing Editor, Good House-, keeping Magazine, Westfield, N. J. John; Montgomery, Second Vice President, Casualty-Property De1 partment, The Travelers,-Hartford, Conn; . George A. Moore, Geo. A. Moore & Associates, Inc., Portland, Ore. -15 ' 1 National Safety Council (Board of Directors, continued) R. L. Moore, Manager, Safety Services Division, National Loss Con trol Service Corporation, Chicago, 111. Mrs. Berl M. Morrill, Vice President and Treasurer,. A. D. Pease Grain Co., Inc., Burlington, Vt. Thomas C. Morrill, Vice President, State Farm Mutual Automo bile Insurance Company, Bloomington, III. E. Frederic Morrow, Vice President, Bank of America, New York N. Y. ' Allan D. Musgrove, President; IML Freight; Tnc., Salt Lake City, Utah. Edward C. Myers, Vice President and Assistant to President, United States Steel Corporation, Pittsburgh, Pa. W. E. Naumann, Chairman of the. Board; .M. M. Sundt Construc tion Company, Tucson, Ariz. Logan B. Neb, Manager, Louisville Enamel Plant, American Stand- . ard, Louisville, Ky. Amos E. Neyhart, Director Emeritus & Consultant; Institute of Public Safety, University Park^Pa. Robert A. Olen, Vice President; Crane Carrier Canada, Ltd, Rexdale, Ontario, .Canada Captain David Oliver, USCG, Commander, Chicago Group, United States Coast Guard, Chicago* III. J.' U. Parker, John U. Parker & Associates, Houston, Texas Dr. Orville G. Parrish, Director of Pupil Transportation, New Jersey State .Department of Education, Trenton, N. J. .. R. G. Pearson, Manager, Information & Media Department; Public Relations, Shell Oil Company, New York; N. Y. ' Arthur. G. Petry, Administrator, Information and Development;' The National' Socie'ty for Crippled Children and Adults,. Chicago, 111. ' ' r> . John L. Pickens, Secretary, The Hartford Insurance Group, Hart-' ford, Conn. Fletcher N. Platt, Manager, Traffic Safety and Highway Improve ment Department, Ford.Motor Company, Dearborn, Mich. G. H. Pope, Managing Engineer, Casualty & Chemical Hazards De- partment, ^Underwriters' Laboratories, Inc., Northbrook, UL Lorne F. Purves, Superintendent of Transportation and Safety, Toronto Star Limited, Toronto 179, Ontario, Canada 16 #f^V ''V^|;'' ?;: '":" :'`:v\--v. -:' ;;-1"-"' -:rv;- :i'i ::' '. * J-. ?: National V : Safety Council ' (Board of Directors, continued) ' ' }$ .:} V? Howard Pyle, President, National Safety Council, 425 North Mich igan Avenue,' Chicago, I1L 60611 J. S. Queeneh, Manager, Safety and Fire Protection Division, E. I. du Pont de Nemours & Company, Inc, Wilmington, Del' J. G. Radojtfe, Supervisor, Industrial Safety Section, Ford Motor Company, . Dearborn, Mich. L. W. Randt, Director of Corporate Planning, Oliver Corporation,Chicago, III Howabd Rebholz, Safety Director, The Rath Packing. Company, . Waterloo, Iowa John S. Reed,. President, The Atchison, Topeka and Santa Fe Rail way System, Chicago, III R. L. Rickenbaugh, President, Rickenbaugh Cadillac Company, Den ver, Cola Mabk-D. Rodeson, Executive Vice President; Yellow Freight System,' Inc.,- Kansas City, Mo. Frank EL Rogebs, Division Vice President, Central Telephone Com pany, La3 Vegas, Nev. . '' . . .- < . Mrs. Roth C Roos, Corporate Secretary, Edw. EL Walters & Co, Inc., Chicago, III E. M. Rowley, President; Southern Specialty Sales Company, Inc., New Orleans, Louisiana. E. H. Rydholm, Vice President-Civic Affairs, Chrysler Corporation, Detroit; Mich. C. F. Schlxjeteb, President, Employers Insurance of Wausau, Wau- ' sau, Wis. * Karl Schulze, Chief, Motor Vehicle Inspection Section, Federal Highway Administration, U.' S. Department of Transportation, Washington, D. C John H. Schwasten, Schwarten Corporation, Evanston, III. O. D. Shackelford, President, Binyon O'Keefe Storage Company, Fort Worth; Texas. . Gordon H. Sheehe, Director, Highway Traffic Safety Center, Mich igan State University, East Lansing, Mich. - ` Dr. W. Henry Shillington, Field Secretary, General Board of Pensions of the Methodist Church, Evanston, 111. Percy H. Shoe; Assistant Secretary, Program Development, Kiwanis International, Chicago, 111. 17 . Justin B. Snyder, Manager, Activities Department, Lions Interna tional, Chicago, III ' S. F. Spence, Director, Safety and Loss-Prevention, American Cyanamid Company, Wayne, N. J. Peter R. Sphxer| United' Auto Workers Local 588,'South Holland^ Illinois Louis Pi Spitz, Executive Director, American Association of Motor Vehicle Administrators, Washington, D. C.' Herman J, Sfoerer, Canfield, Ohio . Winslow A. Stahle, Resident Manager, Liberty Mutual Insurance Company, Springfield, Massachusetts Stanford C.' Stoddard, President, Michigan Bank, National Associa tion, Detroit, Michigan W. E. Stuckey,.'Leader, Safety & Emergency Preparedness,'Co- ', operative Extension Seiyice, The Ohio State University, .Columbus, Ohio .' W. E Stuffing,. Director of Safety, Carrier Corporation, Syracuse, New York Edwin W. Tanquary, Elmhurst, Illinois Vincent L. Tofany, Commissioner, Department,of. Motor Vehicles, State of New York, Ajbany, New York C. A. Tolin, Vice President, Ralston Purina Company, St Louis,' Mo. N. A. Trombley, Manager, Industrial Health Services, Chrysler Cor. poration, Detroit, Mich. J. W. Tysse, Manager of Safety, Republic Steel Corporation, Cleve. land, Ohio James- F. Van Namee, Administrator Accident Prevention, Westinghouse Electric Corporation, Pittsburgh,- Pennsylvania Mrs. J. S. Van Wert, Hampton, Iowa . Dr. Preston A,. Wade, Professor of Clinical Surgery, Cornell Uni versity Medical School, New York, New York , 18 . 4; National Safety Coimeil (Board of Directors, continued) " Mbs. Joanne J. Warren, Bangor,- Maine ' , Charles A. Webb, President,. National Association of Motor Bus Owners, Washington, D. C T. K.- Webb, Regional Vice President, Union Carbide Corporation, Charleston, West Virginia Miss Mary M. Weeks, Program Specialist, Health and Safety Edu- cation. Girl Scouts of the United States of America, New York; New York Bek West, Attorney, Nashville;'Tennessee ' Miss Janice R. Westabt, M.P.HL, Associate Professor, School of . Public Health, The University of North Carolina, Chapel Hill, North Carolina ' Hunter P. Wharton, General President, International Union of Op erating Engineers, Washington, D. C. George M. Wheatley, MJX, Senior Medical Director, Metropolitan Life Insurance Company, New York, New York ' William V: White, Executive' Director, National- Commission on Product Safety, Washington; D- G ' Victor E. Whitehouse, Director of Safety, International Brother- ' , hood of Elrctrical Workers, Washington, D. C. ; T. H. Wilkenson, Director of' Safety, Department of the Army, Washington,'D. C. Howard L. Willett, Chairman, The Willett Company, Chicago, Illiriois S.. L. Williams, Safety & Fire Protection Engineer, E. I. du Pont de-Nemours & Company, lhc, Wilmington, Delaware i. Dorwin L. Williamson, Superintendent, Training arid Safety, Qeveland Transit System, Cleveland, Ohio.' .) Lowell F. Wingert, President, Mountain States Telephone and Tele-' graph Company, Denver, Colorado. " Paul S. Wise, President; American. Mutual Insurance Alliance, Chi cago, Illinois . ' Mack W. Worden, Vice President, General Motors Corporation, Detroit, Michigan Rev. David A. Works, Executive Vice President, North Conway In stitute, Boston, Massachusetts John Zich, Manager,' Technical Data &- Standards Department, Ford Motor ..Company, Tractor & Implement Division, Bloomfield Hills, ' Michigan 19 List of Exhibitors SAFETY EXPOSITION EXHIBITORS-1969 Aden Supply Co., 5706 W. River Dr* N. E* Belmont, Mich. 49306 . Safety glasses. * Adolph and Company, 3453 W. Foster Ave* Chicago, HL 60625 Industrial clothing. Advance Glove Mfg. Co., 901 W. Lafayette Ave., Detroit, Mich. 48226 Industrial work gloves and clothing. ' Advanced Learning Systems, Inc* 25 E. Salem St^ Hackensack, N. J. 07601 Instruction in safe lifting practices. ... Ag-Tronic, Inc.* 1801W. "B" St, Hastings, Nebr. 68901 Slow moving vehicle emblems. Akron Brass Mfg."Co., P. O. Box 86, Wooster, Ohio 44691 * Fire fighting equipment. Alan Wood Steel Co., ConBhohocken Road, Conshohocken, Pa. 19428 ' Abrasive rolled steel floor`plate. Alderson Research Laboratories, 390 Ludlow St, Stamford, Conn. 06904 Teaching and training mannikin. Allied Glove Corp., 4308 W.Armitage Ave* Chicago, DL 60639 Gloves and clothing. -' American Allsafe Co* Inc* 1245 Niagara St* Buffalo, N. Y. 14213 Drybrow sweatbands, nylon fan guards and related products. American Chain and Cable Co* Inc* 929 Connecticut Ave., Bridgeport, Conn. 06602 Sling`chains and sling chain assemblies, wire rope slings and assemble-your-own .' wire rope slings. American Footwear Corp., 1 Oak Hill Rd* Fitchburg, Mass. 01420 Safety shoes, and boots. . `. American Industrial-Safety Equipment Co* 3500. Lakeside Ave., Cleveland, Ohio 44114 . Welding and cutting goggles; spectacles, welders' lenses, hard' hats, -visitors! spec tacles, and goggle clips. . ` American Optical Corp* 14 Mechanic St* Southbridge, Mass. 01550 ` Head, eye, respiratory, protective devices; safety clothing; safety specialty products. American Society of Safety Engineers, 850 Basse Hgwy* `Park Ridge, HL 60068 Professional society. 35 1969 National Safely Congress Ames PnhlMifhg Coi, OneW. OlneyAve^ Philadelphia, Pa. 19120 Industrial trade magazine publishers. Ampco Metal, Inc, 1745 S. 38th St, Milwaukee, Wis. 53201 Hand tools of spark-resistant alloys for use In explosive or flammable conditions. Ansul Ci One Stanton St, Marinette, Wis. 54143 Fire protection products. Antrex Corp^ 4355N. Avers, Chicago, IlL 60618 Safety Talker Message Repeater, portable public address systems. Apex Safety Products, Washington and Elm Ste, Cleveland, Ohio 44113 Safety hats and caps. Amar-Stone Laboratories, Inc, 601E. Kensington Rd., Mt Prospect 111. 60056 Americaine Topical Anesthetic Atlas Safely Equipment Co,, Inc, 175-179 N. 10th St, Brooklyn, N. Y. 11211 Industrial safety belts, harnesses, and straps. Ladder climber's safety device. Sky * Genie descent control. Babbitt Industries, Inc, 340 RocbKng R&, S. San Francisco, CaL 49080 Eye and head protection. Bacharach Ind. Inst Co., 625 Alpha Dr., Pittsburgh, Pa.15238 Gas-analyses instruments. Humidity and temperature indicators and recorders. . Multi-gas leak detectors. Air flow velocity indicators. .* \* ' .> " Badger-Powhatan, Rt #9, Ranson, W. Via. 25438 . Fire protection equipment ' .* . B & K Instruments, Inc, 5111W. 164th St, Cleveland, Ohio 44142 .. Hearing protection equipment * " W. M. Bashiin Co., 119 W. Pine St, Grove City, Penn. 16127 linemen's and industrial safety belts, slings, high voltage rubber-gloves, sleeves. Bauer Mfg. Co, 1505'E. Bowman St, Wooster, Ohio 44691 Ladders. . ' Bausch & Lomb Inc, 635 St Paul St, Rochester, N. Y. 14602 Vision and audio testing equipment Bell Glass & Mirror Co., 1328 Flatbnsb Ave^ Brooklyn, N. Y. 11210 Traffic safety mirrors. Bell & HoweHCo., 7100 McCormick Rd, Chicago, I1L 60645 Motion picture cameras, projectors, and filmstrip projectors. . Beltane Electronics Corp., 4201W. Victoria, Chicago, 111. 60646 Hearing protection equipment 36 "' List of Exhibitors. ' / Best's Safety Publications, A. M. Best Co, Inc, Park Ave, Morristown, N. J. 07960 Safety publications. Best Mfg Ccrp, Menlo, Ga. 30731 Work Gloves. Charming L. Bete Co, 45 Federal St, Greenfield, Mass. 01301 \ ' Scriptographic Booklets. Big Beam, 290 B. Prairie St, Crystal Labe, HL 60050 Batteryoperated hand lamps, flashers, emergency lights. E. W.BlissCot, 80 Second St,S. Portland, Maine 04106 Fire fighting equipment. . H; 1>. BoutanCo, Inc, 320 Main St, St Buzzards Bay, Mhss. 02532 Industrial <qre protection, goggles, and spectacles. W. H. Brady Co, 727 W. Glendale Ave, Milwaukee, Wis. 53209 Self-stic&ing markers and accident prevention signs. Lester L Brossard Col, 540 N. Michigan AW,CJricagO!, IIL 60611 Safety mirrors for industrial use. Liquid hand cleaner.' Stewart R. Browne life C&, 830 Stewart Ave, Garden City* N. Y. 11530 Portable explosionproof inspection lights. Brunswick Corp, 69 W. Washington St, Chicago, ID. 60602 Anti-static clothing. Buckeye Fire Equipment Co, 4103 Detroit Ave, Cleveland, Ohio .44113 . Fire fighting equipment. ' R. H. Buhrke Div, Mathias Klein & Sons, Inc, 7200 McCormick Rd, Chicago, 111. 60645 Hand tools, safety belts, linemen's equipment. E D. Bullard Co* 2680 Bridgeway, Sausalito, Calif. 94965 Safety hats, caps, and accessories, industrial first aid lots, safety hoist hooks, ve hicle alarms, air purifiers, and ear plugs. ' CAH Industries^ 10245 Pacific Ave, Franklin Park/IIL 60131 SeU-extihgtiishiiig waste receptacle. Calgon Commercial Div, Calgon Corp, 7501 Page Ave, St. Louis, Mo. 63166 Hand cleaning products. Canrad Precision Industries, Inc, 630 Fifth Ave, New York; N. Y. 10020 Safety signs. Cardox Div, Cbemetron Corp, 840 N. Michigan Ave, Chicago, IU. 60611 ' Fire fighting equipment and supplies. <r- 1909 National Safety Congress .V Carhoff Co., 13440 CedarRd.; Cleveland, Ohio 44118 Lens cleaning items. '. . Casco Products Corp.; 512 HancockAve., Bridgeport, Conn..06602 Hand-portable pressurized dry chemical fire extinguishers. : . t Casell Co., Inc., 1785 Tanen St., Napa, Calif. 94558 'Emergency lights and barricades; - . * * ' . Cesco Safety Products, 2727 W. RoscoeSt, Chicago, 111. 60618 Safety glasses and lenses, cup goggles, special .purpose g'oggles, welding helmets, . face shields, respirators, plastic aprons, and hoods. ' ' , . A. B. Chance Co., 210 N. Alten.St, Centralia, Mo. 65240- Hot line maintenance-and line construction tools. Hot line tools. . . Charleston Rubber Co., 16 Stark Industrial Park, Charleston, S. C. 29405. Rubber, plastics, and rubber coated gloves, aprons and sleeves. . Chrysler Corp., 341 Massachusetts Ave., Detroit, Mich. 48231 Safety features in 1967`line of automobiles and trucks. David Clark Co., Inc., 360 Franklin St., Worcester, Mass. 01604 . Muff-type ear protection. Clear View, 5701W; 60th Ave., Arvada, Colo. 80002 Lens cleaning items; The Coca-Cola Co., P. O. Drawer 1734, Atlanta 30301 Coca-Cola served through the courtesy arid cooperation of the Coca-Cola Bottling Company of Chicago... - Columbus McKinnon Chain Div., 160 Fremont St, Tonawanda, N. Y. 14152 Sling chains, hooks, and coupling links. Converse Rubber Co.j 392 Pearl St, Malden, Mass. 02148 . . Safety toe rubber footwear, industrial rubber footwear, protective clothing of rubber . . and. neoprene; . Custom Materials Inc., Alpha Industrial.Park, Chelmsford, Mass. 01824 ' . Static-free permanently conductive polyolefin. Den-Va Company, 62 Stanhope St, Brooklyn, N. Y. 11221 . Nylon safety spectacles. Detex Corp., 53 Park Place, New York,.N. Y. 10007 Watchmen's clocks. . R. E. Dietz Co., 225 Wilkinson St., Syracuse, N. Y. 13201 Lanterns, torches, flashers; barricades, and safety equipment. 38. . r- 15! m Dockson Corp., 3839 Wabash Ave., Detroit, Mich.48208 . Spectacles, goggles, face shields, 'heimets; hats, and respirators.' .'W* List of. Exhibitors .i ;r i-n Dow Coming Corp., Midland, Mich. 48640 ' Sight Savers,, lens cleaning stations. Duff-Norton Co.,.100 Pioneer Rd., Box-1719, Charlotte, N. C. 28201 Hand chain hoists. ` IS. I. du Pont de Nemours & Co., Inc., Centre Rd. Bldg., -Wilmington, DeL 19898 "Nomex" fabric.. Duracraft Corp., 2630 S. 2nd W., Salt Lake City,. Utah .84110 -.Gloyes. Durable Textile Products Co., 809 N; 19th St, Philadelphia, Pa. 19130 Dust masks.. .. ^ . .' \, Eagle Mfg. Co., 24th & Charles Sts., Wellsburg, W. Va. 26070 . Safety cans, cigarette-cigar butt cans, drain cans, drip cans, brass oilers. " Eastern Metal of Elmira, Inc., 1430 Sullivan St, Elmira, N. Y. .14901 Safety signs.. .. , Eastern Safety Equipment Co., Inc., 36-12 Astoria Blvd., Long Island City, N.'Y. 11103 Safety goggles-and spectacles. . Economy Engineering" Co., 484 Thomas Dr,, Bensenville, 111. 60106 Telescoping work platform. : > , - , Edhtont-Wilaon, 1205 Walnut St, Coshocton, Ohio 43812 Coated arid impregnated work gloves. Electronic Specialties Co., 525 River. St, Batavia, 111. 60510 - Warning lights, barricades, and accessories. . ,, Elkhart Brass Mfg. Co., Inc., 1302 P. Beardsley Ave., Elkhart, Ind. 46514 . . Nozzles and other fire-department supplies and fire fighting equipment. Emed Co., Inc., 1573 South Park Ave., Buffalo, N. Y. 14220 Safety signs. .- ' E M E Corp., 4239 24tif Ave, W., Seattle, Wash. 98199 Brakes for electric motors. ' r- _n Encon Mfg. Co., 4914 Dickson St., Houston, Tex. 77007 '. Eye wash fountains, emergency showers, personal air conditioning equipment. . Erdco Engineering .Corp., 136 Official Road, Addison, -111. 60101 Gas vapor alarm systems. ... Falcon Safety Products, Inc., 1137 Route 22, Mountainside, N. J. 07092 Fire alarms, sirens, horns, bells and other signaling devices. 39. I960 National Safety Congress Faultless Rubber Co., 268 E. Fourth Sh, Ashland, Ohio 44805 Industrial gloves. Federal Sign and. Signal Corp., 13625 S. Western Ave* Bine Island, RL 60406 Sirens, boms, bells, and warning lights for visual and audible signaling; *. Fendall Ca, 2222 Diversey Pkwy., Chicago, BL 60647 Spectacles, face shields, and cup-type and cover goggles. Ferno-Washington, Inc.,6th and Fine Stri, Greenfield, Ohio 45123 Emergency patient handling equipment and accessories for the first aid room. Fibre-Metal Products Co., 5tb arid Tilghman Sts^ Chester, Pa. 19016 Safety bats and caps,'face shields, safety masks, welding helmets, headiest and coinbination goggles. ".. . Fine Organics, Inc., 205 Main St, Lodi, N. J. 07644 Solvents, carbon removers,..emulsion cleaners, polishers, and disinfectants. ' Fire-Atak, Ltd., 777 Dundas St, E* Toronto, Canada . Fire extinguishers. Ford Division--Ford Motor Co., Box 658, Dearborn, Mich. 48121 Ford passenger car with safety features. Franklin Metal Products, 217 N. Jefferson St, Chicago, HL 60606 Safety cans, containers, smoking receptacles. Frommelt Industries, Inc., 465 Huff St, Dubuque; Iowa 52001 . ' Wrap-around portable safety.welding shield; portable welding screen. Fyre-Blok, First National Bank Arcade, Huntington, W. Va. 25715 ' Vehicle safety device. Fyrepel Products, Inc., 951 Buckeye, Newark, Ohio 43055 High heat protective clothing and equipment for industiy, space-military, and fire . - fighting agencies. General Fire Extinguisher Corp., 1685. Shermer Road, Northbrook, I1L * Fire Extinguishers. General Motors Corp., 3044 W. Qrand Blvd., Detroit, Mich. 48202. Automotive safety. General Radio Co., 300 Baker Ave., W. Concord, Mass. 01781 Hearing protection equipment and testing. Gen Tex. Corp., Box 315, Carbondale, Pa. 18407 Head protection equipments - .* * Glas-Tex, 14832 Arrow Highway, Baldwin Parley Calif. 91706 Fiberglass safety signs 40 v*. >; 'W. r:-y ' ... ' List of Exhibitors Glendale Optical Co., ihc., 130 Crossways Park Drive, Woodbury, N. Y. 11797 Eye and face protective equipment. . .. - Globe Div.U, S. Gypsum, 101S. Waiker Drive, Chicago, DL 60606 Safety grating, cable tray, channel and fittings, slotted angles. Globe Safety Products, 125 Sunrise Place, Dayton, Ohio 45407 Resuscitators. . ' Goodall Rubber Co., Whitehead Rd* Trenton, N. J. 08638 . Fire hose, hose couplings, nozzles, and adaptere. /' n B. F. Goodrich, Industrial Products Co., 500 S. Main St, Akron, Ohio 44313 Industrial rubber safety footwear, and protective clothing. 4^he Granet Corp., 25Loring Drive, Framingham, Mass.01701 Coated fabric work glove. ,# _ .* Graphic Caution Systems Div., Diversa Mfg. Co., 4518 Lakeside Ave., Cleveland, Ohio 44114 ... ' ` Changeable letter safety sign panels. Grem, Inc., 23958 Clawiter Rd., Hayward, Calif. 94545 Ladders. A. E. Halperin Co., Inc., 716 Columbus Ave., Boston, Mass. 02118 Stretchers, first aid kits, and accessories. Haws Drinking Faucet Co., 4th and Page Sts., Berkeley, Calif., 94710 Emergency eyewash and showers. Hazard Controls, Inc., Woodland & Yale Aves., Cherry Hill, N. J. 08034 . Warning lights, barricades, signs, reflectors, cylinder clamps, lockouts, ladder shoes, can carriers, flags, and barrier rope. .* \ `- Warren Heim Corp,, 222 N. 5th Ave., Mt Vernon, N. Y. I0553 Canvas buckets, bags, and protective, covers. Hild Floor Machine Co., Inc., 5339 W. Lake St., Chicago, DL 60644 Explosionproof vacuum cleaners and' floor scrubbing and polishing -machines. Hilti Fastening Systems, 360 Fairfidd Ave., Stamford, Conn. 06904 . . Power-assisted drive tools that fasten pins and threaded studs into concrete masonry. and ?teel. .w . Himco, Inc., Valley Head; Ala. 35989 Ladders. Hydra-Lok, Inc., 4600 Beechnut, Houston, Tea. 77003 Fire safety device. 41 .1969 National Safety Congress Hy-Test Safety Shoes, Div* of International Shoe Co., 1509 Washington Ave* St. Louis, Mo. 63166 ' Safety Shoes and conductive and nonconductive footwear. Hytronic, Inc., 4201st Ave* W* Seattle,Wash.98119 Face shield and helmet with self-containing air ventilation blower. Illinois Glove Co., 7301 N. Lawndale Ave* Skokie, I1L 60078 ' Industrial work gloves and lineman's gloves. Industrial Products Co., 2820 N. 4th St, Philadelphia, Pal 19133 Industrial clothing. International Film Bureau, Inc, 332 S. Michigan Ave* Chicago, 111. 60604 - Safety films available on a.sales and rental basis. Inteat Driver Testing Equipment, 530 Electric St, Scranton, Pa. 18509 Driver testing equipment Interstate Robber Products Corp* 908 Avilla St, Los Angeles, Calif. 90012 . Traffic cone system for traffic control. Iron Age Safety Shoe Co., 1205 Madtson Ave, Pittsburgh, Pa. 15212 Work and dress-style safety shoes and safety rubber footwear. Jackson Products, 5523 E. Nine Mile Rd* Warren, lUficb. 48091 Goggles, welding helmets, face shields^ safety hats and caps. Jomac-Products, Inc., 863 Easton Rd, Warrington, Pa. 18976 Chemical and protective vinyl clothing and gloves, and terry cloth gloves- and products. Jones and Co., 861 Broad St* Providence^ R. L 02907 ' Full-vision visor goggles and replaceable lenses. Junkin Safety Appliance Co., Inc* 3121 Millers Lane, Louisville, Ky. 40216 Interlocking barrier gate guard for power presses; safety shields for grinders; stretcher-cases-and stretchers. . Justrite Mfg. Co., 2061N. Southport Ave* Chicago, HI. 60614 Safety cans, bench cans, plunger cans. Oily waste cans. Electric lanterns and flash lights for use in hazardous areas. Karel First Aid Supply Co., 4342 Ogden Aye* Chicago, 111. 60623 Medical equipment for industrial hospitals and first aid rooms. K-D Lamp'Co., 1910 Elm St* Cincinnati, Ohio 452.10 Emergency lighting. Walter Kidde and Co* Inc* 675 Main St* Belleville, N. Y. 07109 Portable fire extinguishers, and accessories. Automatic carbon dioxide fire extin guishing system. . 42 List of Exhibitors (. Kimberly-Clark Corp., N. Lake St,Neenah,Wisc. 54956 ' . ; . Industrial wipers, disposable industrial clothing. Kimsafe, Inc, 4900 Campbell Road, Willoughby, Ohio 44094 Personal protection devices for industry. ' Personal protection devices for employees in industrial plants. .v,' . . * k* Knapp Brothers Shoe Mfg, Corp., 173 Spark St, Brockton, Mass. 02401 Safety shoes. . J. Kunz Glove Co., 2141W. North Ave., Chicago, III. 60647 .7 - Leather and rubber work gloves, * Laerdal Medical Corp., 136 Marbledale Rd., Tuckahoe, N. Y. 10707 : '' Training aids and equipment for resuscitation and first aid. ! ; Lectric Lites Co., 2504 W. Vickery St., Ft. Worth, Tex. Barricade flasher lights and traffic signs. . Walter G. Legge Co., Inc., 101 Park Ave., New York, N. Y. 10017 . Safety floor maintenance materials, Personnel and equipment grounding devices. Lehigh Safety Shoe Co., First and Minor Sts., Emmanus, Pa. 18049 Leather - and- rubber safety footwear including conductive and. electrical hazard - shoes. _. Lensdean, Inc., 151W. 25th St., New York, N. Y. 10001 ' Lens cleaning products. Liberty Protective Leathers; Box 211, Clark Mills, N. Y. 13321 Leather gloves and mittens. Link Division-Singer,'Colesville Rd,, Binghamton, N. Y. 13902 Driver trainer. - . Louisville Ladder Co., 1163 Algonquin Pkwy., Louisville, Ky. 40208 . Fiberglass and aluminum steps, platforms, extension trestles, aluminum planks and' stages, steel warehouse' ladders. '' ' Thom McAn Shoe Co., 67 Millbrook St., Worcester, Mass. 01606 Safety shoes. Julian A. McDermott Corp., 1639 Stephen St, Ridgewood, Brooklyn, N.Y., 11227 Warning and safety lighting for municipal industrial and utility use. . - Machinery Center, Inc., 1201S. 6th West Box 964, Salt Lake City, Utah 84110 Sala Safety Block. Magid Glove Mfg. Co., Inc., 2201 W. Wabansia Ave., Chicago, 111. 60647 Industrial gloves. Maico.Hearing Instruments, 7375 Bush Lake Rd., Minneapolis, Minn. 55435 Hearing protection equipment. 43 Traffic safety products. Mars Disposables, 350 Fifth Ave* New York, N. Y. 10001 Disposable wearing appareL : :k Martindale Electric Co*1375 HirdAve* Cleveland, Ohio 44107 - Protective masks and refills, protective eyeshields, and electrical testing instruments. . Martin-Decker Corp* 1928 S: Grand Ave., Santa Ana, Calif. 92705 Safety tools. '' * A. J. Masuen Co., Le Mars, Iowa 51031 ... Industrial'first aid kits and supplies. Medical Supply Co., 1027 W. State St, Rockford, 111. 61101 First aid kits and accessories, Resuscitation training aids, stretchers. . Meyer Mfg. Inc* Box 114, Red Wing, Minn. 44066, . Safety products for the protection of person while climbing.. Mitbutn Co., 3246 E. Woodbridge, Detroit Mich. 48207 Protective hand creams and related products. Miller Allied Corp., 1418 Park Ave* Alameda, Calif. 94501 . Material handling slings and adjustable lifting safety beams. . Miller Equipment Co* Inc* 13th and New Sts* Franklin, Pa. 16323 Linemen's safety equipment and accessories. Mine Safety Appliances Co* 201N. Braddock Ave* Pittsburgh, Pa. 15208 Complete line of safety equipment for industry and mining. Miracle Instrument Co* Inc* 1569 Third Ave* New York, N. Y. 10028 Safety self-ejecting lathe and drill press chuck keys. Mopeco Div* General Cable Corp* 2001 S. Bannock St* Denver, Colo. 80223 Portable ventilating.and heating equipment.1 Morton Mfg. Co* 5th & Church Sts., Libertyville, 111. 60048 Safety grating. \ ' Mott Corp* 500 Shawmut Ave* LaGrange, 111, 60526 Safety mowers. M-P Corp* 6466 Chene St* Detroit, Mich. 48211 Safety blade for rotary lawn mowers.; 44 * List of Exhibitors V .`-'-I ;;.V.r National Assn, of Fire Equipment Distributors, Inc, 604Davis St, Evanston, HL > 60204 Technical association. '_ . National Capital Building Supply Co* Inc, 640 T St, N. E, Washington, D. C. 20018 Ladder extension device. National Display Specialties, Ltd, 15 Broad St, Brockville, Canada Sign painting equipment National Fire Hose Corp,, 516 E. Oaks St, Compton, Calif. 90024 . Fire hose spedalties for the industrial fire departments. National Foam System, Inc., Union & Adams Sts, W. Chester, Pa. 19380 Fire fighting equipment. National Marker Corp, 496 Waterman Ave, E. Providence, R. 1.02914 Sign markers. -I Newco Mfg. Co, Inc., 3636 Main St, Kansas City, Mo. 64111 Wire rope fittings, miniature slings, and a miniature crane demonstrating various lifts.'* -Newton dove, Inc, P. O. Drawer 271, Newton, N. C. 28658 Safety and work gloves. Norris Industries, U. S. Highway #1,-South*Newark, N.J. 07114 Fire extinguishers and fire fighting systems. North American Signal Co, 2700 N. Pulaski Rd, Chicago, 111. 60639 Emergency warning lights. . Northern Signal Co, 350 Tower Rd, Sankville, Wis. 53080 Flashers and barricades. Occupational Hazards, 614 Superior Ave, W, Cleveland, 0.44113 * Occupational Hazards Magazine.. On Gard Industrial Footwear, Inc, 5516 W: Cermak Rd, Chicago, HI. 60650 Safety shoes.. Osborn Mfg. Co, 960 N. Lake St, Warshw, Did. 46580 Safety pliers, lockoiit devices, mufflers and stretcher cases. Pacific Plantronics,' Inc./ Ill Josephine St, Santa Cruz, Calif. 95060 Communication headsets. Pac-Kit Safety Equipment Co, 1 Seneca Place, Greenwich, Conn. 06831 First aid kits and supplies. I .` * Paralta Equipment Co, 2036--164th.PL, Hammond, Did. 46325 Flashing lights, barricades, traffic cones; vests, flags, trouble lights, signs.. 45 - C 1969 National 'Safety Congress Pass & Seymour, Inc., 50 Boyd Ave., Syracuse/N. Y. 13209 Electrical wiring devices. 1. Patent Scaffolding Co., 3100 S. Kilbourn, Chicago, 111. 60623 . Aluminum scaffolding, rolling, and wood and aluminum ladders. Pedley-Knowles & Co., 533 Second St, San Francisco, Calif. 94107 Safety and work nets,of rnahila rope and plastic. Pem-All Mfg. Co,, 39A Myrtle St, Cranford, N. J. 07016 Fire extinguishers. The Pioneer Rubber Co;, 1939 Tiffin Road, Willard, Ohio 44890 Industrial, gloves. Pitman Mfg. Co., P. O. Box 605, Grandview, Mo. 64030 Hydraulic digger,' derrick, and aerial devices!. ' ' *. . The Positive Safety Mfg. Co., 1052 E. 134th St, Cleveland, Ohio 44110 * Power press safety devices. Power-Pak Products, 83 Clyde Ave., Buffalo, N. Y. 14215 Fire Fighting Equipment Prairie State Products Co., 3822 W. Lawrence Ave., Chicago, 111. 60625 Industrial `safety signs. * Pressure Products, 320 W. Washington St, Charleston, W. Va. 25302 Safety sight glass, '` Protectoseal Co., 1920 S. Western Ave., Chicago, 111. 60608 Safety containers for the handling, storing and dispensing of flammable liquids. Protexall Co., P. O. Box 307, Green Lake, Wis. 54941 Clothing. .- " Pulmosan Safety Equipment Corp., 30-48 Linden PL, Flushing, N. Y. 11354. Respirators, eye protection,, helmets, protective clothing, asbestos and leather gloves, safety glasses, first "aid kits, and face shields.. Pyrotronics/Div. Baker Industries, 8'Ridgedale Ave., Cedar Knolls, N. J. 07927 'Fire arid smoke detection and alarm systems. . Racine Glove Co.,.Inc.* Box 368, Rio, Wis. 53960. Safety gloves and apparel for industry and fire protection, safety specialty products. Radiator Specialty Co., 1400 W. Independence Blvd., Charlotte, N. C. 28201 Traffic guides; cones, light, flags. Rainfair, Inc., 1501 Albert St., Racine, Wis. 53401 Wet weather and safety clothing. 46 List of Exhibitor.s Ramset Fastening System, 289 Winchester Ave., New Haven, Conn. 06504 Low-velocity piston tooL R- C. Industries, 320 Cantor Ave* Linden, N. J. 07036 ` " Fire extinguishers. . Record IndostrialCo., 3301 Arch St* Philadelphia, Pa. 19104 . Industrial safety shoes, work clothing and work gloves. Red Wing Shoe Co* 119 Main St* Red Wing,.Minn. 55066 Safety, workshops, oxfords,, and boots. J. C. Rehfroe.Sons, Inc., 1926 Spearing St* Jacksonville, Fla. 32206 ~ Safety clamps for lifting steel. Reviv-A-Life Resusdtators, 8335 S. Halsted St* Chicago: HL 60620 Resuscitation equipment. Reynolds TelevatorCorp* 1104 Sixth St* Muskegon, Mich. 49440 Telescopic work platform. Rite Hardware Mfg. Co* 4530 San Fernando Rd* Glendale, Calif. 91204 . Air-conditioned helmet systems. . Rockford L C. Webb, Inc* 301N. Madison St* Rockford, HL 61110 Noise resistant ear protectors. Rose Mfg. Co., 2700 W. Barberry PL, Denver, Colo. 80204 Automotive seat belts. Industrial safety belts, lanyards, net, and ladder safety de-.` vices. [ The Rucker Co* 2366 StanwellCt* Concord, Calif. 94520 Electrical shock safety device. Safeline Products, Putnam, Conn! 06260 Safety Clothing. Safety & Industrial Net Go* 23 Edgerton St* East Hampton, Conn. 06424 'Safety Nets. Safety Clothing and Equipment.Co* 1990 E. 69th St, Cleveland, Ohio 44103 Safety clothing and equipment for industrial workers. 1 Safety First Products Corp* 175 Saw Mill Road, Elmsford, N. Y. 10523 Portable stored pressure dry chemical fire extinguishers. Safety First Shoes, Inc., 8th and Greenlcaf Sts* Allentown, Pa. 18105 . Safety shoes for industry, railroad, and military use. * Safety Guide Products, Borg-Wamer Corp., 345 N. Third, Sqottsburg, Ind. 47170 Highway warning devices: 47 1969 National. Safety Congress The SafetyJournaVAnderson, S. C. 29621 Safety publication. Siafeway Safety Products Corp., 918 Blackhawk Blvd, Rockton, 111. 61072 Safety cans.. Salescaster Displays Corp., 1010'E. Elizabeth Ave, Linden, N.J. 07036 Illuminated moving message, signs. W. H. Salisbury and Co, 401 N.Morgan St, Chicago, 111. 60622. Linemen's rubber protective devices. Sawyer-Tower Products, Inc., 76 Stanley Ave., Watertown, Mass. 02172 Industrial protective, and safety clothing. . - Schuberth Corp., .1205 Champlain St, Toledo, Ohio 43604 Safety hats and caps, face shields, accessories. Helmetsj., safety hats and capsj safety goggles, and wrap-around protective goggles. Scott Aviation, 225 Erie St, Lancaster, N. Y. 14086 Respirators, inhalators, and environmental protection equipment. ' Searjeant Safety Products, 3111 Winton Rd, S, Rochester, N. Y. 14623. Press guards. 1 . Seco Mfg. Inc., 4461W. Jefferson, Detroit, Mich. 48209 " Fire fighting equipment Seiberling Latex Products, 4500 S. E. 59th St,' Oklahoma City, Okla. 73135 Industrial rubber gloves. ' * ' SeUstrom Mfg. Co,-Highway 53 at U. S. 14, Palatine, I1L 60067 Eye and face protective equipment - , The Servus Rubber Co, 1136 Second St, Rock Island, HL 61201 Rubber footwear of all types. Sigma Engineering Co, 11320 Burbank Blvd., N. Hollywood, Calif. 91601 Hearing protection equipment Fred Silver & Co, 145 Sussex Ave, Newark, N. J. 07103 Traffic Safety Mirrors. Singer Safety Products, 450 N. Lake Shore Dr, Chicago, 111. 60611. Gloves, portable welding screens. Speakman Co, 301E. 30th St, Wilmington, DeL 19899 Emergency eyewash and showers. Standard Industrial Products Co. of HI, 3527 Fanpington Rd,.Peoria, Hh 61601 Dunking station smoking receptacles. - ^\ 48 Standard Safety Equipment Co* 431N. Quentin Rd* Palatine, 111. 60067 Acid and chemically resistant clothing; - Standard Signs Inc* 3190 E. 65th St, Cleveland, Ohio 44127 Industrial accident prevention signs and road work area protection equipment. Steel Grip Safety Apparel Co* Inc* 700 Garfield St, Danville, DL60832 . Hand and.body protection.. Stephenson, Dhr. of Bangor.Punta, Box 1000, Red Bank, N. J. 07701 Resuscitation equipment Speedalyzer, Breathalyzer. Stonehonse Signs, Inc* 5550 W. 60th St, Arvada, Colo. 80002 Accident prevention signs and tags. Stop-Fire* Inc, U. S. 1 at Black Horse Lane, New Brunswick, N. J. 08902 Fire extinguishers. Surety Rubber Co* North High St, Box 97, Carrollton, Ohio 44615 Safety apparel, gloves, sleeves, aprons, and specialized protective equipment.'. . . " Surty Mfg. Co* 4139 W.KinzieSt* Chicago, 111. 60624 Press guards. 5 Survivair, Division of U. S. Divers Co* 3323 W. Warner Ave* Santa Ana, Calif. 92702 Self-contained breathing equipment Wet pick-up vacuum unit Voice amplifiers. S. G. Taylor Chain Co* Inc* 3-Mlst, Box 50% Hammond, laid. 46325 Alloy steel chain and fittings. 3M Co* Retail Tape & Wrap Div*2501 Hudson St* St Paul, Minn. 55119 Filter masks and industrial tapes. Titmus Optical Co* Inc.', 1015 Commerce St* Petersburg, Va. 23804 i Safety frames, safety lenses and vision tester. ;. Toledo Pressed Steel Co* 397 Phillips Ave* Toledo, Ohio 43612 . : Traffic safety devices. Trans Continental Electronics Corp* 865 Roosevelt Ave., Secaucus, N. J. Safety shower--eyebath combination. Trippe Mfg. Co* 133 N. Jefferson, Chicago, DJ. 60606 Warning lights. Tri-Tix, Inc., 6411N. Mequon Rd* Mequon, Wis. 53092 Safety cones traffic'posts. Underwriter^ Laboratories, Inc., 207 E. Ohio St, Chicago, 111. 60611 ' An independent testing organization for public safety. I 49 1969 National Safety Congress Unico Environmental Instruments, 150 Cove St, Fall River, Mass. 02720 Environmental .health services. Uniroyal, Inc., 1230 Sixth Ave* New York, N. Y; 10020 Safety footwear. U. S. ForgecraftCorp* Box 387, FortSmith, Ark. 72901 .. Safety hardware. United States Safety Service Co., 1535 Walnut St, Kansas City, Mo. 64108 Industrial eyewear and hearing protection. . .. S ,.U. S. Safety Trolley Corp* 1970 Banksville Ave* Pittsburgh, Pa. 15216 . Electrical conductors on crane and runways. Velcro Corp* 681 Fifth Are, New York, N. Y. 10022 ' The Velcro fastener. . Wagner Sign Service, Inc, 3100 Hirsch.St* Melrose Park, HL 60160. . Changeable copy displays for employee relations and safety programs. Watchemocket Optical Co., Inc* 232 W. Exchange St, Providence, R. L 02903 . Safety goggles, respirators, face shields and safety signs: Welsh Mfg. Co., 9 Magnolia St* Providence, R. 1.02909 Respirators, safety spectacles, goggles, safety hats, faceshidds, and welding helmets. Western Drinking Fountains, Inc., 45563 industrial PL, Fremont, Calif. 95438 Eye wash fountains and drench showers. . * Western Optical Supply, 1200 Mercer St, Seattle, Wash. 98109 Eye protection and hand protection. 7 Wheeler Protective Apparel, Inc* 224 W. Huron St, Chicago^ IQ. 60610 Industrial safety apparel. Whden Engineering Co* Xhc* 3 Winter St* Deep River, Conn; 06417 Emergency and Warning lights, flashers, and beacons. Whitehall Laboratories, 685 Third Ave* New York, N. Y. 10017 . Industrial first-aid. ,- Williams Jewelry and Mfg. Co* 4544 Nl Western Ave* Chicago, I1L 60625 Safety plaques, trophies, awards, .emblems, badges, and incentives. Willson Products Div* Electric Storage Battery Co* 2nd arid Washington Sts* Read ing, Pa- 19603 Personal protective equipment for industry. Wolverine World Wide, 9341 Courtland Dr* Rockford, Mich. 49341 Hand and head protection. 50  :- - . ... - . . V List of Exhibitors Worklon, Inc, 64 New York'Ave.,' Huntington, N. Y, 11744 / Special purpose clothing ~ acid-resistant, lint-free, static free and fire.retardant. Worksafe, Inc., 12 W. 31st St, New York, N. Y. 10001 Protective clothing. ./ . Wyandotte Chemicals Corp., Wyandotte, Mich. 48192 All-purpose absorbant for grease, oiL * * '. ' Yonng Fire Equipment Corp., Cemetery Rd, Lancaster, N. Y. 14086 In-plant fire truck and utility carts. * American Assn, of Industrial Nurses, 101 W> Jersey Ave, Pitman, N. J. 08071 The industrial nurse's role in safety. . ,* . y . " '' American Industrial Hygiene Association, 25711 Southfield Rd., Southfield, Mich. 48075 . Information about associations activities. ' \' *' American Medical Association, Council on Occupational. Health, 535 N. Dearborn St, Chicago, IU. 60610 Occupational Health literature ' American National Red Cross, 17th & D Sts., N.W., Washington, D. C. 20006 Water safety.-. Chicago Fire Department Information on the work of the Fire Prevention Bureau. Chicago Police Dept, Traffic Div. Traffic -safety. Inter-American Safety Council, 140 Cedar St, New York, N. Y. 10006 Safety publications, visual aids, and films, in Spanish for industrial, highway, and home. . Prevention of Blindness Inc, National Society for the, 16 E. 40th St, New York, Ni Y. 10016 . Literature, and information in industrial and vocational school'eye health arid safety , . programs. President's. Committee on Employment of the Handicapped, 14th & Constitution Ave., N. W* Washington, D. C. 20210 Information on employing the handicapped. U. S. Air Force Academy, Colorado 80840 . USAFA Cadet Wing- safety program. $ ... ; V 51 AEROSPACE SESSIONS IMPROVEMENTS IN SPACECRAFT FIRE PROTECTION By WILLIAM L. HANBURY NASA Safety Office, Washington, D.C. It must be remembered that decisions re and operations to improve fire safety. In garding the' spacecraft program are not cluded were: materials testing, review, and easy -- in many cases, ignorance is bliss' in substitution program; 'redesign' of space that persons not responsible for the program craft's hatch; emergency retreat facilities will not be inhibited by knowledge in mak and procedures -for crew; change of atmos ing decisions. Often, ah item, is seen as black phere of spacecraft on pad;- beta cloth de or white -- no gray areas. Because' of the velopment and use to. replace fabrics; use extremely complex systems and interfaces of polybenzimidazole .(PBI) as a fire re involved, I would like to suggest that there sistant material for crew harnesses ; quick are three, fairly distinct levels - for major development of carboxy - nitroso - rubber decision making. First is the easiest--the (CNR) water resistant coating material;' staff--technical -- specialized level; next is development of nonflammable ladicote and the management level where constraints on melcoat materials; and the present exten goals, objectives, money, manpower, re- sive materials' testing and data outlet point sources, and priorities meet; and last comes developed, to provide for .exchange of in the involved personnel--what will the as formation on flammability and toxicity of tronaut actually do? 'Will he do what you - materials. tell him? Hundreds and hundreds of people have A few statistics may help illustrate the' ' been and. still are involved in upgrading scope bf what I mean. Over 400,000 people fire safety aspects of, spacecraft. There is no' worked at. one time on the Apollo Program. possible way to adequately cover all of this- A great many of the fire safety improve work in a short discussion. Some highlights ments in spacecraft are a joint accomplish will have to illustrate the much wider ment NASA started some work in-house spectrum of coverage. and then contracted for a more extensive Flammability studies of . spacecraft .ma program. Or, private industry, made pro- . terials. were underway prior to the space posals or contributions on their own. craft 012, or Apollo 204, accident. These .There are over 5,600,000 parts and included: 1,500,000 . systems, assemblies, etc.,. in an Apollo spacecraft If all of these operated with 99.9 per cent reliability, we could ex pect 5,600 failures! There are a'wide variety of -conditions and circumstances for which- spacecraft must be tested. For example, gravity forces will' vary from zero to 10 G's for, Apollo spacecraft pre-launch, ascent coast, re entry, and recovery conditions. Pressure will vary from' 5 psi absolute to 20 apia; oxygen from 20 per cent to 100 per cent concentra tion; and temperature from-60F to 100F. '. 1. Development of a guideline for testing and performance requirements, and thou sands'- of- tests were run. 2. Change in Gemini wire insulation. Tef lon nine mils thick was substituted for polyo lefin and later reduced to six mils in Apollo, with about a 400 pound saving in load. 3. Zero flammability studies were con ducted to -, observe fire phenomena and spread in zero G. 4. Fire extinguishment tests were . run using water, Halon 1301, and other agents. " H. M. Clancy of North American Rock well recently summarized many .of the changes pia'de in spacecraft design,-materials, The Apo!|o 204 Accident . Review Board recommended many changes as a result of their detailed investigation. Their complete Aerospace Sec.lion report, together with their testimony before. puterized. There, are1 .about 3,000' listings. Congressional committees, gives a very com Results are listed both by generic and manu prehensive view. . < facturer's identification. ..... The basic criteria they assigned to nonmetallic materials for manned spacecraft operations, both in ground and in flight, were: 1. To minimize' the possibility of ignition 'through material selection and placement; to so place nonmetallic materials that any fire that does occur will he restricted to a small and definable area; to so limit .the weight of nonmetallid. material used'in . the cabin that its burning cannot increase cabin pres sure or temperature to the point of damag ing the. spacecraft. As mentioned, the. design of the space craft's hatch was changed. There were two hatches, with the iriiier one opening inward. It could be stored inside the spacecraft; but it had to be operated by the-crew. The pres sure relief opening was very small and had to be used to equalize pressure before opera tion. The outside hatch opened outward. The new hatch is one piece and can be quickly operated. It took more than 20 seconds to operate the two hatches; the new one is designed for operation within about 5-6 sec onds. '. 2. To protect the crew from the effects of An- lem -circuit breaker panel before the potential fires. . ' Apollo fire contained quite a bit of RTV 3. To choose.materials that, if burned; do .(silicone-rubber polymer), also melimine cir not produce toxic fumes ' that could injure. cuit breaker boxes. Both'of these materials the crew. are quite flammable, and the contention of . - Although not specifically stated, detection, the. contractor was that these. would not notification, and corrective, action for emer bum at fire point in eight psia oxygen en gency conditions, including fire, have also vironments. So, a panel was obtained and' been included. . tested. After the test fire it was quite Classification and selection guidelines for severely burned. It actually melted out alu materials were quickly established. Material' minum panels. substitution was- made for such items as The fix was accomplished in two ways. teflon or steel velcro to replace nylon vel cro; aluminum to replace plastic knobs and switch levers; fluorel covering for silicon oxygen `umbilical hose; ' poly-I-Mide lami nates are used- in place of epoxy and silicon .laminates; and many more. The astronauts' space suits were changed to provide a beta cloth layer for fire resistance, instead of One was-to cover the circuit breaker body -- the melamine material -- with little beta . cloth bootees (little bags that slip down over the circuit breakers and then are tied shut \ with just an exit for the wires to come'out). In addition, all the RTV conformal coat ings were covered with a non-flammable .coating material which had the contractor nylon. Full scale testing of materials in full trade name of Melcoat. scalle. mock-ups was continued and expanded.' One of the fire retardant wire in'sulative The basic' and continuing documentation coatings developed is ladicote -- by North of information on the selection of non-' American Rockwell. It looks and apts almost .metallic materials for application in manned like a thick plastic paint, light blue in color. spacecraft is handled in, the Manned Space It will prevent electrical components from craft Center's Nonmetallic- Materials Design catching' fire from an adjacent blaze.' A Guidelines and Data Handbook. This docu-. similar material was developed by Grum ment contains test results and interpretations man and called Melcoat. on offgassing and cbmbustion test require ments, the latest criteria for the selection of material based on flammability and toxi city, and information and experience gained from the Apollo Spacecraft Program and other related programs. The latest issue of this document was published on August 29, 1969.' as Revision "E." Results are reported by COMAT, or ` "Characteristics of Ma terials Test Data Listing," and are com- RTV is a silicone-rubber polymer used throughout the command module as-a-pot ting material.' Flame resistant ' polybenzimidazole (PBI) polymer was-offered by . the Air Force, to NASA for use > in webbing, harnesses,' and the like. It cost about $1,00D per pound at . that time, since the Air Force had had it developed by contract and-was the sole user. ' .5 1969 National Safety Congress Carboxy - nitroso - rubber (CNR) was The fire extinguisher designed for the quickly developed from the test tube stage command module uses water foam. It is to pilot production to meet spacecraft, needs. required to generate a little over two cubic It used to cost about $2,000 per pound. It feet of foam after going through a simu was developed by' Thiokol and provides a - lated space flight. Initially the extinguisher water'resistant coating which is then coated' will produce a little over four cubic feet by a fire resistant material. It is used bn of foam. Astronauts are given training in breaker panels and perhaps could be used the use of fire extinguishers and rescue . more extensively, except that between procedures at Cape Kennedy as part of their 300-400F it sublimes (it does not bum) required preparation training for space and liberates phosgene , and other toxic flight materials; medical personnel have curtailed its further use.to date. This, material did allow use of existing materials by its use as a water- tight c1 oating. . A problem was identified in the use of fluorel material in the eye' piece of the command module space sextant The fluorel was wrapped around die eye. piece to serve ' as a buffer when it was packed in a box. It didn't serve as insulation or anything like that, it was merely a buffer to keep the eyepiece from rattling around in the storage box. Also, it did have an 'ignition source in the eye piece in that there was a little electric heater in there. This heater keeps the optics from getting moisture in them. There are a number of fixed fire protec tion systems provided for launch complexes. Halon 1301 can be used to inert areas; .water deluge systems are provided at various levels; standpipe hose stations and.hand fire extinguishers are provided at various points; ' protective clothing, and emergency breathing apparatus are.also provided. There are also' emergency egress by slide wire and emer gency rescue teams available to rescue the astronauts. It should be noted that the spacecraft atmosphere while it is on the pad at 16.5 psia has been changed from 100 per cent oxygen to 60 per cent oxygen and 40 per cent nitrogen.' This configuration was tested. It is, of What are some of the advances made in course, -just a flight' configuration -- the only this program? time the eye pieces will be installed is during The family of fluorocarbons has been translunar 'phases. During earth orbit it ' developed. These are very resistant to burn would not be out nor during launch. So, ,this ing except in pure oxygen atmospheres of is strictly an orbital , phase when there is a 6.5 psia or greater. These fluorocarbons maximum -of -62 -psia oxygen' in the cabin. include vitons, fluorels, and the like. Along . with these optics there might be star charts, or earth tracking maps on a little table beneath this region. This was simulated. After ignition, we had some spattering of material from the fluorel onto the table and onto these other .materials, and we had fairly rapid propagation. This situation was corrected by- eliminating the fluorel material on the eye pieces arid using an aluminum buffer. There has been established a focal point and a mechanism `for a closer and more complex, exchange of information on the flammability and toxicity of non-metallic materials. This has been a cooperative pro gram with Federal government and .private industry participating. The knowledge, and technology gained has application to other phases of the space program, the Navy's underwater explore-. Fire, extinguishing has been investigated for spacecraft. Several agents' have been tested for application to spacecraft. It was tion program, our nation's medical program with oxygen-enriched atmospheres, etc. We have seen better fire testing de quickly learned that some agents, such as veloped for spacecraft, the various pres Halon 1301 . (bromotrifluorometliane), were sures, oxygen atmospheres,, zero gravity, and not effective in oxygen atmospheres. Water full-scale.. Emphasis has. been placed on fire foam and carbon dioxide have been tested.. ignitor point testing and .compartmenting or There is also.a procedure1 for extinguishing, minimizing fire- effects. - Training .in fire a fire by exhausting to vacuum under certain. .fighting- and rescue techniques arid equip closely controlled situations.- ment .has improved and, expanded. 'System. Aerospace Section safety techniques are' being!, adopted more What kind of detection system would ypu for.use in fire protection and industrial think suitable for space stations 'Where safety applications. there will be a population of zero to say 50 What are our problems'? Haven't we people? The station will be inhabited for 30 shown that everything is taken care bf ? . days and then vacant for 30 days; inhabited We will always have combustibles--food, for 60 days, say, and then vacant for 30 people; and we still.don't have good fire more days. Be used for 10 years-^-and how detection systems that won't give false about all the experiments that will be going alarms. Just as in aircraft, we don't want on--no one can tell you the exact nature false alarms to dull response, times, and just of what they might include; but they are as on ships, the astronauts have to stick with bound to have' a significant impact on.the the ship, so we want' long lead time in noti- safety of the station, and even on the fication. Remember, it may take 20 minutes-' false alarm and sensitivity, settings Of the or longer to don spacesuits, and this could fir detectors. be;more than enough time for he#, toxic " if you could start from scratch, how fumes, or lack of oxygen, to prove fatal, would you design a space station to mini- Also, we are building the hardware to fly m;ze 0r exclude unwanted fire? This is the now and we have little lead time for equip- challenge some people in NASA are faced 1 me?f development, with,' plus all the unknowns that have such ' How about fire extinguishers--aren't a -direct impact on .such a proposal. There- there peculiar problems that zero gravity is ' a Spacecraft-'Fire Hazards Research' introduces--and the pure oxygen or high Steering Committee operating within NASA oxygen content presents--yes,' there are, on these problems.. I think you will agree and we don't know all the answers, either. we have a long way to go. HAZARD RECOGNITION ^ By ERNEST LEVENS Director of Safety^ McDonnell Douglas Corp., Santa Monica, Calif. A A discussion of hazard recognition with 'combination-of events to be useful in pre safety professionals may seem excessively dieting that, there is some level of .risk elementary. There are,- however, a number associated with that' particular - combination, of deficiencies in the conventional analytical As a result, the experiential approach to. process and some valuable.recent conceptual hazard recognition, at -its best, is practiced and methodological advances which warrant ' as ' an intuitive art. in the hands of the exploration. Proficiency in the early identi- skilled safety' professional, with \a correfication of hazards is a fundamental- pre- - spondiiigly restricted availability. This pre^requisite to "hazard evaluation and elimina- sents a problem in manageing loss preven tion (or control) in the conduct of effective tion, since the quality of the analyst's work programs of loss prevention. However, the and his frequently obscure thought. process. prevalent method of hazard recognition, are .not independently monitorable, short of despite the evident skill of many of its having them checked in stepwise detail by ptactitioners, suffers from several serious someone of at least equal capability, limitations:. -2. Some arbitrary weighting"pr criticality 1.'Recognition of hazards,is highly de- . scale may be'applied to the consequences pendent on the experience.and skill of the .of failure, leading, us. to rate a risk as,, indivjdual analyst His .available store of perhaps, high, moderate, or low. Oh this hazard; information, 'whether acquired per- basis,' \ve sometimes confidently talk about sonally' or from the. recorded experience taking a calculated risk, when it would be of; others,' must provide him. with enough , -. far more accurate to recognize that only insight into the'accident potential-of a given, 'a qualitative assessment has beenmade. 7 St: 1969. National Safety Congress The fact is that, in the absence of a mathe a - strong role in failures to fake simple matical model, the . conventional, hazard precautions to identify and neutralize haz analysis cannot be quantified for use in eval ards, as well as in hero-worship of' the uating the relative safety of alternative chance-takers, the defiers of fate. designs or procedures. It is thus of limited value as a tool, for management decision making iq accepting or rejecting a given risk. 3. The. conventional analytical method is The thought process involved in the con ventional type-of hazard identification exer cise goes something like this (greatlysimplified, of course): if the guard is left off this in-running pip point and if an em reasonably successful in identifying fairly ploye is working"on the machine and if he. simple, readily -apparent, sequential combi somehow gets his fingers in the nip, then.' nations of hazardous .events taken one or he will be seriously injured; the nip point two at a time. But the. method is not is labeled a "hazard," or perhaps a' "poten readily applicable to new hazard combina tial hazard." Or we may. think: if this' tions in state-of-the-art situations for which alkali metal perchlorate is contaminated by no experience (i. e., hindsight) is yet avail a spill - of lube oil and if sufficient energy able, or to subtle, complex, of . parallel is somehow applied to initiate a redox re events; -these are likely to remain undis-. action, then there will probably be an ex covered, unevaluated, and uncorrected. plosion; the, strong oxidizer is. labeled a 4. A graphic form for showing the "hazardous, substance." In other words, of thought process involved in' a hazard -analy all the contributing events -in a particular sis. has not been available. Such' a formal dynamic sequence which' together' generate, a ized visual aid would be valuable to enhance understanding, to instruct, or to persuade. 5. The lack of a unifying concept for hazard recognition requires the analyst to commit'to memory, or search for, the possi ble outcomes of thousands of apparently unrelated combinations of events. The very terminology Used 'in hazard analysis has a feed-back effect in constraining, the per specified outcome: followed followed . then If A----------->- B--------:------ -C-----------D by by the one -perceived as -the-, pivotal function (A or B or C) is tagged "hazard." Which function is seen as pivotal may become the subject, of disagreement. ceptual, and integrative skills of the analyst -What we usually do, then, as a convenient and in later communicating the analytical oversimplification, is compress the analysis -results to others, particularly to manage of a whole sequence of events (a process) ment. The handicap thus imposed by for into' a single event, -then label the single mative language is especially severe on the event as an object or tiling. A mechanical, novice until he acquires some liberating in analogy is the repeated folding of a long, tuitive shills. narrow strip of paper until it is in the 6. We should not overlook the persistence form of a small pellet; the original strip in. our culture, of a folklore and mythology, can be recovered undamaged (except for the -about hazards and accident causation. The creases) by unfolding. This operation-prdiword. "hazard" is derived from an old - narily poses no conceptual or practical game of chance played witlr dice.-The same problems' when, for example, we consider -sense of chance, unexpectedness, or unfore- a chair only as an object, neglecting the seeability can-still be observed in . attitudes unending processes of change within the about accidents, and safety professionals are wood, metal and fabric of which the chair, by no means exempt from their cultural is' made. But relying for support on an. heritage. As a. result of this cultural and antique chair partly disemboweled by.moths, linguistic influence, there is -a strong under termites, and dry rot can have unwanted current, even if subconscious, of feeling that .consequences which awareness-at the eventaccident causation is somehow involved with or process level might' have precluded. In uncontrollable, possibly malevolent, forces. still, other situations, the major events of in nature, about which we can do very little. immediate concern may not be found at the Thus, we Commonly talk-about-acts of God,' .macroscopic level, but be occurring at micro one's number being up, the breaks of the scopic, molecular, atomic, or even sub game and' the like. This' fatalism may play * atomic levels. - 8 Aerospace Section The distinction, between dynamic "events" or objects; , and we will be looking for and static "things" is of such fundamental stresses resulting in nontolerable changes i importance in hazard recognition as to jus that upset.equilibria. tify further exploration of the concept' If- we want to describe an event fully, - - Scientists infer' that what is going on in we 'will have to locate it in both space and the Universe consists only of electromagnetic' . time. The Golden Gate Bridge in 1968 is events. At this level, there are no qualities not the same as the Golden Gate Bridge and no things--no color, taste, shape, sound. in 1958; nor is John Doe driving to. work What we perceive directly by way of our on Monday' morning after a big weekend' senses represents a first order, of abstraction the same as the John Doe who left for from what is going on. From these limited ' home on Friday afternoon. sensory experiences, we construct conceptuaf It is. also necessary to recognize that models of atomic structure and act as though every event has associated with it' a certain the universe has this structure; we project probability of occurring within some partic oar sensations onto the outer world. Giving ular tunc span. Occasionally,' we are able our perceptions labels ( L e., names) rep to visualize all the possible outcomes of resents a still higher level of abstraction. some simple physical process ' (e. -g.,. the - Avs we .move from the lowest'verbal level toss of a coin or a - die) and from this of description, factual statement and naming, readily conclude that,- if die process is'un-- into successively higher ievels of abstrac- biased and if we repeat it enough times, ' tion, we move further and -further away .the probability of a specified outcome is from direct, sensory experience. The pat 1 in 2 or 1 in 6. It is not necessary,, of terns of linguistic. usage tend to lead us course,' to toss a real coin to discover the to confuse these different levels of abstrac possible outcomes of tossing one. We. can tion; we act as. though inferences were itemize the possible , outcomes (in relation facts or as if words were things. - to some specific question we have in mind) The point is that categories, classes, laws by simply imagining. that a coin has been of nature and the like are higher-order tossed. The experiment, then, is a-purely, abstractions invented--not discovered--by conceptual one for which we have selected man; they do not exist out there. We can the sample space. We have analyzed a put an individual thing into as many cate- ' model of an event' of interest: tossing a. gories.as'we please; none is more real than coin. In the real. world, of course, coins another. When we ask "What is it really?'.' are hot weighted precisely the-same on both we mean, "What do we call it?" The value sides, and the relative frequency with which in being able to invent new categories freely heads appear may -prqjie 'to be 0.476047, will be discussed later. A limitation on our instead of 0.50000. It is vitally important freedom, of course;, is that some degree of that models and reality not be confused agreement about the categories selected is .with one another. necessary for copununication; if my "dog" The complexity of most events is so- equals your "horse;" we will have a prob great that we cannot deduce any theoretical lem unless we can both see and point to ' probabilities of occurrence simply by anal the'same animal. ysis of a conceptual model. We are forced It will not do veiy much harm to con to wait until a large enough sample has tinue the comfortable short-cut of thing- been - studied, or enough- collective experi ifying, provided that;' in analyzing hazards, ence accumulated, before an after-the-fact w<P"keep in mind that~the things' we-attach empirical probability can be assigned. What names to are actually in'a state of dynamic is often not realized is that, even though ' equilibrium rather than static. What w'e are 'the probability'of any single occurrence of concerned with are stresses which cause a given event may be very small; with changes that exceed the expected limits o'f enough' repetition the chatice that it may variability and thus upset. an accustomed - happen at least once within some given or controlled equilibriuip. These are vari period of time approaches certainty.. To ables of frequency, duration, amplitude, and illustrate this point, consider 'the probability ' polarity, for example. Thus, we will be 'that at least one head will turn up on re thinking of hazards in terms of events, peated, fair tosses of an unbiased coin (or states, or conditions, rather than as things on one toss/of a number of coins).. We 9 \ 1969 National Safely Congress can show the possible outcomes , by listing been m4used by applying data of minimal/ in-order the outcome for the first toss.(or statistical. significance in an absolute sense. coin), the outcome for the second, toss Summarizing the discussion to tins point, (or coin) and so on. we can broadly consider hazards to be any There are two possible outcomes, for a events we happen to be interested in be-. single toss of one coin: heads (H) or tails- -sSUse, in combination, they have some prob (T). For two tosses of the coin (or one ability of resulting in pn undesired outcome toss of two coins), there are . four possible within a time-period of concern' to us. But outcomes: HH, HT, TH, TT; the prob we still need to decide which events we ability of each permutation is x = J4- ought to be interested in. and. how con There are three permutations containing at cerned we should be about them; least qne head, so the probability of turning The advent . of increasingly complex up at least one head in . two tosses is H- weapons hi the past few years made it essen For three tosses, the, probability of each tial to develop hazard evaluation tediniques' permutation (i. e. HUH, HHT, HTH, etc.) with. correspondingly increased capabilities. is x x J6 = ?6, and the probability Individual designers usually, performed com of at least one head-turning up is % since prehensive' hazard analyses of- their own. at least one head-occurs in seven of the particular parts of. a system. But; partly eight possible outcomes. For eight tosses, because of arbitrary contractual or jurisdic the probability of turning up at least one tional boundaries, little attention was'paid. head becomes 255/256 or 0.9961. -The dura . to either the interfaces between the parts .or ' tion of - the event of interest; or how- often . their interfaces with people and the environ it is repeated, is tbits of critical importance. ment It was also realized that safety 4 'a Usually, we do not deal''with coins or dies, but are confronted .by extremely com- plex situations with largely "unknown, out comes as well as unknown probabilities of occurrence. About the best we can do 4 to measureable attribute of a-system, provided there is an integrated approach-to the eval uation of all possible "hazard interactions of facilities, equipment, procedures, and per sonnel, either singly or in combination." concentrate on the relatively few events that, .The concept of a system is certainly not from experience, we know we' would most new. We have transportation,. religious, prefer not to have happen; it seems easier communications, and educational' systems, to look for failure than for success.' For for example.- What we have in mind when these key undesired - outcomes we can, we speak of a system is an orderly arrange through test or personal durability, grad ment of components or elements which are' ually acquire data on the relative frequency inter-related, and which act pnd interact to" of occurrence; The frequency and severity perform some specified task or function in rates .for disabling work injuries fall into a particular, environment and within some this category. particular time period. More definitive de-' In recent years, a great deal of effort has gone into determining the reliability of hard ware items from tests and from maintenance scriptionS have been given by the Air Force, the prime mover in the recently accelerated development of systems engineering: and repair data (i. e, relative frequency "A system ... is a composite of equip of failure and the outcome or failure mode). ment, ' skills, and techniques capable, of per This effort 4 now - being extended to the forming and/or supporting an operational -problem of. human .error, but the very lim - role. Through practice, the elements of a ited information available 4 not immediately system have come to include the' organiza applicable to the industrial workplace. More tional equipment required to perform the useful data may.be developed in the next operational m4sion, equipmentifor checkout, five years or so. Th4 lack of failure rates- maintenance, and training; facilities required1 is not serious in industry where the primary to operate'and maintain the system;-person need is for a. more powerful tool for qual nel trained and possessing the proper skills itative analysis. In the design pf military to operate and maintain the ^ystem; and weapon systems, failure rates have been the. computer programs and procedures nec used successfully as a measure of the rela- essary to operate and maintain the system; - five safety of the' system; they have also In addition, the term system encompasses *- /v'-.V-1' *.' o.-'*.?V^| Aerospace Section all the ancillary equipment required such as manner,- within specific performance limits instrumentation, depot tooling and test and operational and design constraints^ equipment, installation and checkout equip In analyzing any system, three basic ment,' etc. components must be 'considered: (1) the "All'parts of a system must work to equipment (or machines) ;.- (2). the opera gether and have a common unified purpose; tors; and (3) the environment in which namely, to contribute to the production of a both men arid machines are .performing their single set of highest outputs based on given assigned functions. All. of these, are in con inputs. This, absolute necessity for coherence tinuous, dynamic interaction with one an requires an organization of creative tech other within some predetermined limits 'of nology which. ran lead to the successful variability.'If these limits of variability are design of .a complex military system.' This exceeded, then the system may be incapable organized creative technology is railed sys of operating or become damaged,' it may tem engineering . . . system engineering deteriorate too fast, it may perform its mis . encompasses terms such as system approach, - sion poorly,-or someone'may get hurt system analysis, system integration, func tional analysis, system requirements analysis, ' reliability analysis, maintenance and main tainability task analysis, and similar func tions." As an interacting subsystem, man has certain ' general characteristics which must be taken into account: (a) physical dimen sions, .(b) capability for data sensing, (c) capability for data processing, (d) capability Systems are assemblages of subsystems, for motor activity, (e) capability for learn and subsystems are made up of components. ing, (f) physical and psychological needs, One example of a system is the one for (g) sensitivities to physical environment; waking you up in the' morning at a specified (h) sensitivities to psycho-social environ time. The'system components (or subsystems ment,- (i) capability for coordinated action, in this case) consist of an alarm clock, you, and (j) variability within and between in and the environment The clock must be in. dividuals with respect to all these character- good working condition, but you must per istics. Stress leading to human error can form -the' essential operations of winding, occur' when man's physical, physiological; setting the time, and activating the alarm, -psychological, or biomechanical limitations' mechanism,. Failure of the alarm system can are exceeded. occur if the clock is affected by abnormal ' Man and machine interact through pro environmental conditions; heat, moisture; cedures, spelled out as functions. Functions, dust corrosion, etc. ' are described- in terms of tasks, and tasks The application of the terms "system", in terms of elements. This convenient sub "subsystem" and "component" depends on division provides a basis for determining' the analyst's point of view. An automobile, whether or not tasks are within human carburetor "is a system to the carburetor capabilities; what knowledge, skills, and manufacturer; a subsystem to a designer of numbers are required to perforin them; what' systems which include.the accelerator, fuel information is needed to carry them out; pump, etc.; and a component part for the what hazards or risks are. involved, and automobile manufacturer. In an analysis, .the so. on. definition of a component may thus vary Those variables in the environment which between systems and even within a given may affect the system and its performance system, depending on what is of interest at. must also be taken into account: the weather, the time. This, then, is; the value, noted be-' air turbulence, temperature, humidity, pres fore, in being free to invent new categories. sure, chemical composition, time of day, But a system cannot be understood simply geography, and many more. The performance in terms of its individual elements or com- . of both men and machines can be pro ponent' parts. Every system has assigned foundly influenced by environmental vari objectives, a mission. If the operation Of ables which exceed their normal limits and the system is to be effective,'if the system thus place a stress on the system. is to accomplish its mission, then all of The effects of the interactions of man .x the parts (subsystems and components) must machine x environment on the accomplish interact in a predictable and measurable ment of the. system's mission are certainly 11 1969 National Safety Congress . related to system reliability.- But, it is' not system/component malfunction. Use of such. < always recognized that' a mechanically re a classification scheme amounts to applying ' ) liable. system is hot necessarily a safe one. a criticality index-' to undesired outcomes;. ' -.'j; A hand grenade, for example, is a highly other indices could be .'used if preferred. reliable device, but in a man x machine sys I. Negligible: Condition(s) such that en tem, it is not safe unless the human sub vironment, personnel error, design character- system is. well-trained in its use and doed, istics, procedural deficiencies, or subsystem in fact use"tfie grenade as he was trained or component malfunction will not result in A cotter-pin is a very reliable mechanisrrf. major system degradation, and will not pro-. . when properly installed; but a fastener duce system functional damage or personnel , specifically designed to compensate for hu- injury. . ; man frailty is not only reliable, it is safe. II. . Marginal: Condition (s) such 'that en- Thus, analysis of human reliability is as vironment, personnel error, design character- /.i essential as analysis of hardware reliability istics, procedural deficiencies, or -subsystem in the systems approach to accident preven or component malfunction will degrade sysr- tion. Human errors which can degrade sys tern' performance but which can be counter- ' tem reliability include: (a) failure to per acted - or controlled without major' damage . form all of part of a task; (b) performance or any injury to personnel. _ of the task or step incorrectly; (c) intro III. Critical: Condition (s) such that en duction of "some task/step which should not vironment, personnel error, design character be performed; (d) performance - of some istics, | procedural deficiencies, or subsystem, task/step out of sequence; of (e) failure or ,component malfunction will cause equip- . to perform the task/step within the allotted ment damage or personnel injury, or will time period. Any of these human errors result in a hazard requiring immediate cor- j; can ..degrade system safety. It should be rective action for personnel or system sur- . emphasized here that the term "men" in vival. ' . cludes operators- and piaintenance men, as IV. Catastrophic: Condition (s) such that well as those who manage the system, those environment, personnel error, design charac- who design it, and those who establish the ' teristics, procedural deficiencies, or subsys- requirements. tem or' component malfunction will severely - For setting system safety goals, that is degrade systeih performance, and cause sub-' to decide which are the key events, we can sequent system loss, .death, or multiple] in turn for guidance to MIL-S-38130A, the juries tp personnel. basic military specification establishing the We can now visualize an undesired out requirement. for system safety engineering come as' the end result of one or (usually) in the development of all'DOD aeronautical more sequential (sometimes parallel) mal missile, space, electronic, vehicular, -and function events, each with.its'own proba weapon systems, and their associated sub- bility of occurrence, initiated by some kind ' systems, and auxiliary equipment. The DOD of .stress on a specified system which has goal is "to minimize personal injury, ma previously been in a state of dynamic equili terial failures, and malfunctions, and mone brium (i.e.,- under control). Event interac tary losses." Safety is defined in this docu tion occurs within some finite time, ranging ment as "freedom from those conditions from microseconds ojr less to many years. which cpn cause injury or. death to person A, stress -on- the system can be anything nel, damage to or loss of equipment or which tends to disturb;normal (i.e., planned) property." These, then, are die ultimate uri- functioning: excessive pressure; power fail? desired outcomes of primary concern upon tire, sudden change in pH, corrosion, i-elease which we should concentrate our preventive of . toxic material, a hurricane, pushing the efforts. wrong button, etc. There remains the question of how con cerned we ought to be. Here, we can also adopt, the DOD classification of a system hazard relative to the severity of the con sequences of personnel error, design char acteristics, procedural deficiencies,. or sub-' If a possible system stress can be antici pated by analysis of a model -of a system well in advance of operations, then adequate means of preventing either the stress itself or its undesired effects can be built into- the system. Alternatively, although not as de- 12 Aerospace Section sirahle as 'preventive design, the hazard se parts of the system under controlled con quence can be interrupted by' taking some ditions which simulate actual operations as appropriate corrective or protective action, ' dos.ely as ingenuity candevise; this, too, provided there is a means of monitoring for can be: .expensive and time consuming. The the occurrence of an early malfunction and next alternative is analysis of a model of detecting it soon enough and reliably the .system confirmed by a few tests. The enough. `- ' least -desirable method is analysis alone, but Since the thrust of hazard analysis is to it is the only recourse when no testing can identify interacting combinations of'events be done; it has the advantage of least cost within a system, we will find useful the The following scheme for an effective concept of "set" A set is any.collection of hazard' analysis embodies the concepts de items '(events, objects, labels, people, time veloped in this paper intervals, numbers, etc.) defined by specify ing which items are elements of the set. This may be done by stating some rule by whichthe elements can be identified, or by actually putting the elements on display. For example, we can specify as a set: (the integers which appear on the six faces of a die)-, or -jl, 2, 3,4, S, 6f. 1. Define the system in space and time, in cluding its objectives, .the location of its interfaces with other systems.of interest, and the analytical limits of resolution within the system (may vary, depending on the analyst's interests). > ' 2. Specify the identifiable undcsired out We arc now .in a position to define a hazard in terms of interacting events in comes, states, or conditions -within the de fined system. volving man x' machine x environment, 3. Select the key system-characteristic un probability, undcsired outcomes, systems, and desired outcomes that serve as the basis for sets: decision by comparing them with index of criticality (e.g., negligible, marginal, criti Hazard: In a system defined in both space cal, catastrophic) ; record the results. and time,-a.real or potential set ' -of identifiable events which, on interaction of the elements of the 4. Determine the possible modes of oc currence .of tlie selected, undesired outcomes. . set, have some likelihood of gen. 5.. Evaluate the likelihood of occurrence erating an undesired outcome. of the possible `modes of occurrence.. This Undestred Outcome: Injury or harm- to persons, system functional dam age, degradation of system per formance, or contribution to- an undesired outcome in another ' can be done with logic alone; failure rate data -are not needed in most industrial sys tems. An estimate of mission success can even be made on the basis of- events being likely or unlikely to occur. system. 6. From the foregoing, decide if the sys ' When an accident has occurred, the hazard set has interacted, with an overall probabil-ity of 1.0, to generate the observed unde sired outcomes. We can thus define a safe tem design is .adequate to prevent failure and, if not, what design changes are re quired to improve the relative safety of the system. (or. successful) system, as one in which the 7. Analyze any system revision as above, likelihood of occurrence of all identifiable and repeat as often as necessary until the .(i.e., recognizable within the state of the optimum design is achieved. art) undesired outcomes is -kept within ac ceptable limits. What limits are acceptable is a matter for management, decision,, guided by the best possible analysis that can be performed. The usual intuitive method of analysis, discussed at the beginning of the paper, should not be -entirely discounted. It works very well in many situations, particularly when it is not pushed beyond its limitations. The success or failure of a real system Intuitive'analysis seems to be a subconscious is best demonstrated by actually operating mixture- of 'two basic, formal .methods; in it;. unfortunately, this - is time consuming, ductive and deductive analysis, either or both often impossible or excessively costly. Next of which can be used in the scheme Outlined best is to perform limited testing of all or above. 13 1969. Nati'onai Safety Congress The'inductive method'of analysis involves the overall quantification of risk. In terms, a- "what happens iff' approach, in which one of the previous discussion, the analyst sper. v. reasons from the particular to the general. cities a state of existence of the overall 5* - - h:.-: In terms, of the previous discussion, the System (undesired outcome) and tries to analyst identifies the possible state of exis- . identify the system elements that amid con tence of the system elements and, sequenti tribute to its occurrence. ally, tries to determine .the possible effects of each , on the overall: system (undesired, outcome). Job hazard, analysis, gross hazard analysis, fault hazard analysis, failure mode and effect analysis, and failure mode, effect, and criticality analysis are all inductive methods.- There; is a growing literature about these formal analytical method^, so they will not be discussed farther, here. AS have thenplace.' Each, to a greater or lesser extent, provides a means for overcoming the limita tions of intuitive analysis listed at the be ginning of the paper. Regardless of 1 the The'deductive, method of analysis involves method used, the'systems concept of hazard a "how could'this have happened" approach recognition and analysis makes available a familiar 'to friends of Sherlock Holmes, powerful tool of proven effectiveness asthe ' reasoning from the. general to the particular. . basis for informed management decision The formal process, widely used in the making about the acceptability of risks. The aerospace industry, is called Fault Tree safety professional can make use of this Analysis,' since the resulting logic diagram concept today. No more is needed than a somewhat resembles a multi-branched tree. sharp pencil, intelligent curiosity, and per FTA provides the only method known-for sistence. WHAT MUST BE DONE TO RECOGNIZE THE VITAL FEW By G. B, ZiEMKE Vice President, Safety & Health Services, Employers Insurance of Wausau, Wausau, Wis. We are all keenly aware , of the vast our company has launched' as one specific changes sweeping our World today; changes change--a change demanding a baric altera not only in our .technology 'but. in the basic tion in the thinking of those in the occupa structure'of. society.' The rate of progress tional safety profession. Batten, in Ids book. forces us to run to stay even--and run Tough-minded Management, said, "The effec-. hard to hold a competitive, edge. tive executive doesn't waft for things to There are changes sweeping the world of occupational safety ' too. In order' to keep abreast of these changes we must regularly evaluate our thinking,' our objectives, and our techniques for reaching those objectives. happen;' he makes them happen." We be lieve that our new approach will provide business management with information that will make things happen in the cantrol of losses. We must'refoctls on ou.r targets.'We must' Our technique was developed not for the take a long, hard look at the results we are 'sake of change but to increase the effective achieving--or failing to achieve. Our de ness . of those who work to control losses. cisions must be guided by hard-rock facts- We believe that such an approach is the .instead of opinions;. And one hard-rock' fact only way to maintain open communication -that we must constantly remember is `that lines between- loss control specialists and nothing is so fatal as obsolescent thinking those in other areas of management Even and resistance'to change. more important is our conviction that this It is in the framework of this fasrimoving technique will not only reduce injury costs, world,, where nothing is constant except but will also reduce human suffering and change itself, that I want to relate what disability. 14 VC V L i V r i \. :S % Aerospace Section Finally, let me startle you with.the fact that this change which we advocate can be carried out with no increase in your costs. In the midst of today's inflationary spiral, it is no small thing to be, able to increase output without increasing input! In a nutshell, our proposal is this: Let's' put occupational loss control --both its direction and its measurement--onto the dollar standard!. For nearly half a century, the only stand The "vital few" approach, we. are con vinced, will help close that communications gap previously referred to. It is our conten tion that we must speak and write a com mon language if we afe to communicate effectively in the industrial world. The language of business'management is simple, direct, effective. Its terms are very similar to the language used in every household. The measurement. methods used by man agement almost always relate to cost, whether in dollars, man-hours, - or* machine ard measurement unit available to the safety, time. Why shouldn't the measurement profession has been accident frequency and technique of loss control do the same thing? - severity. What, precisely, do - frequency and Why shouldn't injury costs be the guiding severity-mean to the'modern, dollar-oriented factor in determining both loss prevention manager? performance 'and the direction of future The frequency and severity measurement 'efforts? method was first developed in 1920. It was Our analysis involves about $200 million later adopted as an American National of injury- cases reported to the insurance Standard in 1937. The method was revised carrier. We advocate and utilize the cost of' in 1945, 1954, and 1964, but these revisions' injuries as the unit of measurement which produced only minor changes in the measure provides dear communication between safety ment technique. professionals and management We have used the vital few approach to pinpoint the. Frequency and severity represent'a strange major causes of injury costs in all' of the measurement unit;'it stands alone in the various industries where we have' a sub safety field; it'has no correlation with any' stantial number of policyholders. Our anal other industrial unit of measure. Therefore; yses of cost distribution-revealed that 67 the system has in it an inborn communica per cent of the injuries in any industry could tions gapl Let me illustrate by describing my company's experience in exploring this area in the early 1960's. As a. part of our loss control research we plotted a curve to be classified as medical-only,- contributing only six per cent to the total injury costs. We found that the average cost of these medical treatment injuries is $25.. Injuries show ihe distribution of losses by loss size. sufficiently serious so that- compensation We were amazed at what we found. All of payments for loss of time were involved- , us had assumed that there . would he' a accounted for only 33 per cent by- number straight line relationship between numbers ' of injuries, but for 94 per cent -of the' and dollars--but not so! If turned out to cost Even more startling was our discovery be a unique curve--in fact, a family of that' injuries costing over $2,000 accounted unique curves for each kind of industry we for only two per cent by number of in . were studying. .The curve is shaped some juries, and for 50 per cent, of the total cost what like one side of a mountain with a . long, gradual approach--and then suddenly a steep and abrupt rise to the peak. What, dqes this tell us? That using injury fre quency as our unit of measurement is like trying to measure, the height of a mountain by..measuring the slope, of its foothills. These vital few injuries--33 per cent that account for 94 per cent of the total injury cost (including the two per cent that account for over'50 per cent of the cost) -- are truly the.vital ones! We. must control the causes of the vital few if. we are to There is no correlation between injury fre accomplish anything significant from both a quency rates and costs. In our terminology, human and economic standpoint. Control of the' foothills represent the large numbers .these vital few will accomplish the greatest of small losses which we call the "trivial good in the least time and with the least many." The large losses--a small per effort! centage in number, but a large percentage Ourencxt step was to collect information in total cost--we call the "vital few." that would enable us to identify , the causes 15 1969 National Safety Congress of those vital few injuries in the major juries'. The most common, falling objects industries. We established a system whereby were building and scaffolding material . and each injury reported to' us. was classified; tools. With these findings-it became obvious first, according to the workmen's compensa that the first line of defense should be :the tion ' classification applying at the time of control of falls--particularly falls from injury; then, by accident-type, mechanical ladders, scaffolds, other elevated surfaces. agency involved, body part affected,- and An equally obvious secondary defense was kind of injury. The difference from most the mandatory use of head -protection' to other statistical attempts is that the four- guard.against falling objects. point. description provided lowing picture of each situation: us with the fol injury-producing Now let's cross-examine our "vital few" approach and.its results. Some people ask: ' "Couldn't -one big injury throw the entire "Fall from scaffold, fractured leg." -analysis askew?" Since some 2,199.disabling, "Caught between punch press dies, ampu injuries costing. $2)400,000 were involved in tated finger." our study, it's logical to assume that any Furthermore, classification of pertinent in jury data was performed, not ..by clerks; but by our safety consultants, who were able to get first-hand, information from our policyholders. These' details were thencoupled .with injury cost data for the par ticular claim'and stored in our computers for future retrieval. We presently have such information on about' one-quarter-million lost-time, disabling injuries, costing in the vicinity; of $185,000,000. We are' now able to withdraw summaries from our computers, as needed, by injury .cause-cost' data, by workmen's compensation classification, by accident type, agency,, body part, and injury. This'information can be obtained in various combinations, making it possible to examine the data in various ways . and to identify so-called unusual injury which appeared in this sample would appear in subsequent samples. As a control device we did analyze smaller samples of injuries occurring in geographical areas, representing our 15 operating branches. We generally' found an - injury cause-cost trend very similar to that found in our' national analysis. This is a probabilistic-world, and the man who thinks his plant's severe accident is unique thinks so only 'because his horizons are limited. There are more similarities than differences,. and since the work processes in a given in dustry are pretty much the same throughout the country, the injury exposures must also be similar. It then follows that the cause and cost of injuries must also be similar if the exposures are not controlled. major injury cost-producing accident types, A review .of the work processes included along with the corresponding, agencies and in' the concrete construction classification body parts involved. Analysis of an injury .and their inherent hazards makes this point cause-cost tabulation by a person familiar quite clear.' The . work includes the pour with the industry can provide a most re ing of concrete, for. the. foundation, columns, markable insight into the major causes of beams,' 'even the floor and roof slabs of injuries. niuiti-story buildings. Also included is the As iUJypical example, in the concrete construction classification we analyzed' 2,199 injuries costing a total of $2,400,000. We found that falls from elevations accounted for 18 per cent -of the injury cost; material handling injuries, 15 per. cent falling ob jects, 10 per cent Further analysis revealed setting of - forms, placing reinforcing steel, and removing forms. This involves a con-, sidefable amount of climbing on ladders as well as working from scaffolds and other, elevated surfaces. All this'adds up to a con tinuous high potential or severe exposure' to injury. that in the accident type "falls from eleva The severity of exposure is directly re tions" the most closely associated mechani flected by an average injury cost of $5,000 cal agencies were scaffolds, ladders, and roof for falls. Because there is no other- econo and floor openings. In the accident type mically sound method of carrying out con- "handling" we found that forming lumber cete' construction work, it is essential that and tools were the agencies most commonly the safety professional concentrates upon involved. We also learned that one-third of the control of falls. In doing this he must the handling injury cost involved back in see that ladders are properly selected and used, that scatfolding is. purchased and be anticipated unless effective control meas erected in accordance with applicable codes, ures are instituted. If any one organiza that there is perimeter guarding of floor tion has not yet encountered serious injuries and roof openings; and that all other neces of the type identified as the vital few, it's sary fall prevention measures are taken. . because of one of the following reasons: By now, you undoubtedly realize that the . 1. The company has - exceptional injury basic factors contributing to the vital few controls in effect are the severity of the hazard and the fre 2. The .exposure or sample size has been quency or duration of exposure. The degree relatively so limited that the law of proba of hazard is important because it relates bility has not yet caught up with them. directly to the potential loss. For instance, . consider the difference between the potentials 3. A combination of (1) and (2) above.- - involved in the operation of a chain saw and The severity of the vital few injuries a hand saw, or a pocket-knife, and an axe. ' cannot be' emphasized too much! Remember, The duration of exposure is also important that the vital few are the high-cost injuries because it relates directly-to .the probability of that group which wc Call "disabling."' of 'loss. The. more. frequent or prolonged The average cost of a disabling injury na the exposure, Ithe greater the'chance of an tionally is $720. In comparison, the average accident occurring. - For example, suppose . cost of a fall from a ladder in the concrete that only mice every year a carpenter catches, construction industry is $6,800. The average a ride on a crane hook to get to an elevated cost of a fall from a scaffold in the same work station. This is clearly a very haz industry is.$4,200. In view of such high, ardous practice which' could lead to an costs as these, it is clear why effective con extremely serious injury. But if we evaluate trols must be developed and maintained for this exposure from the -standpoint of its the vital few I The prevention of the ma frequency or duration, wc recognize that jority of injuries -- the "trivial many"--. there is .little likelihood that .it will be one will not have much bearing on the ultimate of the vital few -causes of injury. This loss control performance if' a single one doesn't mean that we would ignore such an of the vital few high-cost injuries takes exposure, nor that the injury that could places. ' result would not be very costly. in both Although the vital few principle (with a dollars and human suffering., Wc arc only few rare exceptions) may be new to occupa saying that because of the limited, frequency tional safety,' it is not new in the field of and duration' of exposure, it will not pro- business management. The principle was first duce injuries.on a routine basis and'is'thcre- brought to light in 1890 by Vilfredo Pareto fore unlikely to be one of the vital few in when he discovered that 10 per cent' of the jury-causes. Italian population controlled a very large Looking at tills same hypothetical situation percentage .of the total national income. From' from an annual exposure standpoint, based this finding came Pardo's Law, which states on a 40-hour week, tiiis carpenter is ordi that the'"significant items in any group will narily exposed to falls- frpm ladders, scaf normally constitute a relatively small por-- folds, or other elevated work stations .for - tion of the total." 1,000 hours per year--or one-half of his working time. He would, be exposed only a few minutes per year to the' special hazards of his annual ride on the crane , hook. Thus, the answer to meaningful injury control is not. constant attention to eliminate the dan gerous praine hook ride; rather, it is con stant direction of- effort toward the preven tion of falls from elevated work stations. This is the key to the vital few-concept -- long-term, intensive'- control of repetitive - Many applications of Pareto's Law are found.iii modern-day business. A very com mon one is inventory control, in which case the -inventory of high cost items is managed very closely,. whereas the inventory of low cost items can be maintained on a-periodic ordering basis. If you .want more informa tion about Pareto's Law, write for a copy of our Technical Information Guide which .describes it. severe exposures. A second principle -of business manage The occurrence of the vital few injuries ment-can be applied once we have isolated, in a given industry is predictable, .and -can the vital fewthis is the principle of. refine- 17 J 1969 National Safety Congress ment which states that "As we increase our the challenge is to be persistent and imagi capacity to discriminate, .we can increase native enough in our control efforts to whip output in the areas under study." This is the the problem. The' Wisconsin logging inali-important challenge: to learn how we , dustry did tackle the problem with persist*can increase our discrimination and thus our cnce and imagination. And. the results? loss-control output 1 And when management Their current workmen's compensation in is provided not with more data but with surance rate is $7.79 per $100 of payroll.-- , discriminating injury cost data, it is rela down from- $16.78 in 1962. We are con tively simple for management to increase vinced that dramatic results such as these its sphere of injury-control influence by pass- arc eloquent testimony to the effectiveness ing this information on to line supervision. of the vital few approach. We, as a company, have seen dramatic There has been much written and spoken- results from the application of the vital few in recent years about the diminishing rate of ' concept We are-sold- on the fact- that Par- work injury reduction as-based on national efi/s Lap) and the (principle of refinement reporting.' There arc undoubtedly many rea have played -- and will continue to play -- sons for this alleged slowdown. The law of a large-role in directing our safety consulta diminishing -returns is Certainly a factor. tion services. I will cite one example. In Improved reporting ` procedures must also Wisconsin, we provide workmen's compcn- have some effect ' on the comparison. But, . sation insurance' for most of the logging what is being -mirrored more- than anything industry. Our injury cost analysis of this else is the need to find better direction for industry pointed out that about one-third of injury control^-bascd on cost-analyses. In tlm injury cost in logging arises from in this way, the vital few will be pinpointed juries occurring during the tree-felling pro and concentrated upon. cess.' This cause-cost relationship holds true in logging throughout the country. The size of the timber does not alter the basic ex posure. If a man is going to log he must fell trees, and as'long as he stands at the base of a- tree and proceeds to cut it down, he' has a .very-, severe exposure to a great many predictable but uncontrollable hazards ' with a very high potential fo? major and costly injuries. ' Loss control must become a planned, logi cal, .and systematic procedure. It must start at the top. It is one of many business man agement procedures, and it must be . con ducted as such. Loss control cannot be ah on-again-off-again activity; it must 'be an uninterrupted 'effort toward greater profitabil' ity, as arc other management processes. The direction for loss control must* be founded on fact; not opinion* or hunch, or fantasy. The Wisconsin forest industries arc now It must be founded on probabilities, not enjoying the lowest workmen's compensation mere possibilities. Gantt, a pioneer of modern rate in the state's history. This in spite of management techniques, said it this way: the greatly rising. medical costs, as well as . workmen's compensation benefits. What's the "We have no right morally to decide as a matter of .opinion, that which can be deter answer? We think-that, in large part, it is mined as a matter of fact" This does not, the logging industry's diligent application'of of course, preclude or eliminate the need for controls to the vital few injury causes. These astute professional safety engineering judg major, controls primarily involve safe tree- - ment, especially in'- research and development .felling practices and consistent use of hard work. . hats. - Hard hats will eliminate some injuries -.and 'reduce-the severity of others, but they A. cost relationship is essential ` for economic .as well as humanitarian reasons. Un do not minimize, the exposure. Safe tree felling techniques do minimize the exposure. . Here again we have a repetitive exposure, and one that is inevitably involved in the production process. Controls for such ex less tills checkrein' is maintained we are very likely to get carried away by our per sonal enthusiasm for one phase of activity, and lose sight of the problems causing the greatest injury cost and the greatest human posures must be worked on energetically, suffering. shrewdly, and consistently if results, are to The cost of injury-control efforts for a be obtained. It cannot be a one-time applica given accident cause should* be proportional tion! Once the major loss source is known, to the cost involved, in relation to total loss 18 .. o costs. If wc arc. to adhere to the tenet that would swell the numbers of the "trivial management intensity should be proportional many." to the cost involved, then management must have injury cost information to properly direct injury-control efforts. . Question: What,- if any, relationship exists between the "vital few" and the "high po tential" or HIPOS ? We believe that in the vital few- approach we have a substantial part of the answer Answer: There is again the serious prob to the difficult problem of better performance lem of semantics. I only know that'Mr. in occupational loss control. Our big job now Allison and I use different injury classifica is to sell the occupational safety profession tions, different sampling techniques, and on changing over to the dollar standard -- different data. Nevertheless, -I am sure that both for the direction of their efforts and there is. some relation between his findings for the measurement of their accomplish-. that "Only two per cent of all injuries ments. This is.what must be done if wc and only two per cent of all accidents have are to recognize tile meaning and the po a real causc-rplation to those accident-prone tential benefits that arc' awaiting us in the vital few approach to loss control. situations, processes, or procedures- which do have a high potential for resulting in major injuries or major losses"' and our Question: What relationship is there be '"vital few" findings. Since he arrived at tween what you classify as "medical treat his two per cent by including the first-aid ment" and a plant's "minor," "serious," and- eases and ' many normally non-reportablc "lost-time" injuries? eases that arc not ifTinsurancc"data, it is- Answer: Semantics docs pose a problem, even' possible that my 33 per cent may be What wc, from- an insurer's viewpoint comparable to his two per cent. I still hope actually refer to as "minor" or "medical o i!n. with him and other progressive treatment" arc those injuries, reported by leaders in pursuing this further, industry to their insurance carrier which do Mr. Allison-and I do dearly agree on the involve medical. treatment but do not'gen- trcm.cmlous savings made possible (1) not " .erally involve. compensation payments for by more data,, but by emphasis and conccn- IoS3 of time.. They may include some of tration on the really ` significant data that1, what many plants call "serious" injuriesand docs 'reveal the real severity or high poten- outsidc medical treatment. They"do.not in- tint and (2) by the use of dollar costs as elude all of the so-called "serious" injuries a measure of accident prevention per-: nor any of .what' occupational' safety refers formancc. Generally speaking the "high, po lo as. "minor" or first-aid eases, all of which tcntials" could include the "vital few." 19 OFFICERS OF THE AEROSPACE SECTION NATIONAL SAFETY COUNCIL 1969-70 General Chairtnan--*J. M. Durham, Safety Director, Martin Marietta Corp., New York. N.Y. Vice Chairtnan --- E. G. Troutman, Accident Prevention Administrator, Westinghouse Elec tric dorp., Astronuclear Laboratory, Pittsburgh, Pa. Secretary--W. W. Allison, Safety Consult., Sandia Lab., Albuquerque, New Mexico Newsletter Editor--E. L. Mendenhall, Health and Safety Engineer, The Boeing Com pany, Boeing Alantic Test Center, Cocoa Beach, Fla. Engineering Chairman -- E. B. Cassler, Mgr. of Safety, Hercules Incorporated, Bacchus Works, Magpa, Utah Engineering Committee -- Y. E.D'Astro, Chief Safety Engineer, Thiokbl Chemical Corp oration, Longhorn Division, Marshall, Tex.'; Harley Tracy, Industrial Safety, North American Rockwell, Space. Division, Downey, Calif..; Edward R. Harris, Manager, In dustrial Safety Engineering, General Electric Co., .Re-entry & Environmental Systems Div, Philadelphia, Pa. Program Chairman -- W. C. Applegate, Dir, of Safety, The Boeing Co., Seattle, Wash. Program Committee -- E.' M. Scacgs, Safety Dir., Semiconductor Products Div., Motorola, ., Inc., Phoenix, Ariz.; Howard Grosvenor, Personnel Services Manager, Rohr Corp, Chula Vista, Calif. ' c Education & Training Chairman -- C. W. Bates, Westinghouse Electric Corp, Chcswick Operations, Cheswick, Pa. Education & Training Committee -- W. J. Reitter, Safety Dir, AC Electronics Div, Mil waukee, Wis.; Carl Wiuff, Safety Dir, Pace Corp, Memphis, Tenn. Industrial Hygiene Chairman--H. M. Donaldson, Dir, Industrial Hygiene, The Brush Beryllium Co, Elmore, Ohio Industrial Hygiene.Committee -- N. P. Novak, The Boeing Cq., Seattle, Wash. Membership Chairman -- *Fred R. Temple, Chief Safety Engineer, Genera) Dynamics Corp oration, Fort-Worth, Tex.' Statistics & Contest Cltainhan -- J. J. Molloy, Special Assistant, Industrial Hygiene & Safety, North American Rockwell Corporation, Aerospace & Systems Group, Executive Offices, El Segundo, Calif. Off-The-Job Safely Chairman -- R. W. Kennedy, Supervisor, Industrial Safety, L.T.V. Aerospace, Vouglit Aeronautics Div, Dallas, Tex. 27 -J Off-The-Job Safety Committee--j. W, Richardson, Safety Supervisor, Missiles and Space. Div., LTV Aerospace Corp., Dallas, Texas' Military and Government Agency Representatives--Cot. B. B. Abrams (Chairman),.. Armed Services-Explosives Safety Board, Dept of-Defense, Washington, D. C.; A. R. Evans, Jr., General Safety. Officer, Naval Air Systems Command, Washington, D. C.; ' Howarth, Chief, Ground Safety Branch, .Andrew Air Force Base, Washington, D. C.; 'J. E. Powell, NASA Safety Office, Manned Spacecraft Center, Houston, Texas Long Range Planning Chairman -- D. A.- Frasier, Supervisor, Accident Prevention, West- : inghouse Electric Co., Marine Division, Sunnyvale, Calif. Associate Chairman -- *H. Jack Stone, Chief, Safety & Industrial Hygiene, Lockheed Missiles & Space Co., Sunnyvale, Calif. Nominating Committee -- *J. M. Durham (Chairman), Safety Director, Martin Marietta Corp.,-New York,`N. Y,; W. C. Applegate,- Dir. of Safety, The Boeing Company,. Seattle, Wash.; E. G. Troutman, Accident Prevention Corp., Xstronuclear Laboratory, Box Administrator^ Westinghouse Electric, Pittsburgh( Pa.; W. W. Allison,vSafety Consult., Sandia Laboratories, Albuquerque, New Mexico. . Members At Large--'Howard Cutter,'.-Director'of Safety, Lockheed Propulsion, Redlands, Calif.; Al Heeseman, Manager of Safety, Wyle Labs., Norco Facility; Norco; Calif.;Robert Lemon, Safety .& Security Supervisor, Leaf. Jet Industries, Wichita, Kans.; Ernest Levens; Corporate Director of Safety, McDonnell Douglas Corp., Santa Monica, Calif.; C. T. McNew, United Technology Center, Cape Canaveral, Fla.; R. S. Rainey, Health & Safety Supervisor, The Boeing Co., New.Orleans, La.; J. M. Richardson, Safety Officer, Sperry Rand Corp., Louisiana Army Ammunition Plant, Shreveport,- La.; Donald Robertson, Safety Supervisor, General Electric Co., Aircraft Engine Operating . Div., Cincinnati, Ohio; E. V.-.SisuLf. Supervisor, Safety & Medical Departments, McDon nell Douglas Corp., Lambert Field, St. Louis,- Missouri;' George E.' Slight, Safety Officer, U. S. Naval Ammunition Depot, Crane, Ind.; Otto Wehrle, P. E. Development' Engineering, McDonnell Douglas Astronautics Co., Santa Monica, Calif.; L. E. Win kler, Safety Office, Rohm & Haas Co., Redstone Research Lab., Huntsville, Alabama Staff Representative -- Joseph Zuithoff, Industrial Dept., National Safety Council, 425 N. Michigan Avc., Chicago, III. 6061.1 Past General Chairman <> OFFICERS OF THE AS$bCiATIONS COMMITTEE NATIONAL SAFETY COUNCIL 1969-70 Chairnian -- A. L. Kling, Loss Prevention Consultant, The Society of the Plastics Industry, New York, N. Y.; Dan Adaib, Coord, of Saf, Activities, Padfitf'tbast Assn, of Pulp & Paper Mfrs., Portland, Ore. (West Coast Area Coord.) Wm. Atkinson, Jr., Safety Director, Nat Mach. Tool' Builders Assn., Washington, D. G (Washington Area Coord.) Harry Becker, Safpty Director, American Water works Assil, New YorkyN. Y. (New York Area' Coord.); Earl A* Bratton, Executive Director, Steel Plate Fabricators . Assn.,' Hinsdale, 111.; W- G. Bryson, Saf. Dir., Tidewater Const. Gorp., Norfolk, Va.; H. Louis Custer, Dir. Retirement Safety & Ins., NatL Rural Elec Cooperative Assn., Washington, D. C.; H. J* Eiermann, Manager, Eng; Dept, Royal Globe Insurance Co., New York, N. Y.; Wu; Evans, Ins. Director, Printing Ind. of America, Washington, : D. C.; Ivan F, LeGore, Safety Director, Portland.. Cement Assn., Skokie, 111. (Midwest Area-Coord.); W. R. May, Safety. .Director Treasury Department Bureau of Erigraving-& .Printing, Washington, D. C.; J. C.. Mc Ghee, Labor & Saf. Specialist, Copper Development Assn.; New York, N. Y.; J. McKenna,- Safely & Fire Prevention Coordi nator, American Petroleum InSty New York, N. Y.;; Eugene L; Newman, Chief Con tracts, .Safety Office of Occup. Safety, Bureau of Labor Standards,' U. S. Dept of La bor, Washington, D. C.; Fred Rogers, Manager, Admin. Services, .Gypsum..Assn, Chi. cago, 111.; E- G. Troutman, Acc. -Prev. Admin.,..Westingfaouse Electric Corp., Astrohuclear Laboratory, Pittsburgh, Pa..; H. C. 'Underwood,. PPG Industries, Inc., Pitts burgh, Pa.; H. K. Williams, Co-ordinator of Safety, International Paper Co., Southern . Kraft Div.,-Mobile Ala.; P. Windsor, Secretary, Bureau of Safety, Chicago, 111.; Frank. Wood, Technical Director, The Salt Institute; Alexandria, Va. Association Consultants . Washington' Area -r- Santo J. Barca, Staff AssL to the Pres., Gan Mfgrs. Institute, Wash- -ington, D. G; Edward W. Baumann, Consulting. Director, National Slag Assn., Silver Spring,'Md.; George Burke, Manager,-Tech. Services; Water Pollution Control Fed., - Washington, D; G; Joseph H. Colquitt, .Secretary, National Assn.' of - Refrigerated . .Warehouses, Washington,.D. G; Richard L, Eldredge-Asst Executive Director, Natl.' Asphalt Pavement Assn., Riverdale, Maryland; Wm. E Hughes; Exec. Vice Pres.,.'Na tional Fibre Can and Tube Assn., Washington, D. C.;. Harry E. Korab, Technical ,Direc- . tor, Natl.. Soft Drink. Assn., Washington,-D. G; Hugh Me Gahey, Manager, Associa tion-Dept, Chamber of Commerce-of the'U. S'., Washington, D. C.; John Mohay, . Executive Secretary,' National Independent'Meat Packers Assn., Washington,' D. G; William S. JRitnour, Secretary-Treasurer, National Plant- Food Institute, Washington,- D.C. . .. V.-, ' .................. New York .Area--rJ. -P. Carroll,. Saf.. Mgr.,- The Society of1 The Plastics Industry, New York, N. '-Y.; Ray. C. Ellis, Jr., .Dir..of Safety Services, Hotd Safety Trade Group, New. York, N.'Y.; L. H. Gillette, Assistant Executive Vice-President, American Insti- . tute of Steel Construction, New York, lCY.; W. W. Purrsky, Cbde Eng., Bldg. Prod-. ' uctsi The Aluminum A?sn., New York, N. Y.; Kenneth S. Rolston, Administrative . Asst., American Pulpwood Assn., New York, N. Y.; William J.. Stevens, President, National Assn, of Photo-Lithographers,' New York, N. Y. Midwest Area--Robert E. Collins, Exec.Vice President, Southern Cotton Ginners Assn:, Memphis, Tenn.) Leonard Freed,. Mgr. Safety & Member Services, Ohio Contractors Assn., Columbus, Ohio; Jefferson Keith, Managing Dir., American Metal. Stamping Assn., Cleveland, Ohio;. George Keller, Dir., Assn. Saf. Services, Employers Ins. of Wa.usau, Wausau Wis.;. H. McRae, Bldg. Const Emp.- Assn, of Chicago, Chicago, ' IH; E. C. Merkle, Managing Director, Natl. Flexible Packaging Assn., Cleveland, Ohio; Harold Regan, Safety Coordinator, Amer. Paper Inst Inc., Chicago, 111.; Donn San ford, Memb. Dir., Assoc. Equip. Distributors, .Oak Brook, 111.; Allen (D. Walters, Sec., Amer. Warehouse-Men's Assn., Chicago, 111. West-Coast Area--Sidney Bierly, General Manager, California Fertilizer Assn.^ Sacra mento, Calif.; L. S. Chafpelear, Jr., Manager,.Tech. Services Dept, Western Oil & Gas Assn., Los Angeles, Calif.; Richard Fenton, Executive Vice. President Southern Calif. Plywood Assn, Los Angeles, Calif.; J. M. Kaplan, Executive Vice President Greater" Los Angeles Chapter,; National Safety Council, Los Angeles, Califs; T. F.' Knight, Jr, Executive Vife President California Manufacturers Assn, Los Angeles; Calif. ;V '. ' Paul E. Sheppard, Director, .Associations Division,. National Safety Council,' 425 'No. Michigan Ave, Chicago, III. 60611 /.'av-jv s*v 'M . 1969 National Safely Congress ' PROMOTIONAL IDEAS AND PROGRAMS THAT HAVE INCREASED OUR SAFETY SHOE SALES > By RICHARD W. PASCOE Safety and Securities Facilities Coordinator, Ford Mptor'Company, Allen Park, Mich. The Vietnam war has been an excellent employees should wear safety shoes. Your training ground for developing footwear pro local sales representative will be pleased to . tection against bamboo sticks and metal assist -in these meetings. This meeting would spikes that the enemy has been using to be the most advantageous time to distribute disable the walking servicemen. - the special foremen's catalog (provided by-. In researching statistical data in the var ious trade magazines I have come up with some interesting . facts. Last year . this country lost $140,000,000 as a result of foot . injuries. This is 12 per cent of the total dis abling injuries recorded! Of the 12 per' cent, 4S.8 per cent could, have .been pre vented had they been wearing safety shoes. Think what you cotild do'with just a small part of this $140,000,000' to increase your shoe supplier) so that he may become fami liar with the style and type of shoes that will be- available. Also, you could distribute a ' sample of the identification card (supplied free by shoe supplier) and explain the mechanics so that. when, the fitting begins all foremen will know what is expected of . them. At this meeting you could provide asmall gift for the foremen such as a pen or notebook,, shirt pocket protector, etc. safety promotion! At the foremen's meeting each foremen ' The Automotive Assembly Division: of Ford Motor has a six-point safety shoe inplant fitting program. Through experience, we have found that in order to achieve a 100 per cent safety shoe coverage on a voluntary basis it is necessary to stage, an intensive promotional campaign. The total cooperation of the supervisors- or foremen is essential to should-be. urged to be fitted for a pair of safety shoes if they are not already wearing them. In this way it will be easier for them to recommend safety shoes to their men. If the foremen desire, they-can be providedwith safety shoe talks so that they can talk niore logically to their men (obtainable from y-our local sales .representative). the success of this program, and without Step 4; Following the foremen's meeting, their wholehearted support no campaign it' would be helpful.if a letter on company - can succeed. stationery signed by the plant manager and Step 1. Be completely familiar with the publicizing, the catnpaign.be mailed to the present procedure to be followed in selling employees at theiif home. At this time,- post safety shoes and shoe store operation. We ers announcing the special fitting should be ' are audited and, therefore, there cannot be posted around the departments so that each any deviations from the established pro employe will be informed and reminded of cedure. .. the special fitting service and gifts which ' Step 2. Set a target date which is most practical from the standpoint of influencing the employees (Easter, Christmas, summer vacations, etc.). Normally, the fitting would can be given ..at'the close of the program. These posters are`usually the foremen's catalogs which are also suitable for bulletin .. board posting. . last from several to a month depending Step -5. Your supplier can ship additional on the size of the'piant. . shoes into the plant for the fitting. Normally, Step 3. Approximately two or three weeks before the target date a supervisory meeting of your supervisors ;or foremen should be called. This meeting should be held in groups the plants like to acquire additional, styles which they cannot carry in stock all year round because of space problems, so the . supplier will allow, the plant to return any convenient- for the safety engineer. At this unsold shoes at' the end of the program. meeting the foremen, may be' shown the These extra-shoes are shipped, and invoiced latest shoe films and hear, a short talk given in the regular way with return privileges by the- safety engineer telling them why ' granted. - 10 Automotive, and Machine Shop Section Step. 6. Finally, on the day of the fitting each foreman gives his men an identification card which should be retained by the indi vidual as a. record of size, width, and style purchased. The identification card will also help the foreman control his employes so that not too many are in the fitting room at one time. A portion of this card should be kept by the foreman even if the worker .is wearing safety shoes. This enables the foreman to maintain a record ; of his department until it is covered 100 per cent The other portion of the card should be-dropped into a box for an award to be given at the end of the program. , Many plants have ideas of their own which they inject info the program; how ever, basically this is the procedure which is followed. Now let's look at some other pertinent factors. We have glossy print catalogs that are eye-appealing and are provided by the shoe supplier. Our shoes listed in these catalogs 'are picked for' job analysis; therefore,.not all shoes made by the supplier are approved. Division and Central Staff also have a responsibility in the -promotion of safety shoe sales. Central office staff sends out a yearly" data sheet showing disabling, injuries -- head, body, arm, leg, and foot. We us ually, at Division, put a coyer letter on this, urging sales. promotion campaigns at our plants. At this point, you may feel, that 'all of our. plants sell a `tremendous amount of safety, shoes. Not so--some plants have sold 450 pairs per year, yet have 5,000 employees. Others sell that many monthly. So unless you sell your program it will not succeed. It is a rewarding experience and I can't 'remem ber the last "lost timer" but I can recall several instances where safety- shoes pre vented injury. The one all of us have .heard about is that one who "always wears safety shoes but was not wearing them at the'time of injury." FIRE PROTECTION FOR STORAGE AREAS By GUNNAR E. BERGLUND Corporate Fire Control Engineer, Ford. Motor Company, Dearborn, Mich. The' development of improved material handling techniques and equipment in recent years has resulted in new concepts of han dling and storage of materials; Warehousing, design, rack support structures of various configurations, stacker-retriever cranes either ' manually ' or computer controlled, among other considerations, now present a- new challenge'to fire protection. The number and size of recent' fires in combustible materials under high piling conditions indicates that ordinary automatic sprinkler installations will not extinguish or even control such fires. The Ford Motor Company insurance car riers have developed tentative standards. of fire protection, for high rack storage areas. Thcs.e standards generally contemplate the installation of automatic sprinkler systems at the ceiling level and numerous. interr mediate layers of sprinklers which require, in many instances; a very large water supply. It appears that very little consideration has been given to the requirement of a more effective extinguishing' media or to `mini mizing the potential severe water damage that may result from the operation of- a. multilayer sprinkler system in rack storage with sophisticated and costly material han dling equipment. The insurance carriers' standards are presently based on small scale fire tests and interpolations and empirical factors derived from limited loss- and test experience. It is significant to note that the concepts -of fire protection for high rack warehousing Of two major fire insurance underwriters are at variance; Presently, a series of fire tests, on storage racks of various heights are being con ducted by a knowledgeable group of fire protection specialists at the' new Factory Mutual Research Center, West Glocester, Rhode Island.' The findings of these tests may result in uniform standards of -fire protection within the next year, or -so. 11 1969 National Safety Congress Since no meaningful or consistent ap cated vertical and horizontal baffles are also proach- to the. provision of effective fire recommended with intermediate. sprinklers. protection for high rack warehousing was available to our company, a detailed re search of the problem was'conducted by com pany engineers on a full time basis during the first three months of 1967. The objective was to develop an effective and practical company fire protection standard. Carbon Dioxide Gas Fire Protection may be effective if installed oh a' total flooding basis with connected gas reserve supply. The quantity of gas required would be very, large, as 'a gas concentration of 75 per cent or greater would be required for deep seated fires. An additional amount of gas would be Many modem high rack storage ware- necessary to provide a good soaking period . houses were visited throughout the Midwest of inert gas. Building sprinkler protection Various fire extinguishing arid fire detection - would also be required. The cost of a prop methods were studied. Concise analysis <of erly engineered total flooding carbon dioxide fire reports, existing test data, technical . fire extinguishing system would, undoubtedly reports,, loss analysis, coordination, with be very high, based upon company experi major rack manufacturers, and personal ence in the United States. observations of fire tests were made. High Expansion Foam fire protection, ' The results are briefly outlined as follows: initially developed for fire fighting in' coal Fire Hazard Classification of Commodities mines by the Safety In Mines Research . Establishment of Buxton, England, has Three' fire hazard classifications were es- many advantages as a fire fighting media. - tablished which categorize the relative The, expansion of an aqueous surface-active combustibility of materials as low- hazard, agent solution to a semi-stable foam of about average hazard, and high hazard storage. 1,000 times the volume pi the original solu Low Hazard storage consists of sheet metal, castings, stampings, and other non combustible materials, not more than 10 per cent fill of individual racks or total storage volume in 'combustible materials. Paper clip tion through a proportioner or' a screen and blower device provides a means for transporting water-to inaccessible places, for flooding of confined, spaces, and volumetric displacement of vapor, heat, and smoke.'. . sheets, paper wrapping, and wood pallets Gass A fires (ordinary combustible ma are acceptable but. must not exceed the .10 per cent fill limitation. No paper .cardboard container materials, rubber, foamed rubber or plastic, vinyl, or upholstery material, are permissible in the low hazard Classification. terials) are controlled when the foam com pletely covers the fire and burning material;; Gass B fires (flammable liquids and rub: ber products) are extinguished by providing a foam blanket of sufficient depth-over the . Average Hazard storage consists of Class fuel surface to be maintained for sufficient A combustibles, wood pallets,..prates, up^ time to prevent reignition. holstery, -paper or cardboard containers. High expansion foam fire protection sys Again, np rubber, foamed rubber, or foamed tems have the following advantages for ap ; plastic materials are permissible. plication to high-rack storage installations; High Hazard storage includes rubber tires, . rubber 'products, foam rubber, and flammable liquids in closed containers. Methods of Fire Protection Automatic Sprinkler Protection when properly designed and installed.will control ' and,' in . many instances, extinguish fires in storage areas. There are limitations regard ing the effectiveness of one level of sprin klers at .the building ceiling only when high rise storage methods are used. Intermediate levels of sprinkler protection must be con -. 1. Generally reduced water requirements compared to multi-layer sprinkler systems within the rack structure, resulting in less water damage. 2. Racks may be constructed for maximum efficiency. Features such as fire stop baffles, draft curtains,' and clearance, allowance. for water distribution -may be omitted. 3. A limitation of the extent of fire in-, volvement and probable loss due to. cuttingoff air supply and for cooling effect. 4. High stock salvage potential as well sidered and are practicable in fixed high as negligible damage to: racks; stacker raCk storage. The use.. of strategically lo cranes, and control circuitry. 12 ... 3 1 . Automotive and Machine Shop Section When high expansion foam is provided demand. The tests were conducted with the as the extinguishing media, roof level auto same physical and procedural conditions to matic sprinkler protection is also required. establish.. reproducibility. In both' cases the There are three company locations where. outcomes met all requirements for judging average hazard storage is 40 feet high, that the performance of ceiling level sprin protected by hydraulically designed auto1 kler-protection was successful. matic sprinklers at the ceiling level and at The first meaningful fixed installation of the midpoint intermediate level The use high expansion foam was at. the Ford of noncombustible baffles,' both vertically and Motor Company Fostoria plant, where we. horizontally, complements this protection. make spark plugs. A warehouse attachment We have one automobile selectivity tower to an exterior was erected. Its dimensions 125 feet high, with intermediate sprinkler were 50 x 272x 50 feet high. protection at each level above the autonio-. Automatic sprinklers were provided at the biles. ,. r ceiling, and high, expansion foam on a total- Now under construction at Brownstown filling basis to fill in seven minutes was in- . is. a 3,000,000 square foot automotive parts stalled.-A full .foam test was made to prove warehouse where stock will be ' stored in. the integrity of the alarm system .and the racks to a height of 24 feet. Ceiling sprin foam. generating equipment The . effect of klers alone, of proper density and water foam on building, electric circuits, .auto volume, are provided for fire protection. To matic stacker.'crane,. and cartonized stock . determine whether our fire protection design was observed. criteria was adequate,' our- Autolite-Ford parts division sponsored relatively, large scale fire tests at the new Factory Mutual Re search Center. . The planning and method for the fire tests were thoroughly coordinated with, the Factory Insurance Association, Factory Mu tual Research Corporation, and interested Ford Motor Company-operational and staff personnel. These operations simulated acci dental fire in a three double rack row array of automotive parts storage, 24 ft high, There was no damage to the structure, the electric power,, or the automatic stacker crane. Some cartonized stock was slightly damaged. Salvage was very large. Clean up of foam offers a . challenge which, is not insurmountable. A .20,000 ,. square foot rubber tire, warehouse .may be cleaned of Hi-ex foam in three hours at a cost of $1,000, with no interruption of . pro duction. I have indicated that many types of auto-.. with ceiling level sprinkler protection repre-' matic fire protection may be Used for pro- . sentative of that proposed for the new'stor tection of. warehousing. The kind of. fire age building.' Ford and the underwriters protection best suited is 3 matter of judge-, agreed to criteria for. determining success or ment: whether stock is' stored in high rack failure of the fire test outcomes based on: structure; the susceptibility of the stock to extent of fire spread, fire exposure to build- water damage; aind the economics of. the 'ing structural elements, and sprinkler water installation. ` 13 . N^ : a 'V OFFICERS OF THE AUTOMOTIVE & MACHINE SHOP SECTION NATIONAL SAFETY COUNCIL 1969-70 General Chairman--Robert ,H.Cross, Supervisor of Safety, Fisher Div., General Motors Corp., Flint, Mich. < Vice Chairman--Kenneth L. Lewis, Director of Safety, Delco-Remy Division, General Motors Corporation, Anderson, Ind. Secretary--Clifford E. Blankenship, Safety & Training Supervisor, A. O; Smith, Granite' . City, III'. Program Committee--Thomas L. Kopke (Chairman), Div.;Safety Engineer, GeneralParts Div./Ford Motor Co., Ypsilanti, Mich. \ * Newsletter Committee---Ralph E. Huston (Chairman), P-2 Safety & Plant Protection Engineer, The Maytag Company, Newton, Iowa Engineering Methods and Procedures Committee--JoHMft A.-.Paugh (Chairman), Div. _ - ' Safety Engineer, Metal Stamping Div., Ford" MoWvStaiiipggv'^Division, Ford Motor ""'E Company, Dearborn, Mich.; J. S. Sciuto (Vice Chairman)-, Dir.Safety, NooterGorp., St. Louis, Mo.; B. J.- Cieslik, Safety Dir., General Motors Corp., Detroit, Mich.. F. J. "Bud" Deey, Safety Director, Industrial Safety Section, Ford Motor Co.; Dear- . bom, Mich.; F. William Feldon, Jr., Mgr., Safety & Security, Clark Equip. Co., .- Buchanan, Mich.; R. E. Halstead; Supv. of Safety, Allison Div., General Motors ' Corp., Indianapolis, Ind,; Guy Hoppe, Superintendent, Employment & Safety; Chrysler , , Outboard Corp., Hartford, Wis.; Claude A. Loesch, Adm. Asst., Employee Benefits, . Indiana Mfgrs. Assn'.,' Indianapolis, Ind.; N; E. McDermott, Safety Director, Cincinnati Milling Machine Co., Cincinnati, Ohio; D. L. Smith, Safety Supervisor, International Harvester Company, Memphis Works, Memphis, Tenn. #' Education and Training Committee--E. W. Showe (Chairman), Plant Engineer, Nichol son File Co.,' Anderson, Ind.; A. S. Thannum (Vice Chairman), Mgr. Accident Prevention & Plant Protection Services, Westinghouse Air Brake Co., Construction Equipment Div.', Peoria, 111.; Ralph'Batten, Safety Administrator, Trenton Division, Chrysler Corporation, .Trenton, Mich.; Howard A. Frost, Safety Administrator, Ko- komo Casting Plant; Chrysler Corp., Kokomo, Ind.; *Howard Huntington, General Supt of Safety, International Harvester Co;, Chicago, 111.; R. A. Jones, Safety. Super-' .. visor, International Harvester Go., Farm Equipment Div., East Moline,' 111.; R. W. . Lemke, Safety Supervisor, International Harvester Co., Construction Equipment Div., Melrose Park; 111.; Milton A. Rath^rt, Personnel & Safety Director, C. Hager and Sons Hinge Manufacturing Co., St. Louis, Mo. ' '. Fire Prevention Committee--James S. Doyle (Chairman), Director Plant Protection and Security Officer,- Delco-Remy Division, General Motors Corporation, Anderson, - Ind.; V. J. Hassell (Vice Chairman), Technical Advisor, Alexander & Co., Chicago, 111.; R. -A. Heaston, Dir., .Safety & Security,. Superior Coach Corp., Lima, Ohio; - John E. Hyee, Safety Engineer, Cummins Engine Co., Inc., Columbus, Ind.; *E. 0. .. .Prance, Director, Health, Safety and Security,; Bendix Products Automotive Division, . South Bend., Ind.; Fred J. Schroeieh, Jr., Safety Engineer, Ethyl Corp., Research .& ..Development Dept., Femdale, Mich.; L.'W. Thilking, Dir, Fire, Safety & Security, Emerson Electric Company, St Louis, Mo. r - . . ' . ... .Membership Committee--Eugene C. Pugh (Chairman), Manager, Underwriting Field Service Dept, Iowa National-Mutual Insurance Co., Cedar-Rapids, Iona; Robert G. Reeve, Manager, Safety Services- Section, Allis-Chalmers Manufacturing Co, Milwaukee, Wis.; Donald Welter, Safety Director, Guide Lamp Div, General Motors Corp, Anderson, Ind. . - . . , Product Safety Committee--Paul Kramos (Chairman), Manager, Safety Services, AllisChalmers Manufacturing Company, Independence, Mo.; A. E Fbazho (Vice Chairman), Industrial Safety Unit Mgr, Safety Dept, Michigan Mutual. Liability Ins. Go, Detroit Mich.; James y. Barry, Manager, Casualty Engineering Dept; Detroit Insurance Agency, Detroit Mich.; Fred Cook, Chief Engineer, Bituminous Casualty Corp; Rock Island, III; M. J. Gallagher, Superintendent. The Continental Insurance Cos., San Franciso, Calif.; Lewis R. Morrison, Corporation Manager-Safety, ACF Industries, Inc., New York, N. Y,; William R. Retzer, Industrial Hygienist Medical Division, Cater pillar Tractor Company, Peoria, 111. Long Range Planning Committee--A. Johnson (Chairman), Safety Director, John . Deere Harvester Works of Deere & Co, East Moline, 111.; *Robert F. Beeson (Vice Chairman), Safety Coordinator, Perfect Circle Div, Diana Corp, Hagerstown, Ind.; George E. Humphrey, Safety Dir, Cadillac Motor Car Div, General Motors Corp, .. Detroit, Mich.; *Ollie J. Pickel, Safety Engineer, E. D. English & Co, St Louis, Mo.; *E. O. Prance, Director, Health, Safety and*Security, Bendix Products Automotive Div, South Bend, Ind. , Staff Representative--,Joseph Zutthoff, Industrial Dept, National Safety Council, 425 N.Michigan Aye., Chicago, 111. 60611 Past Genera] Chairman' . - . OFFICERS OF THE CHEMICAL SECTION NATIONAL SAFETY COUNCIL 1969-70 General Chairman -- W. S. Wood, Safety Engineer, Research and Development Division, Sun Oil Co., Marcus Hook, Pa. Vice Chairman in Charge of Program -- W. H. Lauderback, Safety Director, Texas East man Co., Div. of Eastman Kodak Co., Longview, Tex. Secretary -- J: S. Snyder, Rahway Safety Mgr., Merck & Co., Inc., Rahway, N. J. Newsletter Committee --D. M. Van Wegen (Chairman), Safety Coordinator, Stauffer Chemical Company, New York, N. Y.; Mike Krikorian, Corporate Mgr. of Saf. & Medical, Brunswick Corp., Chicago, 111. Engineering Committee -- W. J. Rankin (Chairman), Division. Safety Engineer, 3M Com pany, St. Paul, Minn.; Dr. R. Y. LeViNE (Vice Chairman), Mgr., Fire Protection, OHn,'New York, N. Y.; H. C. McGinnis, Safety Dir., Union Carbide Corp., Chemicals . & Plastics, Institute Plant, Charleston, W. Va.; H. A. Partlow, Saf. Dir.; J. F. Queeny Plant -- Monsanto, St. Louis, Miss. ' ...... Health Committee -- D. J. Kilian, M.D. (Chairman), Industrial Medicine & Toxicology, . Texas Div., Dow Chemical Co., Freeport, Tex.; *H. W. Rapp, Jr. (Vice Chairman), Supt. Casualty-Property Dept. Commercial Lines Marketing Div., The Travelers In- ; surance-Co., Hartford, Conn.; E. L. Alpaugh, .Supervisor, Industrial Hygiene'Service, .International Harvester Company, Chicago, 111.; R. E. Hawkinson, Dir. Div. of, Special Services, Employers Insurance of Wausau, Wausau, Wis.; F. A. Van Atta, Asst. Dir., Research'& Technical Office of Occupational Safety, Bureau of Labor Standards, U. S. Department of Labor, Washington, D. C.'; Mary J. Hawke, R.N., Avisun Corp'., New Castle, Del. . " Safety Awards & Contests Committees--J'. E. Morrison (Chairman), Safety Dir., Houston Chemical Company, Div. of PPG-industries, Inc., Beaumont, Tex.; F. .E. Macaulay - (Vice Chairman), Safety Supervisor, Wyandotte Chemical Corp., Wyandotte, Mich.;' R. M. Neary, Safety Engineer, Safety Affairs Dept.,-' Union Carbide Corp., Linde Div., New York, N. Y. . ' Off-The-Job Committee -- A Mims (Chairman), Saf. Eng., Procter & Gamble Co., Ivory- dale Plant, Cincinnati, Ohio; K. L. McQuillen, Safety & Industrial Medicine Coordi nator, Eli Lilly & Co., Tippecanoe Laboratories, Lafayette, Ind.; W. T, Crouse, Saf., Dir., Rohm & Haas Co., Deer Park, Tex.; C. W. Cox, Saf. Supvr., Mobil Chemical Co., Petrochemicals Div., Beaumont Plant,. Beaumont, Tex. . Technical Publication Committee -- W. ,G.-Meade (Chairman), Supt., Training & Technical Services Div., Engineering Dept., Hartford Insurance- Group, Hartford, Conn.; E. Levens (Vice Chairman), Dir. of Safety, H-460, McConnell-Douglas Corp., Santa Monica, Calif.; C. MacDiARMiD, Supervisor, Polymer Corporation, Ltd., Sarnia, Ontario,Canada; E- W. Wischmeyer, Supv., Accident Prevention Section, Industrial Safety . Dept., Eastman Kodak Co., Kodak Park Div., Rochester, N. Y.; Roger W. Hoffman, Mgr.-Safety, and Coordinator, Pollution Control, American Potash & Chemical Corp., Kerr McGee Corp., Oklahoma City, Okla.; F. Lindemann, Asst. Mgr., Safety .& Loss Prevention, Allied Chemical Corp., New .York, N. Y.. Training. Committee -- L. D. Strohl, Corporate Regional Safety Mgr., National Distillers and Chemical Corp.,.Cincinnati, Ohio; L. P. Williams (Vice Chairman), Safety-Dir., 60 Jefferson .Chemical Co., Port Neelies, Tex.; George L. Baker, .Supervisor, Training and , Public Relations, Hercules, Inc., Cumberland, -Md.; W. W. Sears, Mgr., Safety Admin istration, Olin Corp. Stamford, Conn.; R. T. Bradley, Saf. Dir., Employee Relations Dept., Union Carbide Corp., New York, N. Y.; D.H. Guilbault, Saf. Dir., General Electric Co., Silicone Products Dept., Waterford N. Y. Training Aids Coimniitee-- C. R. Eastman (.Chairman), Safety Advisor, Mohil Chemical Co., New York, N.. Y.; G. F. Scannell (Vice Chairman), Safety Dir., Bristol Works, Rohm & Haas Co., Bristol, Pa:; *J. E. Nichols, Director of Safety, Reynolds Metals Co., Richmond, Va.; J. O. Hallberg, Superintendent, Saf. Div., Plastics Dept., E. I. duPont de Nemours & Go., Inc., Sabine River Works, Orange, Tex. Public Relations Committee--F. Owen Kubias (Chairman), Dir. of Health & Safety, Maliinckrbdt Chemical Works, St Louis, Mo.; Joseph M. Allovio,;Dir., Insurance and Loss Prevention, International Minerals and Chemicals'Corp., Skokie, 111.; A. P. Osti, "Corporate Safety Engineer, Chas. Pfizer & Co., Inc., Ne\y York, N. Y. Associations Coimniltee--Atiierican Chemical Society -- *H. H. Fawcett (Chairman), Technical Secretary, National Academy of Sciences, National Research- Council, Washington, D. C. American Association of Industrial Nurses--Mrs. M; E. Seaver, R.N., Charge Nurse, Mobil Oil Corporation, Trenton, Mich. . American Society of. Safety Engineers -- A. H. Christian, Division Safety Engineer, American Viscose & "Chemical Divisions, FMC Corporation, Philadelphia, Pa. I. Manufacturing Chemists' Association -- G. G. Fleming, Corporate Director, Safety & Plant Protection, Celanese Corp.; Charlotte, N. C; American Inst, of Chemical, Engineers -- *J. N. Romine, Manager, Safety & Security, Re search and Development Dept.,'Phillips Petroleum Co., Phillips Research Center, Bartles ville, Okla.. . F'edral Government Liaison -- F. A. Van Atta, Asst. Dir., Research & Technical Office of Occupational Safety, Bur, of Labor. Standards, U. S. Dept, of Labor, Washington, D.C. Membership- Committee -- G. H. Menter (Chairman), Safety Engineer, Bristol Labora tories, Division of Bristol-Myers Co., East Syracuse, N. Y.; *J. J. Prabulos, Safety Dir., National Distillers & Chemical Corp., New York, N. Y.; E. R. Wallace, Eastman . Kodak Co., Kodak Park Works, Rochester, N. .Y. , Research Committee -- *G. R. Cummings (Chairman), Manager, Safety & Industrial Hygiene, Eli Lilly & Co., Indianapolis, Ind.; *S. F. Spence, Dir. Safety and LossPrevention, American Cyanamid Company; Wayne, N, J.; *J. R. Bou.man, Head of Saf., Procter & Gamble Co., Ivorydale Technical Center, Cincinnati, Ohio. Nominating Committee -- *C. ' M. Olson (Chairman), Mgr.-Safety & Health, Industrial Chemicals Division, Hooker Chemical Corporation, Niagara Falls; N. Y.; *D. T. Smith, Supt, Protection Div., Employee Relations Dept., E. I. duPont de Nemours & Co., Inc., ' Deepwater, N. J;; *J. N. Romine, Mgr., Safety & Security, Research and Development Dept, Phillips Petroleum Co., Phillips Researplj Center, Bartlesville, Okia. Advisory Cotnmitlee -- *G. L. Gorbell (Chairman), Mgr., Personnel Safety, Monsanto Co., St Louis, Mo.; *S. M. MacCu-rcHEON, Director--Corporate Safety and Loss Pre vention, Dow Chemical Company, Midland, Mich.; *R. H. Albisser, Coordinator, Corpo rate Safety, Merck & Co., Inc., Rahway,- N. J.; *A. L. Cobb, Corporate Safety Coordihatbr; Eastman Kodak Co., Rochester, N. Y. Staff Representative -- John Mark, National Safety Council, 42S N, Michigan Ave., Chicago, III. 60611 '' Past General Chairman 61 j^rrTTTTr ' *-y,r> OFFICERS OF THE COAL MINING SECTION NATIONAL SAFETY COUNCIL 1969-70 General Chairman--r Ralph Banks, Inland Steel Co., Sesser, 111.. First Vice-Chairman -- Robert L. Vines, Bituminous Coal Operators Assn, Washington, D. C. . Second Vice-Chairman -- Edward; Onuscheck, Rochester & Pittsburgh Goal Go, Indiana, Pa. Secretary--Heeschkll Potter, U. S. Bureau of -Mines, Dept of the Interior, Washington, ac , 'Newsletter Editor---RaybiIrn H. Fraley, Consolidation. Coal Co, Morgantown^ W. Va. Labor Representatives--Lewis E. Evans (Chairman), United Mine Workers of America, Washington, D. C.; Rex Lauck, United Mine Workers of America, Washingtan, D. C. Bituminous Coal Representatives--A. E. Copeland, Pocahontas Fuel Co, Div. of Con solidation Coal G>, Pocahontas, Va.; John Reeves, Mid-Continent Cool & Colce Co., Carbondale,' Colo.; Coy South, Bell & Zoller Coal Co, Johnston Gty, BL; James Clem, Peabody Cbal Co, St. Louis, Mo.; M. E. Fowler, Duquesne Light Co, Grecnsfibro, Pa.. Coal Associationr* Representatives--Quinn Morton III, Southern Coal Producers Assn, Charleston, W. Va.; Ford Sampson, Ohio Coal Assn, St. Gairsvflle; Ohio; S. W. Zanolu. Bituminous Coal Operators Assn, Washington, D.. C.; Chester Truax, American Mining Congress, Washington, D. C. * U. S. Bureau of Mines Representative -- *James Westfield and HERmr Wheeler; U. S. Bureau of Mines, Dept, of the Interior, Washington, D. C. Mine Inspectors' ' Institute of America Representative -- W. Foster Mduxss, Div. of Mines, State of Virginia, Big Stone Gap, Va.; Arnold Snowden, Ohio Division of Mines, Columbus, Ohio; W..Dean Aubrey, Iowa -Dept, of Mines &'Minerals, Des. Moines, Iowa State Mine Inspectorj Representatives--Arnol6 Snowden, Ohio Div. of MHiss, Columbus, . Ohio; John Ashcraft, West Virginia Dept, of Miftes, Charleston, W. Va.; Leon Ruff, . Illinois Department of Mines, and Minerals, Springfield, 111.; .Dennis J. .Keenan, Pennsylvania Department of,Mines and Mineral Industries, Cressoq, Pa.; Harbeld Kirkpatrick, Kentucky Department of Mines and Minerals, Lexington, Ky.; Charles. PUrcell, Indiana Bureau of .Mines, Terre Haute, Ind.; Don Davis, Division of Mine Inspection, Dept, of Labor & Industrial Relations, Jefferson City, Mol; Ward Padgett, Oklahoma Department of Mines and Mining, Oklahoma Gty, Okla.; BL' T. Williams, Alabama Div. of Safety and Inspection, Birmingham, Ala.; W.- Dean Aubrey, Iowa Department of Mines and.Minerals, Des Moines, Iowa; Donald Hasrs^ Colorado Coa! Mine' Inspection Dept., Denver, Colo.; W. Foster Mullins, Div. of Mines, State of Virginia, Big Stone Gap, Va.; Carl'ysle F. Gronning, Chairman, The Industrial Com mission of Utah, Salt Lake City, Utah . 36 - lid' r.sv.' Engineering Committee--Donald Mitchell (Chairman), !!. S. Bureau of Mines, Pitts- burgh, Pa.; E. J. Hunsky, .Wabco,Mining Equipment Division, Chicago, III.; Ray- : mono H. Marlow, Jeffrey Manufacturing Co., Columbus Ohio'; C. A. Bailey, Applied Research Laboratory, U. S; Steel Corp., Monroeville, Pa.; James Elkin, Duquesne Light. Co., Coal Dept., Pittsburgh, .Pa. ; Harry Leonard, Joy Manufacturing Co., Frank- liri, Pa.; Lewis S McNickle, Hanna Coal Co., Div. of Consolidation Coal Co., Cadiz, Ohio; Clarence Jesse, Semet-Sdvay Div., Allied Chemical & Dye. Corp., Tralee, W. Va; E. J. Harris U.S. Bureau of Mines, 4800 Forbes Ave, Pittsburgh, Pa.; S. P. Po- lack, U.S. Bureau of Mines, Pittsburgh, Pa;. Thomas E Kobrick, Bethlehem Mines Corp., Johnstown, Pa.;,Ralph Krek, U.S. Bureau of Mines, Pittsburgh, Pa.; James V.-. Burgess, Madison, W. Va.; John Katlic, Eastern Associated Coal Corp., Pittsburgh, ,Pa.; Donald S. Kingery, U.S.,Bureau of Mines, Pittsburgh, Pa.; Max Florjancjc, Mathies .Coal Co, FinleyvilIe,.Pa, ; R. P.-Hightower, Wisconsin Steel Mines, Interna tional Harvester Co., Benham, Ky. ' Entertainment Committee--Everett White (Chairman)^ Mine Safety Appliance Co, Pittsburgh, Pa. ; Paul C. Lingo, Monterey Coal Co., Carlinville, 111. training and Visual Aids Cotmnittee-- Paul Budzak (Chairman), Freeman Coal Mining Corp;, .West -Frankfort,. 111.; S. H. Mooney, Woodward. Corp, Woodward, Ala.; Maurice Fowler, Duquesne Light Co., Greensboro, Pa.; Walter Fleming, U. S.. Steel Corp., Fairfield, Ala.; Julius Olzer, .Ohio Valley Div., Consolidation Coal Co., Moundsville, W. Va.; Daniel Jackson, Jr., Coal Age, McGraw-Hill,-Lie., New York, N* Y.; .William Hoover, U.S. Bureau of Mines, Johnstown, Pa.; C M. Dovidas, U.S. Bureau of Mines, Vincennes, Ind. Program Committee -- Ward. Stahl (Chairman), U. S. Bureau of Mines, Dept of the Interior, Washington, D. C.; E. L. Baker, Lynch District, U. S. Steel Corp.,-Lynch, ".Ky.; Charles D. Bowling, Semet-Solvay Div., Aljied Chemical & Dye Corp., Long- acre, W. Va.; Paul Lingo, North American Coal Corp., Ohio Div, Powhatan Point Ohio;. John Reeves, Mid-Continent Coal and Coke Corp, Carbondale, Colo.; John Me- Cracken, Mine Safety Appliances Co., Pittsburgh, Pa.; Lewis' Jesalosky, .Hanna Coal Co, Div. of Consolidation Coal Co, Cadiz, Ohio; Tom Kobrick, Bethlehem Mines.Corp, Johnstown,. Pa. V Membership Committee -- James Hurley (Chairman), North American Coal Corp;, Cleve land, Ohio; Melvin Triolo, Logan Coal Operators' Assoc, Logan, W. Va.; Alex- Keleman, Artnco Steel Corp, Coal Div., Montcoal, W. Va.; *C. E. Linkous, Island Creek Coal- Co, Holden, W. Va.; Clarence Jesse, Semet-Solvay Div, Allied Chemical & Dye Corp, Tralee, W, Va.; Dennis FraileY, Old Ben Coal. Corp, Benton,' III.; S. H. Mooney, Woodward Iron Co, Woodward, Ala.; Wilbur Simon, Christopher Coal Co, Div. of Consolidation Coal Co, Osage; W. Va.'; Jesse.Shepferd, Hanna Coal Co, Div. of Consolidation Coal Co, Cadiz, Ohio; George P. Resick,'Pennsylvania Department of Mines & Mineral Industries, Ebensburg, Pa. Roof Control Committee -- Francis R. Boyle (Chairman), Frick District U.S. Steel Corp, Uniontown,' Pa.; Paul Budzak, Freeman- Coal Mining Corp, West Frankfort, 111.; John McCormick, U. S. Bureau of Mines, Pittsburgh, Pa; James R. Vilszck, U. S. Steel Corp, Gary, W. Va.; Emery Olsen, Western District Coal Div, U. S. Steel Corp, Dragerton, Utah; D. C, Jones> McLean-Hunter Publications, Coal Mining & Pro cessing, Chicago, 111.; Charles T. Holland, West Virginia University, School of Mines, Morgantown, W. Va*Joshua Smith, Eastern Associated Coal Corp, Mt. Hope, W. Va; A. M. Shaffer,' Republic Steel Corp,, Uniontown, Pa.; G. R. Haworth, Con tinental Oil Co, Ponca City, Okla.; J. L. McKnight, Union Carbide Corp, South Charleston; W. Va.; Lawrence Adler;, Virginia Polytechnic Institute, Blacksburg, Va. 37. PubEatj Comnitfe.--REx. Lauck (Chairman), United Mine Workers of America, Wash-" mgtnq, Dl C; HabrisonGilmer,U. Si. Bureauof Mines, Department of the Interior, Washington, D. G; Herbert Foster, National Goal. Association, Coal Bldg, Washing ton, DlC.; A. K Flowers, CoalAge; McGraw-Hill Publishing Corp, New.York; N. Y.; WmCTr W. VanEveua, American Mining Congress, Washington, D.G; GaoBOt G Ijwmt, McLean-Hunter Publications; Chicago,-HL; Leonard Gross, Consolidation Goal Co, Morgantown, W. Va. Off-The-Job Safety Committee--Don F.-Mexheny (Chairman), Bethlehem Mines Corp., Johnstown. Pa.;. W. R. Park, U. S. Bureau of Mines, Mt Hope. W. Va.; W. A. Kis er, VirgmiaDiv. of Mines, Big-Stone Gap, Va.; .Carson Hebbitts, District 28, United Mine Workers of America, Norton, Va.; Thomas Liddle, Westmoreland Coal Co., Stanega Kg Stone Gap, Va.; William: Muhcie, Bituminous Casually Gmp, Bock Island, HL; E. W. Lewis, North American Coal Corp., Ohio Dhr,. Powhatan Point; Ohio Contest-Awards Committee--Harry; Gandy, Jr. (Chairman), National Coal Assn., Washington, D. G; Robert L. Vines;,- Bituminous, Coal Operators' Assn, Washington, ' D. G; Rex Lauck, United Mine Workers of America, Washington, D. C. ResearA ami Planning Committee--*James Westfield (Chairman), U. S. Bureau of Mme^ -Dcpt. of' the Interior, Washington, D. G; *Woods G. Talman, U. S. Steel Gfrp, Pittsburgh, Pa.; *Andrew Hysujp, Jr., Hama Coat Co., Dnr. of Consolidation fiil (X Cadiz, Ohio; *Hakry Gandy, J*-> National Coal Assn., Coal Bldg, Washing ton, DL G; *G E, Linkous, Island Creek Coal Go, Holden, W. Va.; *ML F. Brennan, United Mine Workers of America, District No. 7. Hazleton, Pa.; *James D. Reilly, .. Hanna Goal Co, Div. of Consolidated Coal Gx, Cadiz, Ohio Namhating Committee -- *James Westfield (Chairman),U. S. Bureau of Mines, Dept of * the Interior, Washington, D. G; *C. Whxiam Farisi, Pittsburgh Coal Co, Dhr. of Constfliriarinn Goal Co, Library, Pa.; *Wooos G Talman, U. S. Steel Corp, Pittsburgh, Rl lStaff Representative--Ralph M. Coe, National Safety Council, 425 N. Michigan Ave., Chkagn, in. Past General Chairman OFFICERS OF THE CEMENT. QUARRY AND MINERAL AGGREGATES SECTION NATIONAL SAFETY COUNCIL 1969-70 General Chairman--P.C. Hatter, Asst. Labor Relations Mgr., Ideal Cement Co, Denver, Colo. ' * First Vice-Chairman--P.' J. Judge, Industrial Relations Manager, Houdaille Construction Materials, Inc., Morristown, N. J. Second Vice-Chainnan--Robert M. Holderied, Assoc. Dir. o Safety, Martin-Marietta Coip, New York, N. Y. * Secretary--Fred J. Rogers, Manager, Administrative Services; Gypsum Association, Chicago; iil. ' Nezvsletter Editor--D. W. Ward, Mgr. Engr. & Loss Control, Harris-Moore & Assoc., Pallas, Tex. t ,' Associate Newsletter Editor--Simmy A. Quin, Mgr. of .Loss Prevention Dept, Royal Globe Insurance Co, Dallas, Tex.' Program Committee--P. J. Judge (Chairman), IndustrialRelations Mgr, Houdaille. Con struction Materials, Inc, Morristown, N. J.; R. M. Holderied, Assoc. Dir.'of Safety, Martin-Marietta Corp,.New York, N. Y.; *Howard F. Johnston, Division'Manager, .Industrial Relations, The Ruberoid Company, Bound Brook, New Jersey; Sidney-A. .. Quin, Manager of Loss Prevention Dept, Royal Globe'' Insurance, Co, Dallas, Tex.; F. J. Rogers, Manager, Administrative Services, Gypsum Association, Chicago, 111. Menibership Committee--Dorse O. Seiple (Chairman), Mgr. Safety and Personnel, The Standard Slag Co,. Youngstown, Ohio; Carl R. Metzgah, Reg. Safety Mgr, Lone Star Cement Corp, Richmond, Va.; Thomas Slobodnik, Safety Eng, Material Service Sub. of General Dynamics Corp, Lyons, III.; E. J. Waging, Assistant Vice President, Laverack-and Haines, Inc, Buffalo, N. Y.; G.. E. -Williams, Saf. Dir, American Aggregates Corp, Greenville, Ohio Statistics and 'Contests Committee--Forrest Moyer (Chairman), U. S. Bureau' of Mines, Washington, D. C..; E. Bauman, Silver Springs, Md.; Cyril I. Malloy, Jr, National Sand & Gravel Assn, National Ready Mix Concrete Assn, Silver Springs, Md. Engineering Cotnmittee--David Visnaw (Chairman), Loss Control Consultant, Loss Con trol Systems Inc, Madison, Wis.;. Loyd L; Cash, Jr, Safety Director; The Georgia Marble Company, Tate; Ga.; J. Milton Durham, Safety Director, Martin-Marietta Corp, New York; N. Y.; W. M. Hoxie, Saf. Engineer, Corps of Engineers, New Eng land Div, Waltham, Mass.; "Howard Riefenstahl, Manager of Training and Safety, ' Alpha Portland Cement Co, Easton, Pa.; Roy G. 'Stott, Mining Health and Safety Engineer, U. S. Bureau of Mines, Washington, D. G;' John J. Sweeney,'Safety Engi neer, Bethlehem Mines Corp,' McCoy Quarry, King of Prussia, Pa.; *Arvid Tienson, . Director of Insurance and Safety, Material Service Sub. of General Dynamics Corp,. Chicago, III.; Ralph Wray, American Mutual Liability Insurance Co, Baltimore, Md. 13 i Visual Aids Committee--Charles G. Shelton (Chairman), Vulcan Materials Co., MidEast' Div., Winston-Salem,' N. C.'Howard'F. Johnston, Division Manager, Industrial-. " Relations, The Rubcroid Company, Bound Brook, New Jersey; Rodert-T, Smith, Dravo Corp., Keystone Div., Pittsburgh, Pa.; 'Leslie S. Volte, Saf. Consult., Logans- . port, Ind.. Off-lhe-Job Safely Committee--C. Russel Mattson (Chairman), Safety Supervisor, Dravo Corporation, Pittsburgh, Pa.; J. Milton Durham, Safety Director, Martin-Marict.ta Corp.,- New York, N. Y; 'Francis W. Bush, Sr., Director of Safety, M. J. Grove Lime Company, Frederick, Md. Publicity Committee--E. W.-Bauman (Chairman), Silver. Springs, Md.; William L. Carter, Executive Director, National Crushed Stone Assn., .Washington, D. C.; Charles E. Hawkins, III,. Administrative Asst., National Crushed Stone Assn., Washington, D. C; H. Bradley Johnson, Div. of Safety; American Mining Congress, Washington, D. C. 4r Legislative Committee--Charles E. -Hawkins, III (Chairman), Administrative Asst., National Crushed Stone Assn.,. Washington, D. C. ;E. W. Bauman, 10826 Lorain Avc., Silver Springs, Md.; William L. Carter, Exec. Dir.,- National Crushed Stone Assn., Washington,' D. C.; H.' Bradley Johnson, Div. of Safi, American Mining Congress, . Washington, I). C. Training Committee--'Howard Riefenstahi. (Chairman), Mgr. of Training and Saf., Alpha Portland Cement Co!, Easton, Pa.; Edwin P. Bi.azewicz, Houdaille Construction Materials Inc., Morriston, N. J.; J.-Mii.ton Durham, Saf. Dir., Martin-Marietta Corp., New York, N. Y.; James A. Hickey, Portland Cement Assn., Skokie, 111.; 'William . A. Kipp, Manager-Safety, Universal Atlas Cement Division, (J.S. Steel Corp., Pitts burgh, Pa.; Gerald D. Raver, The France Stone Co., Logansport, Ind. Long Range Planning Committee--'Mahtin D. Gentry (Chairman), Mgr., Industrial Rela tions, General Portland Cement Co., Dallas, Tex.;.'Francis W. Bush, Sr., Director of Safety) M. J. Grove Lime Company, Frederick, Md.; 'Howard F. Johnston, Divi sion Manager, Industrial Relations, The Rubcroid Company, Bound Brook, New Jersey;. Garland E. Midyettf, Safety Dir., Superior Stone Co. Div., Martin-Marietta Corp., Raleigh, N. C.; 'Howard Riefenstahi., Manager of Training and Safety, Alpha Portland Cement.Company, Easton, Pa.; 'Arviii Tif.nson, Director of Insurance and Safety, Material Service Diy. of General Dynamics Corp., Chicago, III.; *j. R. Treadaway,-Mgr. Safety Administration, .Vulcan' Materials Co., Birmingham, Ala.; 'Leslie S. Voltz, Saf.'.Consult., Bellwood, III.; 'Paul J. Worsf.ck, Manager-Safety and Wel fare, Lehigh Portland Cement Co., Allentown, Pa. Hospitality Committee--Edwin I'.' Bi.azewicz- (Chairman), Houdaille-Construction Mate- . rials, Inc., Morristown, N. J.; Ciiari.es E. Hawkins, III, Administrative Asst., National Crushed Stone Assn., Washington, D. C; Guy Moulds, Huron Cement Co., Div. Na tional Gypsuin Co:, Alpena, Mich. `. Nominating Committee--''Martin .D. Gentry (Chairman), Mgr., Industrial Relations, General Portland Cement Co., Dallas, Tex.; 'Garland E..Miiiyette, Saf. Dir., Superior .Stone Co., Div. Martin-Marietta Corp., Raleigh, N'. C.; *J. R. TREADAWAY,.Mgr. Safety Administration, Vulcan Materials Co., Birmingham, Ala. Staff Representative--Edward J. Sedlacek, National Safety Council, 425 N. Michigan Avc., Chicago, Illinois 60611 . 'Past General .Chairnian .14.- . . S3 ..... A v oePicers of the ELECTRONIC AND ELECTRICAL EQUIPMENT SECTION - NATIONAL SAFETY COUNCIL 1969-70 'i General Chairman--Alan Rerd^-Manager, Product Engineering, Daniel Woodhead Co, Northbrook, I1L ' : 1st Pipe Chairman--J. W. Looper, Safety Dir, National Cash Register Co, Dayton, Ohio 2nd Vice-Chairman--George H.'.Pope) Managing Engineer, Casualty & Chemical Hazards Dept;,`Underwriters' Laboratories, '^Northbrook, ill. - Secretary--H. A. Perkins, Chief of Health & Saf. Sect, Western Electric Col, Inc, Bal- . timore, Md. . ,, ." ' Membership Committee--B; T. King, (Chairman), Safety Director, Charles Bnming Cot, Div.' of Addressograph-Multigraph Corp., Mfc Prospect; UL; Lee Bante, Safety Super visor, Teletype Corp-,- -Skokie,^-111,; R. ]. Gies> Mgr.i-Safety; A. B; Dick jQx,_Niles, 111- Andrew Lowery Engineer, Becton, Dickinson- and- Co," Raleigh, N. C.; Lawrence Zepernick; Safety Director,--U. S. Industries. Ina,-New-Yori^-N., '~ Program Committee--Al R Cichy (Chairman), Loss Prevention Mgr, General Tele1 . phone & Electronics Corp., New York, N. Y.; C Wh. Walters (Vice Chairman), Manager, Loss Prevention, Automatic Electric Co, Nortlilake, IIL; A. J. Claijser, Man ager, Health & Safety, General Electric Co. Rome, Ga.; W. G. Moorhead Adm, Saf. & Health Dept, AMP, Harrisburg, Pa. Newsletter Committee--Charles L., Victor (Chairman), Div. Mgr. of Safety & Health, Fairchild Semiconductor, Mountain View, Calif.; Edwarp Burk (Vice Chairman), Safety Administrator, Control Data,- M. S. 33, Minneapolis; Minn.- Research and Engineering Committee -- Howard P.. Michener (Chairman), Mgr. of the Engineering &'Safety Regulations Dept., National Electric Mfgis. Asm, New Yorkj N. Y.; Jack Conway (Vice Chairman), Safety Director, Sylvama Electric Coip, Elec tronic Tube Div, Emporium, Pa.; Fred Freiberger, Safety Engineer, IBM Com ponents Div,, East Fishkill Plant, Hopewell Junction, N. Y.; Jack Kyn[E, Mgr, Safety & Security, Ampex Corporation, Redwood City, Calif.; Richard S. Syc,-Staff Engineer, : Switching-Equipment Div, General Telephone & Electronic Corp, New Yorkj'N. Y.' Education and Training Committee--R.. E.'-Whiteside (Chairman), Manager,. Safety & -Health Services, Employers Insurance of. Wausau, Riyer Forest, 111.;' B. L. Weber, (Vice- Chairman), Asst to Insurance Mgr, SCM Cbrp, New York, N. Y.; Walter W. Baese, Safety Advisor, Xerox Corp, Webster, N. Y.; Jay W. Beaver, Corp. GoonLSecurity & Safety, Fairchild. Camera & Instrument. Corp,'Mountain View, Calif.; Eu gene Skorupa, Mgr, of Safety & Plant Protection, Bell & Howell, Photo Products Group, Chicago, HI. 2A Off-The-Job Safety Committee--Robert Myles (Chairman), Safety Director, Color Tube . Div, Motorola; Inc, Franklin Park, 111.; R. D. Bate (Vice Chairman), Dept Chief, Industrial Relations & Training, Western Electric Co, Oklahoma City, Okla.; William . Q R. Billeit (Vice-Chairman), Safety Dir, Frigidaire Div, General Motors Corp, Day- ton, Ohio . Product Safety Committee--Richard S. Whipple (Chairman), Mgr, Safety & Hygiene, \ IBM Corp, Components Div, East Fishkill Facility, Hopewell Junction, N. Y.; John ; f F. Hessman (Vice Chairnian), Staff Engineer, Electronic Industries Assn, Washing- J ton, D. C.; Charles E. Koegler,National Accounts' Coordinator, Pyrotronics, Inc, White Plains, N. J.'; L. E. Lafehr, Managing Director,' International Assoc, of Electri- cal Inspectors, Chicago, 111.; Robert D. Mahon, Safety Dir, Collins Radio Co, Cedar Rapids, Iowa - ' ". Long Range Planning Committee -- B. B. Turney (Chairman), .Corp. Safety Dir, Texas Instruments Inc, Dallas, Tex.; Myron L. Miller, Westinghouse Electric (Retired), Rt l: 1, Trafford,-Pa.; H. A. Perkins, Chief of Health & Saf. Sect, Weston Electric Co, Inc, Baltimore, Md.; J. A. Waldron, Saf. Supvr, Packard Elec.' Div, General Motors Corp, Warren, Ohio; R. E. Whiteside, Manager, Safety & Health Services, Employers .Insurance of Wausau, River Forest,TIL Staff Representative -- Joseph H. Vansickle, Industrial Dept, National Safety Council, 425 N. Michigan Ave, Chicago, 111. 60(511 Past General Chairmen--1947-49--E K. Taylor; *1949-50--H. B. Duffus; 1950-51 -- . M. F. Biancahdi; 1951-52--G N. Fogg; 1952-53--J. M. Transue; 1953-54--M. L. Miller ; 1954-55 -- J. A. Edmonds ; 1955 56--J. J. Lawler ; 1956-57 -- C. F. ;Schlueter *1957-58 --E. E Gebhart;. 1958-59 --G. W. Koch; 1959-60--W. F. McChesney; *1960-61 -- E J. Tueton; 1961-62--G. MacDonald; 1962-63--G. R. Smith; 1963454 -- F. G Peregoy; 1964-65--H. A. Perkins; 1965-66--J. A. Waldron; 1966-67-- R. E. Whiteside; 1967-68 -- B. B. Turney; 1968-69--B. B. Turney Deceased 25 ' /I 'M .): t MEMBERS OF THE FARM CONFERENCE NATIONAL SAFETY COUNCIL 1969-70 Honorary Life Members: Mrs. Viola Armstrong, Honey Creek Farm, Greenwood, Ind.; Theo Brown, Steep Meadow.Club, Rock Island, II!.; E. W. Lehmann, Urbana, 111.; Bruce.Lourie, Moline, 111.; Samuel P. Lyle, Huntingdon, Tenn.; Earl D. Merrill, ` DeBary, Fla.; Harry M. Pontious, Columbus, Ohio; Harry L. Powell, Orange Park, Fla.; Martin. Ronning, West Fork, Ark;; A. J. Schwantes, Saint Paul, Minn., and Arthur Stapel, Menasha, Wis. Other members are; Dr. Joseph Ackerman, Managing Director, Farm Foundation, Chi cago, 111.; Edward S. Adams, Director of Safety, Iowa Farm Bureau Federation, Des Moines, Towa;. Mrs. Donna Agness, Indiana-Farm Safety Council, Bunker Hill, Ind.; Page-L. Bellinger, Product Safety Department, Deere & Company Moline, 111.; Dr. Bond Bible, Council of Rural Health, American Medical. Association, Chicago, 111.; W. J. Brake, Lecturer, National Grange Lecturer's Office, Haslett, Mich.; Harry L.: Bryson, University of Missouri, Columbia, Missouri; Dr. John B. Clear, AssociateDirector of Cooperative, Extension Service, University of Illinois, Urbana, 111.; -May nard Coe, Agricultural Consultant, Des Plaines, Illinois; Ward Cross, Texas Farm Bureau, Waco, Texas; Robert E. Davenport, Sales Manager, Madison Silos, Madison, Wisconsin; Frank S.-Depew, Product Marketing Manager,.Massey-Ferguson, Inc., Des Moines, Iowa; Claude de St. Paer, Assistant Director, Program Development Division, American Farm Bureau Federation, Chicago, III.; Homer E. Edwards, VTE Program Officer, Agricultural Education, Office, of Education, DHEW, Chicago, 111.; Roger Fleming, Public Relations. Staff, General-Motors Corporation, Detroit, Mich.; Charles. Frederick, Executive Secretary, National Farm .& Power. Equipment, Dealers Associa tion, St. Louis, Mo.; Dalton E. Gandy, National Cottonseed Products Association, Inc.,.. Memphis, Tenn;; Harold Halter,.Managing Director, Farm Equipment Manufacturers Assn., St Louis, Mo.; Marion E. Hart; Manager of Administration,.Division Engineer ing, Farm Equipment Division, Allis-Chalmers, Milwaukee, Wis.; Denis Hayley, Director of Information, National Agricultural Chemicals Assn., Washington, D. C.; John P. Hein, Safety-Personnel, .The Larsen. Company, Fort Atkinson, Wis.; Russell Heston, Director of Engineering, Grinnell Mutual Reinsurance,'.Ga, Grinnell, Iowa; Gerhard Heutzenroeder, Production Manager, National Fanners Union, Jamestown, N. D.;.Douglas Hewitt,,Executive Secretary, Farm & Industrial Equipment Institute, Chicago, 111.; John Hove, Chief, Field Services & Field Operations, Injury Control Program, ,U. S. Public Health Service, Cincinnati; Ohio; Dr. A, H. Ismail Director, of Research, Department of Physical Education for Men, Purdue University, Lafayette, Ind..; Edward R. Klamm, Manager, Accident" Prevention Division, Allstate Insurance Company, Northbrook, 111.; L. W. Knapp, Jr., Chief, Accident Prevention Laboratory, The'University of-Iowa, Oakdale, Iowa; William Kuhfuss, President, Illinois Agricul tural Assn., Bloomington, 111.; Frank Laderer, Director of Safety, Nationwide In surance Company, Columbus, Ohio; Dr. Frank Lanham, Head, Agricultural Engineer-! ing Dept., Agricultural Engineering. Bldg., University of Illinois, Urbana, 111.; Fred Lark, Farm Director, KFAB Radio, Omaha, Nebraska; John McLaughlin, Depart ment of Information, College of Ag. and Home Ec. University of-Nebraska, Lincoln, Nebraska; C. W. McMillan, Executive Secretary, American National Cattlemen's As: sociation, Denver, Colo.; Norman C. Mindrum, Director, National 4-H Service Com mittee, Chicago,111.'; Stella L. Mitchell, Home Management Specialist, Division of Home Economics, Federal Extension Service, U. S. Dept, of Agriculture, Washington, D. C.; E. D. Patrick, Vice President, National Grange Mutual Ins. Co., Syracuse, ' N. Y.;' Mrs. Alta Peck, Litchfield, Conn.; V. S. Peterson, E. I. du Pont de -Ne- 27 moubs & Go., Atlanta, Ga; Dr. Richard Ppister, Extension'Safety Engineer, Agricul tural Engineering Dept., Michigan; State University, East Lansing; Mich.; Russell Poynor, General Supervisor, Product Planning Research, Farm Equipment Division, International Harvester Co., Chicago, III.; L. W. Randt, Director of Corporate Plan ning, Oliver Corporation, Chicago, IU.; D.E. Rosen Supervisor, Product Registration, Registration and Toxicity' Section, E. I, dti Pont de Nemours & Company, Wilmington, Del.; Miss Louise Rosenfeld, Assistant Director--- Home Economics, Cooperative Ex-, tension Work, Iowa State University, Ames, Iowa; Robert Rupp, Managing Editor, The Farmer, St Paul, Minn.; Rollin Schnieder, Extension Specialist, Safety Univer sity of Nebraska, Lincoln, Nebraska; John Scout, Master, National Grange, Washing ton, D. C.; Charles B-. Shuman,. President, American Farm Bureau Federation, Chi cago, 111.; Mrs. Lloyd Spencer, South Haven, Mich.;. W. E. Stuckey, Leader, Safety & Emergency Preparedness, Cooperative Extension Service, The Ohio State University, Agricultural Administration Building, Columbus, Ohio; Becky Surface, The Hoosier fanner, Indianapolis, Ind.; Randall G Swanson, Sunnyside Seed Farms; Ino, Middleton, WIs.; Edwin W. Tanquary, Elmhurst, III; Robert E. Taylor, Director of Agri cultural Relations, Market Development Division, Republic Steel, Cleveland, Ohio; James C. Thompson, Editor, Prairie Farmer, Chicago, I1L; James Wall, Executive Secretary, National Vocational Agricultural Teachers' Association Inc., Lincoln, Neb.; Mrs. Leota M. Westfall,- Traffic Specialist, Highway Traffic Safety Center, Michigan State University, East Lansing, Mich.; Dr. F. R. Whisey, Extension Safety Specialist; Purdue University, Lafayette, Ind.; Charles Wilson, Safety Officer, Bureau of Labor Standards, U. S. Department of Labor, Washington, D. C.; John H. Zich, Mgr., Tech. Data & Standards Dept., Ford Motor Co. Tractor and Implement Division, Bloomfield Hills, Mich.; Carlton L. Zink Moline, 111. 28 Volume 5 NATIONAL SAFETY CONGRESS TRANSACTIONS CHEMICAL; FERTILIZER 1HDISTRIES; RESEARCH aid OEVELOPMEHT NATIONAL SAFETY COUNCIL 425' North Michigan Avenue Chicago, Illinois 60611 57th NATIONAL SAFETY CONGRESS Papers Delivered in the CHEMICAL SESSIONS CONTENTS Permit Systems ...................... ...................... .......... -.. .Alin AL Waddill .Respiratory Protection................................ ...... ... .Howard H. Fawcett Safety-Aspects of Nuclear Gauges . .. ___ . .J. R. Coleman Safety Aspects of Nuclear Gauges....... .......... .. .Wilson J. Stockcl Safe Handling of Organic. Peroxides ....... .............. .. .7. Varjaraadi Pilot Plant Electrical Hazards______ _______ ............Richard W. Progh .Safety Recommendations for Hospital Electronic Equipment L H. Montgomery JOINT SESSION WITH OCCUPATIONAL HEALTH NURSING COMMITTEE j Medical Aspects of the Industrial Noise Problem___ , .Meyer S. Fox,.M, D. Andiomeby and the Medical Department's Function in Management of the Noise Problem.............. ..... .................... Anne J. Morphy, R. N. Papers Delivered in the FERTILIZER SESSIONS Management's Role in a Fertilizer Safety Program -- . .Edwin M. Wheeler 42 Thirteen Years Disability Free -- ft Can Be Done ................... '.Kyle Hedrick 44 Papers Delivered in tfie RESEARCH AND DEVELOPMENT SESSIONS . Hair Are You Coming Through?........ ................ ........... 1.. Virgil R. Carlson 48 Standard Procedures for Testing Fume Hoods in Place--An Unfulfilled Need ...................... ....... ... ...Royal S, Buchanan 53 The Implementation of a Concept .................. ...... ..... Alfred Heilman 56 Officers of the Chemical Section 1969-70 .:.................... ........ 60 Officers of the Fertilizer Section 1969-70 ............................ ............ 62 Officers of the Research and Development Section 1969-70 .................. ......... 64 Five Yeats of Future Dates for the National Safety Congress .. 67 Other Volumes in the 1969 National Safety Congress Transactions ... ..Back Cover 3 Chemical Section create a more serious hazard exposure than ported; one death occurred several days after . the peroxide itself. such ingestion. . MEK peroxides and hydroperoxides ex- . Summary hibit more pronounced irritant properties- Although organic peroxides are placed in on skin and eyes. Prolonged contact with, the hazardous -chemical class, they are by skin may' cause a rash, accompanied by a no means in the class of explosive com ' burning sensation. Cyclohexanone peroxide pounds. Peroxides are, generally, thermally may -cause dermatitis on those who are unstable, and extra care should be taken in allergic.' Injuries to pyes could be serious their storage. v . and permanent unless the eyes are.flushed with water immediately. Oils or ointments should not be used- as they tend to "seal in" the irritant Safety glasses or face. shields. should always be worn when handling perox- ' ides, `and an eye-wash safety fountain'must be installed in these locations. ; Most of the -tests described here were de veloped or modified by -lucidol during the past decade. New tests are being devised to fully understand all aspects of the safe handling of organic peroxides from manu facturing to the end users. The information would also help the shippers, insurance agen .. In general, benzoyl peroxide is considered cies and the fire fighters. Development of to. have the least skin irritation. In fact, oint- these, tests will also help in making safer - ment preparations containing as much. as ' formulations of peroxides available commer S-20 per cent benzoyl peroxide are available cially. The research-toward the understand . commercially-, for treatment of acne. ing of the hazards . of organic peroxides Some organic peroxide vapors when in continues. haled, cause irritation of the eyes, nose, and A -new group, the Organic Peroxide Pro "throat and,- in higher concentration, cause ducers Safety Division (OPPSD), formed, - inebriation. similar to the effect of alcohol, within, the auspices of the S.P.I., is studying ' .Prolonged exposure .to ` IPP vapors may these safety tests and others to make recom -cause eye irritation and lung edema. Several mendations for the handling of peroxides, cases of accidental .ingestion of commercial and to implement the procedures on an in MEK peroxide-formulation have been're- dustry wide basis. PILOT PLANT ELECTRICAL HAZARDS By RICHARD, W.PRUGH Safety Engineer,' E. I. duPont deNemours & Co., Wilmington, Del. Many of the electrical hazards which may be encountered and should be considered in the design, construction, operation, and main tenance -of a pilot plant, can be eliminated by an "ounce' of prevention" in the form of properly' applied articles of the National . Electrical Code, safety rules and design procedures' provided by your organization, and personal and corporate experiences de scribed in technical and safety-journals. Also important in the preventive concept are imagination, common sense, and "safety forecasting," through which emergencies and other contingencies are anticipated, anil cor rective actions are. taken before the pound of cure becomes necessary. Pilot plants may be particularly susceptU ble to Hazards-because of the desire to obtain cost and performance data quickly and with a minimum expenditure of labor and equip ment. However, the designer and operator must bear in mind' the mohetary -loss and delays which could accompany a fire or in jury to personnel.. Shock Hazard Certainly the most, serious of electrical hazard's is the unintended, exposure of per sonnel to dangerous voltages, which could cause electric currents to pass, through the body. Unfortunately, the type of electricityusually used ,for power and heating (60 cps) ..25 ' 1969 National Safety Congress S' \ also is about the most dangerous form of electricity, a resistance to ground in the electricity. The current flow is the. result' of thousands of ohms or less would be satis- contact of two body extremities with objects - factory; to reduce the' voltages induced by at different voltage levels, and can vary lightning strokes traveling down a grounding . widely at a given voltage; depending upon cable; a resistance lower than 25 ohms Would the resistance of clothing and skin (which be acceptable; to reduce, the duration of a can be lowered by apprehension, perspiration, short-circuit voltage to the case of portable and humidity), the area of contact; and the ' equipment motors,, etc., the resistance should pressure of contact - - be as low as is practical. The chief effects of electric shock, are The reason for the low-resistance require '.reflex actions (which could cause falls and ment is that the current-interruption' device " otherwise compound the effects. of minor ' shocks), asphyxiation (from loss of mus cular control); and ventricular fibrillation(the'loss of die normal self-actuatiofi of the (fuse or circuit breaker) is being asked to serve two functions: first, a primary pur pose, to prevent overheating of equipment with a possible subsequent hazard of fire or heart muscles). Electric shock can occur explosion; secondly, to prevent electrification through contact with normally-innocuous. of the equipment container and associated equipment if it has become electrified through apparatus. The second function can be real- . power sources, static', electricity,, or light- . ized only if the resistance from the equip ning; if wiring or terminals are unprotected, ment container to ground is low enough to through absence of guards- Or failure of cause the protection.device to operate and insulation; - or if circuits are "live" when thus break the circuit In fact the resistance they are thought to be "dead." ` -to ground must be so low that the protection The first -hazard (electrified equipment), device operates very quickly, so that the can be eliminated by the proper grounding . brief electrification of the container would of every electrically-powered or potentially- not seriously. shock anyone touching the electrified,metal object This includes electri container while it is being energized. cal equipment; process equipment in which Except for unreasonably-low ground' re . electricity is used to agitate, mix, blend, sth; sistance, the current resulting from a hot- ' scrape, heat or instrument; metal platforms, tp-case fault or short circuit would be scales, and tank supports; and building steel sufficient to cause a grasping action which . and metal riding,which might become electri would continue until the voltage was cut off. fied by' static electricity or- lightning dis If the ground resistance was about 0.05 ohm charges. (about the same as the resistance of the - The second hazard (exposed wiring) can power cord), the fuse or circuit breaker . be reduced-by covering exposed terminals or would Interrupt the power quickly, and the wiring, by protecting power cables from .shock and its effects probably would be heat, chemical attack; weather, and median- - minor. If the resistance was. greater than ical . abuse; and by frequently inspecting . 05 ohm, the flow of current would continue .portable equipment and extension cords for . for a significant length of time, and the broken parts and frayed insulation; shock -would be severe; possibly- causing The- third hazard (unexpectedly live cir fibrillation or asphyxiation. cuits) can be reduced by proper shut-down A ground resistance less than 05 ohm and lock-out -procedures, with ' operational would lead to a fault current greater than .and .voltage checks to assure working-only 200 amperes. Thus it must.be.kept in mind on dead circuits. that electrical-equipment grounds must be capable of carrying very substantial amounts Grounding of current Corroded or loose ground con To he effective, a ground must be perma nections, broken strands in the ground wires nent . and must reduce any voltage on an ' or ground wires partially cut through, or object to a non-hazardous. level or must limit grounding through improperly connected the duration of a..hazardous voltage. The conduit may povide no acceptable protection electrical, resistance between the object and against internal faults. For a ground wire ground will depend on the objective. To integral with the power leads, a ground-wire reduce the voltage produced only by the size equal to -the power-wire size is 'satis microscopic currents generated by static factory. A flexible grounding wire attached  Chemical Section to a two-wire power cord must be No. 14 tentionally until the repairs have been com or larger,' but this method is generally un pleted; and treating all exposed circuits as suitable for portable equipment because of though they are live until they , have been possible damage to the grounding conductor. positively qualified as bring de-energized. The minimum wire size for fault grounding Tp assure that the correct electrical cir of electrical equipment or process equipment cuit (and no-other) is de-energized, all of to'which electrical equipment is attached is the pertinent switches should be shut off' No. 8. Of course, the surface at each of the and tagged by the operating personnel. The grounding connections must be cleaned of tag should be signed by the operator and rust, paint, or enamel 'to provide the neces dated, , should show die reason for the tag- sary lout-resistance ground. .ging, arid should emphasize the fact' that Inspection . Every attempt must .be made to- protect the user of electrical equipment from con tact with live wiring or components. Thus, frequent (e.g., monthly) inspection ' of wiring, particularly on portable' equipment and extension cordsj for frayed or cracked insulation (visually,' and. using a Megger) and of equipment for loose switches, recep tacles, or other components, arid ground continuity is a necessity. New equipment should be .inspected to assure that accidental contact with voltages above 40 volts ac or 70 volts nc cannot occur- during normal operation or during adjustments or mainte the device should riot be operated. One or more of the tagged switches should then be locked in the off position by the electrical repairman, using a lock for-which he has the only key or keys. Each individual in-, volved in the repairs should attempt to energize the equipment, using all of -the pertinent switches and with all interlocks cleared, to assure that the equipment is positively locked out and not merely inop erative temporarily. As .soon as any wiring is exposed, a voltmeter should be used to assure that the circuits are, in fact,' de energized. Disconnection, dismantling,. or repair can then proceed. nance normally performed by the user. In Fire and Explosion Hazard high-voltage equipment,- power-circuit inter locks should be provided on. removable panels, so that normal operation is not pos sible with the protective panels- removed. ' Second in importance to the prevention' of electric shock is the prevention of per sonal injury and-damage to equipment which 'might occur through electrical 'initiation 'of - The.atmosphere around chetnical process a fire or. explosion, through-sparks, arcs, ing vessels occasionally may contain signifi flames, overheating, ;and static ;electririty. cant amounts of moisture, corrosive vapors, One of the purposes of the National Elec-.- or dust, arid may' have a higher than normal trical' Code is to provide guidance in the 'temperature.. Electrical equipment in such selection of electrical equipment for use - in atmospheres should be inspected frequently atmospheres which do or may contain flam to assure that grounding wires are and will mable gases, vapors, or.suspended or accu be serviceable, that electrical , insulation is mulated solids. not being. degraded, and-that solids and liquids are not accumulating in electrical' apparatus, junction boxes, conduit, -and The National Electrical Code-- Power Circuits . ' switches. ' ' . * . ' The intention of the Code is to quantify the hazard, to assist manufacturers and users Electrical Shut-Down and of electrical .equipment in. arriving -at an Lock-Out Procedures economic agreement on the types of equip Most electrical equipment requires fre ment which must be made- and used.- The quent repair because of' rapidly rotating or vibrating parte, wear .of electrical contacts, or thermal degradation of insulating or structural components. Dismantling of such equipment ' for repair should not involve any risk of electrical shock. This can only be accomplished by properly de-energizing the Code applies primarily''to power circuits, in Which arcs, sparks, explosions' within equipment, or overhea.ting of equipment could'initiate large-scale fires or explosions. To prevent such initiation, explosion-proof,' dust-proof, purged, and intrinsically-safe correct circuit; assuring that the circuit will equipment is available for a wide variety' not be re-energized, intentionally or tfnin- . of applications. 27 1969 National Safety Congress ' The Code was developed for adoption and four million ohms probably would be suffi- enforcement by local and area administra . cient to preclude electrostatic ignition. How tors. To date, though, the Code has served ever,- resistances of this or lower magnitude .primarily as a guide to good electrical prac . cannot be consistently attained except where tices. Thus the responsibility, for safe design good grounding practices are followed (re and operation of a pilot plant and jts electri moval of rust or paint, tight damps,' and cal facilities lies with the operating or line inspections for integrity) or where leakage . supervision. Safety committees and inspec-. paths are maintained by constant humidifica- ' tion teams-may serve as a conscience and.. tion above 60 per cent, or where the con may suggest compliance with the Code, but ductivity of large volumes of flammable ' do not have the. authority or the responsi materia] is increased through the use of bility for assuring safe operation of chem appropriate' additives. ical processes and\thus cannot- be made a The removal of static-electricity charges scape-goat in the event of misfortune. from poorly-conducting liquids can be a Static Electricity The' chief hazard from static electricity is the ignition!of flammable vapors; a second ary hazard would be electric shock, which could resdit in an involuntary, reflex action , and subsequent injury. Static electricity can - .also cause operating problems such as pinholing in films and the formation of agglom-; erates.of solid particles, sheets of paper, and dust, which might be indirect causes of, . . personal injury or equipment damage. major hazard in some processes. Many com mon chemicals have the combinations of dielectric constant and resistivity which can result `in the hazardous accumulations of. static electricity in .storage tanks. Unless special precautions are taken to - allow no air into these tanks (by using floating roofs or . inert atmospheres), to' reduce, charging (by using dip legs and by avoiding multi phase mixing), or to discharge continuously the electricity mechanically (with vertical rods), chemically (by conducting additives), Static electricity is generated whenever - or electronically (by ionizing rays or radio two dissimilar materials (except gases, ap active materials), explosions of the flam parently) move relative to each other. This mable materials could occur. includes the flow of liquids in pipelines, the - pneumatic conveying- of' solids (including Malfunction Hasards In the design of pilot plants, .the effects the-discharging- of C02 fire extinguishers), of electrical power failure on the process the filtering of liquids, moving belts or tires, are and should be taken into account, so that atomizers, and agitation, in non-conducting . tanks. The magnitude of the electrical cur the process equipment fails in a safe condi tion. -Ip particular, any solenoid valves in rent thus generated depends on the natureof the materials and .increases with the rate . instrument-air lines.should either allow con trol through the de-eriergized solenoid valves ' of movement. The voltage developed by this' or. allow the control valves to assume a- safe current increases with the resistance to condition.' Similarly, electrically-operated ground and with.the resistivity of any liquid valves must move to a safe position when. involved. The energy available for the ig electrical power is- removed,' or alternative nition of a flammable mixture is related to the square of the voltage and to the electri cal capacitance of the charged equipment ; These relationships may be combined to give valves which do fail in the safe position must be incorporated in the process line. . It is'important, however, to consider what might happen to the process if electric [ power is restored unexpectedly. Each inter lock circuit should be examined to determine where E is the spark energy in millijoulcs whether, a "latching" circuit which requires (or millivvattseconds), C is -the capacitance a manual rese't should be used to prevent in microfarads (10' farads), R i.s the total unintended restarting of portions'of the electrical resistance to ground for the oppo process. This applies particularly to feed . sitely-charged surfaces (in meg-ohms), and pumps and agitators, for processes in which 1 is 'the electrical' current in' microamperes. sudden changes in ratio or agitation can Using values, representing severe operating produce substantial changes in reaction rate. conditions (E -- 01, C = 0.1, and I -- 10) Alsq to be considered is. reset windup in indicates that a ground .resistance less than instrument controllers; for example, a con- 28 . Chemical Section trailer maintaining constant abovc-atmos- esses which do riot use' it in a wide.variety pheric pressure in a reactor would tend to of applications. In spite of all efforts to shut a v.ent valve as the pressure drops reduce hazards, an inadvertent lapse' in de toward atmospheric in response to an elec sign, construction, operation, or maintenance trical-failure opening of the vent valve. If -may result in contact with a hazardous volt electric power were suddenly restored, the age and electric ' shock. -There are many vent valve would slam shut and-may remain dozens-of people alive today who have , re closed, regardless- of the reactor pressure, ceived severe electric-shocks but have sur for several seconds or minutes until the vived only because others have given them- reset unwinds. Special attention should be the breath or pulse of life. given to these control aspects for operations running unattended. Simulation of malfunction incidents should be 'included as a part of. the pre-startup inspection of new processes, particularly . those processes involving flammable or re- active materials at elevated temperatures or pressures. Additions of electrically-actuated devices to existing processes should also be checked for performance in power-failure situations. Resuscitation The techniques have become so simplified and efficient that no one should be unable to provide such' assistance- if necessary. There are some dangers involved in resusci tation, but none are so invariably fatal to the victim' as no attempt at all. Knowledge of these iriethods is becoming .widespread and is encouraged for all who come into even remote contact, with, electrically op? crated equipment' An excellent film which describes respira tor^ and cardiac resuscitation is "To Save Electricity is such a useful servant in the a Life," - distributed by the American Gas chemical industry that there are* few proc-; Association, -New York City. SAFETY RECOMMENDATIONS FOR HOSPITAL ELECTRONIC EQUIPMENT By L. H. MONTGOMERY Ass't Prof., School of Medicine, Vanderbilt University, Nashville; Tenri. The problem of safety in the medical elec tailed. He also reports .that they show very tronic equipment field is a favorite subject few accidental electrocutions in hospitals. to bring up if you want' some astounding publicity.-I have spent many years running down sensational stories only to find out that they were' hearsay embellished with each repeat. . ' However, you may say. that o.ne accidental death -is one too many, and I agree. I just waiit to sound a warning to take a long look at the authenticity of the stories you may read. Oh the other hand, I would be - Recently, there have- been- a number of . very interested in any first hand information papers claiming large numbers of. deaths on the subject. from electrocution in hospitals. Frankly/1 do not believe this. It is extremely rare that Looking at the other side of the coin, what you can obtain any first hand information can we do to help reduce the risk.we have from anyone who has seen such ah accident. . to -live with? Not dong ago, I was asked to A few days ago I was talking with Dr. ' compile a few recommendations to .serve as Gilbert - Devey of the National Science interim safety standards for use by the pro Foundation in Washington. He has just re-, fession until more formal standards' `could turned from Europe -where he has been be prepared; This I did with the assistance checking, on -this subject. He reports that of a carefully selected committee composed records of deaths in European countries of a medical school professor and department appear to be much more complete and de . head, an M. D, interested in equipment ! '29 OFFICERS OF THE CHEMICAL section NATIONAL SAFETY COUNCIL 1969-70 General Chairman--W. 5. Wood, Safety Engineer, Research and Development Division, Sun Oil Co., Marcus Hook, Pa. Vice Chairman in Charge of Program -- W. H. Lauderback, Safety Director, Texas East man Co., Div. of Eastman Kodak Co., Longview, Tex. Secretary--J; S. Snyder, Rahway Safety Mgr., Merck & Co., Inc., Rahway, N. J. Newsletter Committee -- D. M. ;Van Wegen (Chairman); Safety Coordinator, Stauffer Chemicaj Company, New York, N. Y.; Mike Krikorian, Corporate Mgr. of Saf. & Medical, Brunswick Corp., Chicago, III. .Engineering Committee--W. J. Rankin (Chairman), Division.Safety Engineer; 3M Com pany, St Paul, Minn; Dr. R. Y. LeViNE (Vice Chairman), Mgr., Fire Protection, Olin/New York; N. Y.; H. C. McGinnis, Safety'Dir., Union Carbide Corp., Chemicals & Plastics, Institute Plant Charleston, W. Va.; H. A. Partlow, Saf. Dir.i J. F. Queeny Plant -- Monsanto, St Louis, Miss. ...... Health Committee--D. J. Kilian, M.D. (Chairman), Industrial Medicine & Toxicology, Texas Div., Dow Chemical Co, Freeport, Tex.; *H. W. Rapp, Jh. (Vice Chairman), Supt Casualty-Property Dept -Commercial Lines Marketing. Div, The Travelers In- ; surance Co, Hartford, Conn; E. L. Alpaugh,.Supervisor, Industrial Hygiene'Service,' International Harvester Company, Chicago, 111.; R. E. Hawkinson, Dir. Div. of. Special . Services, Employers Insurance of Wausau, Wau'sau, Wis.; F. A,' Van Axta, Asst Dir, Research'& Technical Office of Occupational Safety, Bureau of Labor Standards,"U. S. Department of Labor, Washington, D. C.'; Mary J. Hawke, R.N, Avisun Corp, New Castle, Del. - Safely Awards & Contests Committees--]'. E. Morrison (Chairman), Safety Dir, Houston Chemical Company, Div. of PPG-Industries, Inc., Beaumont, Tex.; F..E. Macaulay (Vice Chairman), Safety Supervisor, Wyandotte. Chemical Corp, Wyandotte, Mich.;- . R. M. Neary, Safety Engineer, Safety Affairs Dept,- Union Carbide Corp, Linde Div, New York, N. Y. Off-The-Job Committee--A Mims (Chairman), Saf. Eng, Procter & Gamble Co, Ivory- dale Plant Cincinnati, Ohio; K. L. McQuillen, Safety & Industrial Medicine Coordi nator, Eli Lilly & Co, Tippecanoe Laboratories, Lafayette, Ind.; W. T, Crouse, Saf. Dir, Rohm & Haas Co, Deer Park, 'Tex.; C. W. Cox, Saf. Supyr, Mobil Chemical Go, Petrochemical? Div, Beaumont Plant. Beaumont, Tex, . Technical Publication Committee--W. ,G.-Meade (Chairman), Supt, Training & Technical Services Div, Engineering Dept, Hartford Insurance- Group, Hartford, Conn.; E. Levens '(Vice Chairman), Dir. of Safety, H-460, McConnell-Douglas Corp, Santa Monjca, Calif.; C, MacDiARMiD, Supervisor, Polymer Corporation, Ltd, Sarnia, Ontario,- Canada; J?- W. Wischmeyer, Supv, Accident Prevention Section, Industrial Safety Dept, Eastman Kodak Co,- Kodak Park Div, Rochester, N. Y.; Roger W. Hoffman, Mgr.-Safefy, and Coordinator, Pollution Control, American Potash' & Chemical Corp,' ' , Kerr McGee Corp, Oklahoma City, Okla.; F. Lindemann, Asst Mgr, Safety .& Loss Prevention, Allied Chemical Corp, New'York, N. Y.. Training. Committee -- L. D. Strohl, Corporate Regional Safety Mgr, National Distillers and Chemical Corp, Cincinnati, Ohio; L. P. Williams (Vice Chairman), Safety Dir, 60 . Jefferson .Chemical Co., Fort Neelies, Tex.; George L. Baker, Supervisor, Training and Public Relations, Hercules) Inc, Cumberland, -Md.; W. W. Sears, Mgr., Safety Admin istration, Olin -Corp. Stamford, Conn.; R. T. Bradley, Saf. Dir., Employee Relations Dept, Union Carbide Corp., New York, N.Y.; D. ,H. Guileault, Saf. Dir., General Electric Co., Silicone Products Dept., Waterford N. Y. Training Aids Committee -- C. R. Eastman (Chairman), Safety Advisor, Mohil Chemical Co., New York, N.. Y.; G. F. Scannell (Vice Chairman), Safety Dir)) Bristol Works, Rohm & Haas Co.,. Bristol,-Pa:; *J. E. Nichols, Director of Safety, Reynolds Metals Co, Richmond, Va.; J. O. Hallberg, Superintendent, Saf. Div., Plastics Dept, E. I. . duPont de Nemours & Go, Inc, Sabine River Works, Orange, Tex. Public Relations Committee -- F. Owen Kubias (Chairman),' Dir. of Health & Safety, Maliincknbdt Chemical Works, St Louis, Mo.; Joseph M. Allovio^ Dir, Insurance and Loss Prevention, International Minerals and Chemicals' Corp, Skokie, 111.; A. P. Osti, Corporate Safely Engineer, Chas. Pfizer & Co, Inc, Neyif York, N. Y. Associations Committee--American Chemical Society--*H. H. Fawcett . (Chairman), Technical Secretary, National Academy of Sciences, National Research-.Council, Washington, D. C. ' . ' American Association of Industrial Nurses--Mss. M: E. Seaver, R.N, Charge Nurse, Mobil Oil Corporation, .Trenton, Mich.- * `* American Society of. Safety Engineers--A. H. Christian, Division Safety Engineer, American Viscose & 'Chemical Divisions, FMC Corporation, Philadelphia, Pa. I. . Manufacturing Chemists' Association--G. G. Fleming, Corporate Director, Safety & Plant Protection, Celanese Corp.; Charlotte, N. C: American Inst, of Chemical, Engineers--*J. N. Romine, Manager, Safety & Security, Re search and Development Dept,'Phillips Petroleum Co, Phillips Research Center, Bartles ville; Okla. F'edral Government Liaison -- F. A.. Van- Atta, Asst. Dir, Research & Technical Office of Occupational Safety, Bur, of Labor. Standards, U. S. Dept, of Labor, Washington, D.C. Membership-Committee -- G. H. Menter (Chairman), Safety Engineer, Bristol Labora tories, Division of Bristol-Myers Co, East Syracuse, N. Y.; *J. J. Pkabulos, Safety Dir, National Distillers & Chemical Corp, New York,- N. Y.; -E. R. Wallace, Eastman w Kodak Co, Kodak Park Works, Rochester, N. .Y. . Research Committee -- *G. R. Cummings (Chairman), Manager, Safety & Industrial Hygiene, Eli Lilly & Co, Indianapolis, Ind/; *S. E. Spence, Dir. Safety and LossPrevention, American Cyanamid Company; Wayne, N. J.; *J. R. Boi.lman, Head of Saf.,'Procter & Gamble Co, Ivorydale Technical .Center, Cincinnati, Ohio. Nominating Committee -- *C.' M. Olson (Chairman), Mgr.-Safcty- & Health, Industrial Chemicals Division, Hooker Chemical Corporation, Niagara Falls; N. Y.; *D. T. Smith, Supt, Protection Div.) Employee Relations Dept, E. I. duPont de Nemours & Co, Inc, Deepwater,- N. *J. N. Romine, Mgr, Safety & Security, Research .and Development Dept, Phillips Petroleum Co, Phillips Researplj Center, Bartlesville, Okla. . Advisory .Committee'--*G. L. Gorbell (Chairman), Mgr, Personnel Safety, Monsanto Co, St Louis, Mo.; *S. M. MacCuiCHEON, Director--Corporate Safety and Loss Pre vention, Dow Chemical Company, Midland, Mich.; *R. H. Albisser, Coordinator, Corpo rate Safety, Merck & Co, Inc, Rahway,- N. J.; *A. L. Codb, Corporate Safety Coordi nator, Eastman Kodak Co, Rochester, N. Y. Staff Representative -- John Mark, National Safety Council, 425 N< Michigan Ave, Chicago, III. 60611 Past General Chairman OFFICERS OF THE CC^STRIICTION SECTION NATIONAL SAFETY COUNCIL 1969-70 General Chairman--*Bernie M. Enfield, Saf. & Trng. Dir., .Chicago Bridge & Iron Co., Oak Brook, 111. 1st Vice-General Chairman--*Donald W. Dodson, Mgr. ngr. Dept, Aetna Life & Cas ualty Co., Chicago, 111. 2nd Vice-General - Chairman--*Thomas J. Laskowskx, Project Safety Eng., Uhl-Hall-Rich, Gilboa, N. Y.. . General Secretary -- $*George E. Aro, Saf.'Mgr., United Engineers & Constructors, Inc., Philadelphia, Pa. Assistant General Secretary--1Feed A. Hornsby, Jr., Product Line Manager, Mine Safety Appliances Co., Pittsburgh, Pa. Building Division -- *Ralph' W. Armstrong (Chairman), Supervising Engr.,' Engineering . Div., The Travelers Insurance Co., Hartford, Conn.Henry, V. Cakvhx. (Vice Chair man), Saf. Dir. & Ins. Mgr., Henry C. Beck Co., Dallas, Tex.; Ralph Adams, Safety , Engineer, Miller Davis Co., Melrose Park, III.; Charles W. Borden, Jr., Manager of Safety,-Ceco Corp., Chicago, 111.; $*Wm. G. Bryson, Saf. Dir.,.Tidewater Construction Corp., Norfolk, Va.; Paul H..Connelley, United Brotherhood of Carpenters & Joiners of America, Washington, D. C; ^Frederick H. Deeg, Vice President, American Mutual Insurance Alliance, Chicago, 111.; NorbertJ. Hynek, Safety.Director, Associated Gen eral Contractors of Greater Milwaukee, Milwaukee, Wis.; Frederick M. Livingston, Jr., Safety Director, Turner Construction Company, New York, N. Y.'; Robert D. McCall, Manager of Accident Prevention, Construction Industry Advancement Program, Pittsburgh, Pa.; tHucH J. McRae, Safety Director, Building Construction Employers' Assn., Chicago, III.; George A. Moore, Pres., George A- Moore & Associates, Inc., Portland, Ore.; Ralph Niles, Safety Engineer, John A. Volpe Construction Co., Mal den", Mass,; Francis,L..Otto,. Construction Specialist, Office of Occupational Safety, Bureau of Labor Standards, Washington, D. C.; Charles R. Peters, Saf. Dir;, Bldg. Trades Employer's Assn., Cleveland, Ohio; Richard E. Schroeder, Director, Home Office Engineering Services; American Mutual Liability Insurance Co., Wakefield, Mass.; Donald W. Stilwell, Jr., Safety Supervisor, The. Ceco Corp., Chicago, III.; Gene .WaSserman, Safety Director, Wexler Construction' Company, Inc., Newton Highlands, Mass.; Wayne Weddle, Saf. Dir., Procon, Inc., Des Plaines, III.; $Robert A. Wen. dell, .Chief, Safety Office, U. S. Army Engineer Division, South Atlantic," Atlanta, Ga.; ' Allen C. Wolf, Supt, Engineering Dept., Aetna Life and Casualty Co., Hartford, Conn.; Robert B. Woodward, Managing Dir., Suite 707, Arlington, Va. Heavy Division--*James R, Milor (Chairman), Saf. Mgr., H. K. Ferguson Co., Cleve- land, Ohio; Howard S. Latham ;(Vice-Chairman), Chief Saf, Engr., Bur. of Reclama tion, Denver, Colo.; J.-A.'Barton, Jr., Asst. Safety Supv., Bechtel Corporation, San Francisco, Calif, j Carlyle F.'Bunn,. Chief, Safety Branch, U. S. Army Engineer Dis trict, Kansas City,-Kansas City, Mo.;' Fred S. Cameron, Saf. Mgr., Ebasco Services, Inc., New York, N. Y.; Jack Chambers, AI Johnson Construction Co., Minneapolis, 136 Minn.'; .Wayne L. Christensen, Safety Dir,, The Rust Engineering Co, Pittsburgh, Pa.; Dan C. Christie, President, The Christie Co.-, Sacramento, Calif.; G. M. Du- Wors, Safety Supv, Stone & Webster.Engineering Corp, Boston, Mass.; Roy H. Eno, Saf. Dir, H. B. Zachery Co., San Antonio, Tex.; Robert M. Fabrktj, Saf. Dir, Inter national. Union of Operating Engineers, Local No. 150, Chicago, IIL; Luther U. Flem ing, Chief, Saf. Office, Ohio River Div, Corp. of Engineers, Cincinnati, Ohio; W. E. Hargrove, Safety Engr, Tennessee Valley Authority, Chattanooga, Teim.; W.-M. 7 Hoxie, Chief, Safety Office, U. S. Army Engineer Div., New-England, Waltham, Mass.; Clayton C.. Kilpatrick, Safety Engineering Supervisor, Port of New York Authority, New York, N: Y.; A. R. KlasHak, Manager of Safety, Hurikin-Cbnkey. Construction ' Co, Cleveland, Ohio; Carl H. Lewis, Construction Div, Loss Prevention&.Engineer ing Dept, Royal-Globe Insurance Companies, East Orange, N. J.; T. S. McIntosh, Senior Accident Prevention Officer, Design & Construction, The Hydro-Electric Power Comm, of Out, East Toronto, Ontario, Canada; Dale.Marr, Vice Pres, Safety Direc-' tor. Operating Engrs, Local Union, San Francisco, Calif.; Robert J. Massman, Safety -Engineer, Massman Construction Co.,' Kansas.City, Mo.;- C. Russell Mattson, Man ager, Accident Prevention, Dravo Corporation, Pittsburgh, Pa.; William B. Murphy, Saf. Office, Attn: Engso, Office Chief of Engineers, U S. Anny, Washington, D. C.; J. R O'Neill, Safety Supvr, The Fluor Corp. Ltd, Los Angdes, Calif.; Eric L. Ped- ley, Pedley-Knowles & Co, San Francisco, Calif..; Cltjff A. Peierson, Director of Safety, Vinndl Corp, Alhambra, Calif.; Robert L. Peterson, Engineering and Safety Dept American Insurance Assn., New York, N. Y.; Alexander Purdy, Jr, Mgr. of Safety, Arthur G. McKee & Co, Cleveland, Ohio; Frank Roberts, Industrial Relations Manager, Dravo Corp, Bellevue, Wash.; Arthur L. Schmuhl, Director, Safety and Training Division, The Associated General Contractors of America, Inc, Washington, D: G; Vernon A. Strahm, Safety Dir, U. S. Army Mobility Equip. Command, St /Louis, Mo.'; Lee D. Tracy, Director,.Loss Control, Ingram Corp, New Orleans, La.; IKenneth A. White, Chief, Safety Office, North Central Div, Corps of Engineers, Chicago, 111.; Jerome J.- Williams, Director of Safety, Morrison-Knudsen Co, Inc.,. Boise, Idaho. . Highway Division--Eugene W. Robbins (Chairman), Mng. Dir, Contrs. Div, American -Road Builders Assn.; Washington, D. C.; Philip A.-Havey (Vice-Chairman), Supt Home Office Eng, The Hartford Insurance Group, Hartford, CoonRalph Anderson, Jit./ Ralph R. Anderson Co, Chcago, 111.; Andrew A. Antonuoci, Exec. Secy, The .. Contractors Assn, of Eastern Pennsylvania, Philadelphia, Pa.; W. G Bowman, Ad ministrative Asst, Associated Equipment Distributors,' Oak Brook, 111.; W. G M. But- . ler, Jr,- Pres, Central Pennsylvania Quarry, Stripping'and Construction Co, Hazdton, Pa.'; Russ Elvey, Saf. Supvr, Warren Brothers Co, Central Plaza, Cambridge, Mass.; J. Montgomery Farrar, Director of Education & Training, Virginia- Road Builders Assn.; Richmond, Va. Leonard Freed, Ohio Contractors Assri, Columbus, Ohio; Dave Gabrielson, Safety'Director, Johnson Bros. Constructors, Inc, Litchfidd, Minn.; Ber. nard P. -Landry, Dept of Transportation, Federal Highway Administration, Occupa tional Safety Branch, Washington, D. C.; H. T. LArmore, Mgr, Performance Standards : Administration, .Construction Industry Mfgs. Assn.,-Milwaukee, Wis.; John M. Leinen- . bach. Asst Exec Dir, Kentucky Road Builder's Assn, Frankfort, Ky.; Dale R. MedsKER, Dale Medsker & Associate?, Inc,'Atlanta, Ga.; WarreN R. Mendel, Engineering and Grading Contractors Assn, of .California, Los Angdes, Calif.; RbY H. Olson, Safety Engineering Consultant, Michigan Mutual Liability Co, Lansing, Midi.;-J. 'Paine, Asst Exec Dir., American Concrete Paving Assn, Oak Brook, III.; Donald -D. Powelson, Exec Secy, Tenn.-Road Builder's'Assn, Nashville, Teim.; Arthur A. '.- Prado, Dir:'.-of Safety and .Education, Western Pennsylvania Heavy &. Highway Construction Industry Advancement Prograin Fund, Pittsburgh; Pa.; Leonard L. Shertzer, .v* j*t>!;S.ecy>Mgr,:' Ala; .Road" Builder's Assn.,;Montgqmery,. Ala. ; John S. Spangler, Asst .-Executive; Dir./National Asphalt Pavement Assn., Riverdale,.Md.; Carlos Stone,-Asst-. . - Exec. -Dir.'; - Fla.' - Road .Builder's Assn,. Tallahassee, Fla.,; G E.' Warren> Safety and Personnd Dir.; Ndlo L. Teer Co, Durhani; N. G; John P, Wiet, Exec Vice Pres.; Illinois Road Builder's Assn., Chicago, 111. ' ' Home Bvildmff Division--i*tRaBEBX L. Mooee (Chairman); Asst. Vice Pres., Lumber- . mans Mutual Casualty Co., Chicago, IIL; Nelsqn B. Nissen, (Vice-Chairman), Chief a Safety Engineer, Argonaut Insurance; Menlo Park, Calif.; Clement J. Luepke, Con- . sultant, St .Loins, Mo. ' '' ' . Specialty Division--fMartin F. Mulhau, Educ. & Tijig:, CNA Insurance, Chicago, 111.; Dale Nyberg, c/o Ind. Const Dhr, Allied Steel Co.-, Minneapolis,' Minn:;. Vincent D- AuBuchon, Director, Fidd Safety, Nooter Corp,, St. Louis,' Mo.;. C. A. Beane, Asst Sales Manager, Fibre Metal Products Go., Chester,' Pa.; Ray L. . BeelEr, Director of Legislative Affairs, The Associated General Contractors of America, Inc., Salem; Ore.; Raymond C. Bbandt, Director Safety'Services, O'Rourke & Company, Inc.,. Fort Wayne, Ind.; Alan F. Busch, Safety Director, International Union of Operating Engi- , . neers, AFL-CIO, Washington, D. C; Alfred B. Ciesar, Sales Mgr., Western States, Lehigh Safety Shoe Co,'La Mirada, Calif.; George Dodge, E. D. Bullard Co.,.SausaIito, Calif.; Karl Geiges, Sr. Vice Pres, Underwriters Laboratories, Chicago, 111.; {Gerard y.:. O. Griffin, Manager, Hazard Control, Dravo Corp, Pittsburgh, Pa.; Charles J. Hart, ; Secretary, Codes & Standards Comm. National Electrical Contractors' Assn., Inc, .Washington, D; C.; {Robert L. Jenkins, Consultant, Fairhope, Ala.; Wardie W. King, Chief; Safety Office; Ui S. Army Engineer Division, North Pacific, Portland, Oregon; Edward McDonald, Jackson Products Co, Florham, Pk, N. J.; {*T. S. McKosky, y. Coordinator Erection Equipment & Safety, Fabricated Sted Construction-Operation, Bethlehem Steel Corp, Bethlehem, Pa.; Joseph C. Nelms, Jr.; Miller Equipment Divi sion, E: S. B, MC, Franklin* Pa.; John V.' O'Brien, Safety Supvr. & Labor Relations . Repr, Bechtd Corporation, San Francisco, Calif.; Henry T.. Perez; Editor, Construction *. Methods & Equiprhent, New York, N. Y.; G. J. Samson, General Manager, Construction Safety Assoaations of Ontario, Toronto. 1, Ontario, Canada; A. J. Scardino, Safety - V Director, Jahndce Service; New Orleans, La.; John. G. Sellers, Safety Engineer, Com- f bustion Engineering, Inc, Windsor, Conn.; Hunter P.- Wharton, General President, International Union of Operating Engineers; Washington, D. C.; Victor E. White. house; Director of Safety, International Brotherhood of Electrical Workers, Washing ton, D. C.; E. L. Wilson, General Supervisor of Safety, American Bridge Div, U. S. ' Steel Corp, Pittsburgh, Pa. Program Committee--Donald W. Dodson, (Coordinator) ;. Co-Chairman: Henry V. Gar- vill (Building), Howard S. Latham (Heavy), Philip A. Havey (Highway),- Dale Nyberg (Specialty). Membership Contmittee--G. A. Moose Chairman), L. Freed, N. J. Hynek, W. R. Men del, H. J. McRae, A. L. Schmuhl, G. W. Wasserman Newsletter Committee--Robert Peterson (Editor) Health Committee--Clare B. Schwartz, R. N. (Chairman), Employers Mutuals of Wau sau, River Forest, 111.; Janet. Larson, R. N._ Construction Nurse, G: K. Newberg Con- struction Co, Chicago, UL'; Frances Jewel Patton, Registered Nurse, Milisops Rd, Daisy, Tenn.; Patricia B.. Yandell, Regional Saf. Office Asst, U. S. Dept, of the Interior, Bur. of Reclamation, Region I, Boise, Idaho Research Contmittee -^-Vernon A. Strahm (Chairman) Public Relations Contmittee--Hunter P. Wharton" (Chairman) . Training Committee--W. E.' Hargrove (Chairman) .'' Visual Aids Committee--A. R. Klashak (Chairman) ' 138. I Standards Committee--Robert A. Wendell (Chairman) V Special Projects Committee--Wm. B. Murphy (Chairman) ' ... Off-The-Job Committee--Robert ;D. McCall (Chairman), Dave Gabrielson (Vice Chainnan) . .Association Committee--jWilliam Bryson (Chairman) Task Force--Kenneth White (Chairman) ; -.Nominating Committee--William G. Bryson (Chairman), Theodor; S. McKosky, George E. Aro, Frederick H. Deeg, Robert L. Moore, Robert A. Wendell Honorary Life Members--R. J. Behley, C. M. Cahill ,. Staff Representative--Charles J. Popke, Jr., National Safety Council, 425 N. Michigan Avenue, Chicago, Illinois 60611 t--Past General Chairmen *--Administrative Committee --Membership Committee . f--Task Force ' ' 139 MEMBERS OF THE FARM CONFERENCE NATIONAL SAFETY COUNCIL 1969-70 Honorary Life Members: Mbs. Viola Armstrong, Honey Creek Farm, Greenwood, .Ind.; Theo Brown, Steep Meadow.Club, Rock Island, 111.'; E. W. Lehmann, Urbana, Til.;' Bruce.Lourie, Moline, 111.; Samuel P. Lyle, Huntingdon, Tenn.; Earl D. Merrill, DeBary, Fla.; Harry M. Pontious, Columbus, Ohio; Harry L. Powell, Orange Park, Fla.; Martin. Ronning, West Fork, Ark; A. J. Schwantes, Saint Paul, Minn., and Arthur Stapel, Menasha, Wis. Other members are; Dr. Joseph Ackerman, Managing Director, Farm Foundation,. Chi cago, .111.; Edward S. Adams, Director of Safety, Iowa Farm Bureau Federation, Dcs Moines, Iowa;. Mrs. Donna Agness, Indiana-Farm Safety. Council, Bunker Hill, Ind.; Page-L. Bellinger, Product Safety Department, Deere & Company Moline, 111.; Dr. Bond Bible, Council of Rural Health, American Medical.Association, Chicago, 111.; W. J. Brake, Lecturer, National Grange Lecturer's Office, Haslett, Mich.; Harry L.; Bryson, -University of Missouri, Columbia, Missouri; Dr. John B. Clear, AssociateDirector of Cooperative, Extension Service, University-of- Illinois, Urbana, 111.; May-' nard Coe, Agricultural Consultant, Des Plaines, Illinois; Ward Cross, Texas Farm Bureau, Waco, Texas; Robert E. Davenport, Sales Manager, Madison Silos, Madison, Wisconsin;.Frank S.-Depew, Product Marketing Manager,.Massey-Ferguson, Inc., Des Moines, Iowa; Claude de St. Paer, Assistant Director,- Program Development Division, American Farm--Bureau Federation,'Chicago, III.; Homer'E. Edwards, VTE-Program Officer, Agricultural Education, Office, .of Education, DHEW, Chicago, III.; Roger Fleming, Public Relations.Staff, General-Motors Corporation,- Detroit, Mich.; Charles. Frederick, Executive Secretary, National-Farm'.& Power.Equipment, Dealers Associa tion, St Louis, Mo.; Dalton E. Gandy, National Cottonseed Products Association, Inc.,.. Memphis, Tenn:; Harold Halter,.Managing Director, Farm Equipment Manufacturers ' Assn., St Louis,Mo.; Marion E. Hart;-Manager of Administration,.Division Engineer ing, Farm Equipment' Division; Allis-Chalmers, Milwaukee, Wis.; Denis Hayley, . Director of Information, National Agricultural Chemicals Assn., Washington, D. C.; John P. Hein, Safety-Personnel, .The Larsen. Company, Fort Atkinson, Wis.; Russell Heston, Director of Engineering, Grinnell Mutual Reinsurance.'.Go, Grinnell, Iowa; Gerhard Heutzenroeder, Production ..Manager, National Farmers Union, Jamestown, N. D.;.Douglas Hewitt,.Executive Secretary, Farm & Industrial Equipment Institute, Chicago, 111.; John Hove, Chief, Field Services & Field Operations, Injury Control. Program, .U.' S. Public Health Service, Cincinnati; Ohio; Dr. A, H. Ismail Director, of Research, Department of Physical Education for Men, Purdue University, Lafayette, Ind..; Edward R. Klamm, Manager, Accident" Prevention Division, Allstate Insurance Company, Northbrook, 111.; L. W. Knapp, Jr., Chief, Accident Prevention Laboratory, The University -of -Iowa, Oakdale,- Iowa; William Kuhfuss, President, Illinois Agricul tural Assn., Bloomington, 111.; Frank Laderer,- Director of Safety, Nationwide In surance Company, Columbus, Ohio; Dr. Frank Lanham, Head, Agricultural Engineer^ ing Dept, Agricultural Engineering. Bldg., University of Illinois, Urbana, 111.; Fred Lark, Farm Director, KFAB Radio, Omaha, Nebraska; John McLaughlin, Depart ment of Information, College of Ag. and Home Ec. University of- Nebraska, Lincoln, Nebraska; C. W. McMillan, Executive Secretaiy, American National Cattlemen's As: sociation, Denver, Colo.; Norman C. Mindrum, Director, National 4-H Service Com mittee, Chicago,-111.; Stella L. Mitchell, Home Management Specialist, Division of Hom.e Economics, Federal Extension Service, U. S. Dept, of Agriculture,"Washington, D. C.; E. D. Patrick, Vice President, National Grange Mutual Ins. Co., Syracuse," N. Y.y Mrs. Alta Peck, Litchfield, Conn.; V. S. Peterson, E. I. du Pont de -Ne- 27 hours .& Go., Atlanta, Ga.; Dr. Richard Pfister, Extension-Safety Fnginiw, Agricul tural Engineering Dept.,'Michigan; State University, East Lansing; Midi.; Russell Poynoh, General - Supervisor, Product Planning Research, Farm Equipment Division, International Harvester. Co., Chicago, III.; I* W. Randt, Director of Corporate Plan ning, Oliver Corporation, Chicago, 111.; D. E. Rosen Supervisor, Product Registration, Registration and Toxicity- Section, E. I. du Pont de Nemours & Company, Wilmington, -DeL; Miss Looise Rosenfeld, Assistant Director-- Home' Economics, Cooperative Ex-, tension Work, Iowa State University, Ames, Iowa; Robert Root, Mamging Editor, The Farmer, St. Paul, Minn.-; Rollin Schnieder, Extension Specialist, Safety Univer sity of Nebraska, Lincoln, Nebraska; John Scott, Master, National Grange; Washing ton, D.C.; Charles B-. Shuman, President, American Farm Bureau Federation, Chi cago, 111.; Mas. Lloyd Spencer, South Haven, Mich.;. W. E. Stuckey, Leader, Safety & Emergency Preparedness, Cooperative Extension Service, The Ohio State University, Agricultural Administration Braiding, Columbus, Ohio; Becky Surface; The Hoosier fanner, Indianapolis,'Ltd.; Randall G Swanson, Sumiyside Seed Farms, Inc, Middleton, Wis.; Edwin W. Tanquary, Elmhurst, III; Robert K Taylor, Director of Agri cultural Relations,. Market Development Division, Republic Steel, Cleveland, Ohio; James C. Thompson, Editor, Prairie Fanner, Chicago, UL; James Wall, Executive Secretary, National Vocational Agricultural Teachers' Association Inc., Lincoln, Nd>.; Mrs. Leota M. Westfall/ Traffic Specialist, Highway Traffic Safety Center, Michigan State University, East Lansing, Mich.; Dr. F. R. Willsey, Extension Safety Specialist; Purdue University, Lafayette, Ind.; Charles Wilson, Safety Officer, Bureau of Labor Standards, U. S. Department of Labor, Washington, D. C.; John H. Zich, Mgr, Tech. .* Data & Standards Dept, Ford Motor Co. Tractor and Implement- Division, Blooinfidd . Hills, Mich.; Carlton L. Zink Moline, HI. 28 OFFICERS OF THE FOOD AND BEVERAGE SECTION NATIONAL SAFETY COUNCIL 1969-70 General Chairman---Gregory Krohn, Health & Safety Admin., Joseph Schlitz Brewing Co./ Milwaukee, Wis. ; First Vice-Chairman -- Lloyd O. Staab, Saf. Dir., Grain Processing Corp., Muscatine, Iowa . Second Vice-Chairman--.Harvey H.Marsden, Pit. Safety Dir., Kellogg Co., Battje Creek, Mich. Secretary -- D. E. Scheinost, Corp. Saf. Mgr., National Distillers & Chemical Corp., Cin cinnati, Ohio . Program Chairman--Donald Espinosa, Saf. Dir., Rheingold Breweries, Inc., Brooklyn, n. y. .... ; I Newsletter Edior--Robert D. Vandenberg, Ind. Safety Dir.,-General Mills, Inc., Minnea polis, Minn. Newsletter Co-Editor--Marvin Hoyt, Empl. Benefits Coord., Gerber Products, Fremont, . Mich. ' Membership Chairman -- John P. Hein, Safety & Labor Mgr., The Larsen Co., Ft. Atkin-, son, Wis. Off-TJie-Job Safpty Committee'--John L. Rheinheimer (Chairman), Corp. Safety Coord., Hunt Foods & Industries, Inc., Fullerton, Calif.; Walter Fedyk, Safety Coord., Carl ing Brewing Co.,- Cleveland, Ohio; B. R; Leedy, Safety Dept., Pabst Brewing Co.-, Mil waukee, Wis. .. .... '' > Associations^ Committee-- *N. E. Thiel (Chairman), Dir, of Saf., Sealtest Foods-Southem Dairies, Charlotte, N. C.; W.. Michael Aicher, Dir., Employee Relations, United . States Brewers Assn., New York, N. Y.; 'Nixon DETARN0WSKY,-Mgr. of Safety, The F. &' M. Schaefer Brewing Co., Brooklyn, N. Y.; Norman Paige, Assoc. Dir., Div. of Public, ; Gov't., & Trade Relations, Distilled Spirits Institute Inc., Washington, D. C. Training & Visual Aids Committee--Chas. P. Orr (Chairman), Qual. Assurance Con sultant, General Foods Corp.,-White Plains, N. Y.; Keith R. Lindemann, Mgr., Com munications & Safety, Kraft; Foods, Chicago, 111.; 'Stanley W. ParsoNs, General Saf. . 'Dir., Carnation Co., Los Angeles, Calif. . Engineering Committee -- R. D. Wiseman (Chairman), Asst, Dir. of Prod., Cooperative : Mills, Div. Southern States Coop., Balitimore, Md. s Awards, Contest &, Statistics 'Committee--Milton . J. Hattier (Chairman), Mgr., Ins. Dept & Dir. of Safety, The Southern Cotton Oil Co., New Orleans, La. Agriculture Committee -- Robert AldeN (Chairman), - Saf. & Wage Admin., .Castle & Cooke, Iric., Honolulu, Hawaii; Noel Hanson, Dir. of Exec. Develop. & Safety, . AMFAC, Inc., Honolulu, Hawaii;. J. W. Salisbury, Ins. Mgr. & Saf. Dir., The South Coast Gorp., New Orleans, La. Fire Prevention Committee -- Glen Perkins (Chairman), Safety Engr., Assn; of Mill & Elevator Mutual Insurance' Cos., Chicago, III.; Wm. Camefield, Safety Dir., Post's Cereals, 'Battle Creek, Mich.; *John M. Jensen, Dir. of Saf., Com "Products Co., Argo, 111. Industry Relations Committee -- *1. W. Shutt (Chairman), Safety Engr., Jos. E. Seagram & Sons, Inc., New York, N. Y. Bakers Division -- Rob't Southard (Chairman), Safety Adviser, The Kroger Co., Cin cinnati, Ohio; Donald H. Ross, Saf. Mgr., Kitchens of Sara-Lee, Inc., Deerfield, 111.; Edw. J. 'Zielinski, Safety Dir., Drake Bakeries Div., Borden Co., New York, N. Y. Brewers Division -- *Gregg R. Meyers (Chairman),. Dir. of. Safety & Security, Pabst Brewing Co., Milwaukee, Wis.; *Norman L. Heuer, Saf. Dir.,. Anheuser-Busch, Inc., St Louis, Mo.; Wm. A. Mulvenna, Dir. Saf., C. Schmidt & Sons, Inc., Philadelphia, Pa. ; Confectioners Division -- James A. Carr (Chairman) Saf. Mgr., M & M/Mars, Chicago, III.; Wm. F. Morgan, Saf. Mgr., Curtiss Candy Co., Franklin Park- 111.; *William G.- Smith, Dir. of. Safety, The Nestle Co., Fulton, N. Y. ' - Dairy Products Division -- Rob't M. Thode (Chairman), Dir. of .Safety, Kraftco Corp., New York, N. Y;; Larry Dan?ig, Safety. Supv., Kraftco Corp., New York, N. Y. Distillery Safety Directors -- Wilbur L.Graff (Chairman),-Safety. & Security Engr., . Brown-Forman Distillers, Louisville, Ky.; *James H. Snyder, Mgr., Saf. & Pit. Pro tect., Hiram Walker &.ons, Inc., Peoria, III,; Clyde W. Stevens, Safety Supv., Jos. E. Seagram & Sons, Inc., Baltimore, Md. . Poultry Processing Division--Lee Warrick- (Chairman), Mgr. Loss Prev., Ralston Purina Co., St Louis, Mo,; *L. H. Gretzer, Saf. Dir., Cargill, Iric.,- Minneapolis, Minn.; Doug las L. Hail, Dir. of Corp. Ins., The Pillsbury Co., Minneapolis, Minn.;.Wm. Mills, Saf. Dir., Consolidated Foods Corp., Chicago, 111.; Gene Shephard, Programs Dir., In stitute af American Poultry Industries, Chicago, 111. - Tobacco Division -- Walter C. Brower, Lorillard .Corp., Louisville, Ky. Processers & Canning Division'--Fred Boles (Chairman), Dir., Saf., Employers Self-In surance, Los Angeles, Calif.; E. A. Lohrmann, Midwest Div., Ind. Relations Mgr., Del Monte Corp., Rochelle, 111. Grain Handling. & Processing Division -- *J. R. McCann (Chairman), Gen. Mgr., Loss Prev. Dept, Ralston Purina Co., St. Louis, Mo.; Edward Boulanger, Supv.,' Saf. Train., The Quaker Oats Co., Chicago, 111.; Donald L. Brown, Saf. Dir., A. E. Staley Mfg. Co., Decatur, 111.; Jack Krolo,-Supv. Saf. & Pit. Protect., American Maize Co., ' Roby, Ind.; Rich Klann, Saf. Dir., The Hubinger Co., Keokuk, Iowa; Chas. H. Lor,ton. Dir. of Saf. & Sanitation, Corn Products Co., Pekin, 111.; John .D. Lewis III, Saf.. & Security, Clinton Com Processing Co., Clinton, Iowa; Wm. David RAMno,.Saf. Din, National Starch & Chemical Corp., Indianapolis, Ind. 41 Nominating Committee--*Albert Cacherat (Chairman),.Pers. Dir, Reed Candy Co, Chi cago, III.; *Whxiam G. Smith; *L. H. Greizer; *Johh M. Jensen; *J. R. McCann Staff Representative--A. M.Baltzer, National Safety Council, 425 N.-Michigan Ave, Chicago, 111. 60611 *Past .General Chairman . OFFICERS OF THE GLASS AND CERAMICS SECTION NATIONAL SAFETY COUNCIL 1969-70 ^ General 'Chairman--Andrew Oresick, PPG Industries, Inq., Works 5, Ford City, Pa.- First Vice-Chairman--H. Clark Underwood, PFG Industries, Inc., Pittsburgh, Pa. Second Vice-Chairman--it. M. Thompson, Ford Motor Company, Nashville Glass Plant, ' Nashville, Tenn. Secretary--Charles B. Reagan, Ball Corporation, Muncie, Ind. . - Newsletter Editor--Donald .D. Hobbs, Anchor .Hocking Glass Corp., Lancaster, Ohio; James- D. Shannon, -Ford Motor -Company, Glass Division,- Dearborn, Mich. : Program Committee--Richard J. Reilly (Chairman), PPG Industries, Inc., Pittsburgh, Pa.; John. J. Lqng, PPG Industries, Inc., Works N- 7, Cumberland, Md.; Don J, Morris, Owens-Illinois, Inc., Plant No: 7, Alton, 111. Health Committee--*W. G. Hazard (Chairman), Owens-Illinois, Inc., Toledo, Ohio; Jorge Hernandez-Osuna, Accion Social Regiomontana, Monterrey, N. L., Mexico; Sam D." Fithian, Owens-Illinois, Inc., Plant No. 9, Streator, III. Engineering Committee--John V. Skendall (Chairman),.Harbison-Walker Refractories Col,-Pittsburgh, Pa.; R. E. Sourwine, PPG Industries,-.Inc., Pittsburgh, Pa.; Glenn L. Butler, Ball Corporation, Muncie, Ind. Membership Committee--Howard Waugh (Chairman), Anchor Hocking Corp., Lancaster, - Ohio; Howard Baker, Pittsburgh Coming Corp., Port Allegany, Pa.; Charles Khafft, PPG Industries,- Inc., Clarksburg, W. Va. Off-tlte-Job Committee--Charles R. Haines (Chairman), PPG Industries, Inc., Mt. Ver non, Ohio; Earl Karr, Anchor Hocking Corp., 19SS Del'any Rd., Gurnee, III. Training Committee -- A. D. Davis ' (Chairman), PPG Industries, Inc., 'Works\ No. 1, Creighton^ Pa.; Robert W. Moulton, Ball Corporation, Muncie, Ind.; Walter Keplar, Anchor Hocking Corp., Lancaster, Ohio Safety. Promotion Committee--*C. Doan Noce (Chairman), PPG Industries, Inc., Works No. 9, Crystal City, Mo.; Kenneth Davis, Owens-Illinois, Inc., Bridgeton, N. J.; Don Roberts, PPG. Industries, Inc., Norks No. 10, Henryetta, Okla. Research Committee--Scott Vass (Chairman), Owens-Illinois, Inc., Huntington, W. Va.; T. M. Hall, A. P. Green Refractories, Mexico, Mo. Associations Committee--*H. V. Gardner (Chairman), Owens-Illinpis, Inc., Toledo, Ohio; W. W. Boxell, Foster-Forbes Glass Co., Marion, Ind.; W. F. Shaver, PPG Industries, Inc., Works No. IS, Fresno, Calif. S3 Nominations Committee--*John W. Bloom (Chairman), Owens-Illinois, Inc., Fairmont, . W. Va.; *John J. Long, PPG Industries, Inc, Works No. 7, Cumberland, Md.; H. Clark Underwood, PPG Industries, Inc., Pittsburgh, Pa. '`Blowers and ruggers'' Committee--(Past General Chairmen)--Fred G. Anderson, Comv ing, N. Y.; H. V. Gardner, Owens-Illinois, Inc, Toledo, Ohio; John P. Stephenson,. Ball Bros..Co., Inc., Munde, Ind.; James ll Morris, The Federal Glass Co, Columbus, Ohio; J. C. DrrrMER, Cranford, N. J.; W. G. Hazard, Owens-Illinois, Inc, Toledo,- , .Ohio; Harry A. Jackson, Frigidaire Division Plant No: 3, General Motors Corp., Dayton, Ohio; J. H. Gathell, American'. Saint Gobain Corp,.Kingsport,.Tenn.; John B. Fuixen, Kopp Glass, Inc. Swissvale, Pa.; Russell W. Frank, FerrO Corporation, Cleveland, Ohio; Clyde C. Ruddick (deceased); John V. Skendall, Harbison-Walker Refractories Co, Pittsburgh, Pa.; Edwin L. Wray, Ball Bros. Co, Inc., Munde, Ind.; Clinton Balunger, Owens-Illinois, Inc., Gas City, Ind.; Joseph E. Morrison, Houston Chemical Corp, Beaumont, Texas; John Rheinheimer, Hunt Foods, Inc., Fullerton, Calif.; Robert W. Moulton, Ball Brothers Co, Inc., Munde, Ind.; C. Don Noce, PPG Industries, Crystal City, Mo.; Frank Manning, Ford Motor Co, Glass Div, Rouge Offices, Dearborn, Mich.; *John J. Long, PPG Industries, Inc, Works No. 7, Cumber land, Md.; John W. Bloom, Owens-Illinois, Inc., Fairmont, W. Va. Staff Representative--Grant, Shibley, National Safety Council, 425 N. Michigan Ave, Chicago, 111. 60611 . *Past General Chairmen ' Volume 12 NATIONAL SAFETY CONGRESS TRANSACTIONS INDUSTRIAL SAFETY NATIONAL SAFETV COUNCIL 425 North Michigan Avenue Chicago, Illinois 60611 57th NATIONAL SAFETY CONGRESS Papers Delivered in the INDUSTRIAL SAFETY SESSIONS CONTENTS DRIVER IMPROVEMENT . Let's Speak Up for DDC.............. .................... ................. Edward R. Klamm Selling DDC in a Community..................................... Walter De Felice, Jr. Selling DDC in the State.......... .................................. ............. Dean Dickens Selling DDC in the State..................... ................... .'____ Marvin H. Powell Defensive Driving Course in Driver Improvement Clinics for Violators.............. .............. ....... .................. Lebert A. Howes Establishment of Defensive Driving Traffic School... .. .Robert R. Robbins The Defensive. Driving Gouise in an. Industrial Safety Program...R. C. Baker Industry, Be the Leader--fight Traffic Bugs with DDC. .David H. Mikkelson DDC as a Safety Program for Industry......................... ...............R.N. Gray Uses of DDC as a Training Program for Employees.-------- Harold B. Weeks 4 6 8 II 14 16 18 19 22 25 DISCOVER YOUR MEMBERSHIP........ ..Moderator--Richard F. Reimet Why National Safety Council Membership?....... . .Donald P. Esponosa Supervisory Training Materials.................. ........................... Franklin G. Pater Sfifety Training Institute Courses......... ............... ...... ... .Edward N. Deck Home Study Courses--.. /........... ..................... . *................ T. T. Pinder Statistics Overview...................... ;....................................... Sidney D. Smith Evaluating Statistics............ ........... ............................................ Marie Scott# Value of NSC Awards:.................... ..... .......................... Richard W. Pascoe Home Study Course in Motor Fleet Safety Supervision......... Robert Purcell 27 28 29 29 30 31 31 34 34 STATE SAFETY PROGRAMS Getting a New State Program Gqing..............____ _ .Don E. Hoover 36 Gathering and Disseminating Work Injury. Statistics. .,. . .Henry J. Gmeinder 38 THE CHANGING ROLE OF THE SAFETY PROFESSIONAL The Need for Certification of the Safety Professional;.......G. L. Gorbell Hazards in Context...:....... .................. ......................... .. .Ernest Leyens Address.............. .. .................. ..................... ...George C. Guenther 44 47 54 EVALUATING COMPANY SAFETY PROGRAMS Plant Performance--U.S. and Foreign...................... ................ T. A. Kraklow A Safety Team's Evaluation........ 1.... ................. --Donald G. Windsdr Making a Performance. Audit----- 1 ........................................... C. E. Wilson 58 60 63 . (Continued on next page) 3 CONTENTS--continued BACK INJURIES Low Back Injuries in Industry. ................... .Marcus.B. Bond, M.D. 68 Psychological Aspects.of Low Back Disability in Industry .JoAn Maclver,'M.D. 73 . MEASUREMENT OF INDUSTRIAL SAFETY PERFORMANCE . Two Approaches to a Non-Accident Measure for Continuous Assessment of Safety Performance............. ......... .V. D. Bhise and Thomas H. Rockwell 76 Jssues in Safety Measurement:.. -- i. ..............Herbert H. Jacobs, Ph.D. 83 . 'The Measurement of Safety Engineering Performance .John V. Grimaldi, Ph.D. 93 STANDARDS DEVELOPMENT Should the Federal Government Develop Safety Standards? ..............................................:.. Patrick F, Cestrone 111 Safety Standards: By Participation or Prescription?............. N. A. Trombley 116 Development of a Safety Standard in Twelve Months. George W. Beardmore 120 Officers of the Industrial Conference 1969-70.......... ........ ..... ........... .. 125 Officers of the Associations Committee 1969-70......... . .. 127 Five Years of Future Dates, for the National Safety .Congress.............. ........ -130 Other Volumes in the 1969 National Safety Transactions.. .. .Back Cover Driver Improvement LET'S SPEAK UP FOR DDC By EDWARD R. KLAMM Accident Prevention Manager, Allstate Insurance Co., Northbrook,. I1L The passage of the Highway. Safety Act area of the greatest weakness in our pursuit of 1966 was hailed by many persons and of highway safety. agencies as if drastic reductions now would So, I place great emphasis on three little be immediately achieved. Unfortunately, the words. No, not the old favorite,- but "Let's ' passage.of a bill or law alone just, does not . be practical." There are some individuals and achieve this result. The important element agencies who have been loud exponents of is the need of adequate appropriations and the need for greater public education in the the intelligent implementation of the law by use of seat belts or in the dangers of drunk the private and governmental authorities. driving or following tod closely. The re It's recognized that lip service will not search in communication stresses that this stop the appalling casualty rates on our type of education cannot be achieved by highways -- "Action speaks louder than hit or miss tactics, by slogans, or an occa- words." That is one reason why we in the sional news or magazine article. The per casualty insurance industry strongly support sonal discussion| is the best.practical means the driver education- standard of the Na of convincing drivers on certain points. Con-' tional Highway Safety Bureau. This sup ' sequently, the Defensive Driving course port is demonstrated by our action program offers a. perfect opportunity for eye to eye in financially helping high school teachers contact in public education in highway safe of driver education.to become better qualified ty matters. I have found these sessions for giving this instruction to. high school excellent for discussing the alcohol and students and in expanding the number of highway safety standard^ and to, distribute persons properly trained in defensive driving ..materials dealing with the imperative need courses. to rid ourselves, of drunk' drivers. The De Many persons have stressed the need of indepth research before taking any action. I'm convinced that we know enough about traffic crashes now- to reduce them greatly if pres ent knowledge were generally applied. I . do fensive Driving course enables, a competent instructor to deal with the alcohol and driv ing situation head-on, thus helping to avoid a head-on crash causing an innocent victim to be killed by a drunken driver. recognize .the urgent need for research to I have also used the DDC films and in extend and refine what we now know arid structional- opportunities to sell the value to confirm or correct what we now believe. of the use of seat belts. Here again, in every ` Nevertheless, I do not feel that we must class, I' have-found disbelievers in the use , await further research before we- initiate of the seat belt and so have made a strong action in driver education, driver licensing, pitch for their use. The salesman must have etc. an opportunity to discuss and demonstrate Yes, we must proceed full Speed ahead iri his product if he is to make the sales. We driver -. iriiprovements. We know we need in highway safety must be in personal con safer roads and safer cars but, of even : tact with drivers if we are to sell them on greater importance, we need, well trained the many facets of safe driving. The Defen drivers. It's a tragic irony to realize that sive Driving course does enable many inflip ways and means, long known to us, have . structors to have their innings with drivers not been applied for the lack of adequate under safe conditions. direction and funds. The whole area of Yes, the instructor must .be well qualified driver control--from driver education in the for his teaching' (and convincing) role. He high schools, to defensive driving courses must be knowledgeable about his subject, . for adults, to' responsible traffic courts, to such as the adverse influence of alcohol, if driver suspensions and revocations--is the he is to convince students of this danger. -S 1969 National Safety Congress He cannot be just a volunteer with no spe First, we must recognize the same research cial background or qualifications in the high difficulties in evaluating the DDC as con- way safety field. He. needs to know more ' front those who are researching the driver about his subject than the students in the education program in the high schools. The. DDC class. many variables prevent a perfect-plus re I'm also strong on the use of up-to-date audio visual aids. We cannot stand pat-on the original films. We must revise, up-date, and improve each "film as time elapses; otherwise, like any all-American who doesn't stay in shape and 'improve, our program (DDC) can fall by the wayside. We must stay abreast of the times, and this includes the vehicles and their new safety devices, the highways and their controls, the laws search of DDC. We must rely bn judgment for' most of-our evaluation. Everyone readi ly agrees on the need and value of quality training. Our task is to be doubly sure that we have competent instructors who are equipped with up-to-date effective audio . visuals so that the students do receive quality defensive driving instructions. This is our challenge. This is your opportunity. We must generate our action program so that and their revisions in the states--and great we can stop , the needless slaughter. and waste consideration must be given to the human . on bur highways.- element So, I strongly advocate that the National Safety Council continue its plan to regularly update the films, the student'sworkbook, and the various aids.-. We must persevere in this direction if our program and efforts are to be accepted by the pro Use- your common sense and good judg ment. A properly . conducted Defensive Driving- course presented by a qualified dedicated instructor will prove its worth. So, let's be practical and speak up for fessionals and the'general public. DDC -- for everyone, everywhere. It's an My last recommendation deals with the excellent medium, for highway safety com- evaluation -of the training course program. municators. SELLING DDC IN A COMMUNITY By WALTER DE FELICE, JR. Executive Vice Pres., San Diego County Safety Council, San Diego, Calif. How does one effectively sell DDC in a I do. However, that .is the failure of the community? Become personally involved in local chapters of the National Safety Coim-. ' the program. I don't mean the kind of dl and other safety-movements where there involvement .that comes from calling your are no safety councils--a failure in selling office and saying, "John, I want you to the merits of DDC. The involvement of completely .investigate, that DD.C thing." a community must be a total one, or we You do it! You investigate what it's all shall continue to see the death toll from the about! Then, and only then, will you be autombbile rise in this country. able to find out. for yourself, what it is all How does one effectively sell -DDC . in a about community? It requires a great deal of The Viet Nam war has been, and still is, effort, imagination, and personal dedication. a very controversial conflict Yet, our gov . It must be. a total, commitment, a continu ernment seems to- be- quite united in the ous, on-going program for those who under- handling of that conflict Why can't We be .take it. as united in training the' drivers. of our With any program, if you are to be 'suc country? Perhaps one reason we aren't cessful, you' must know the ins and the united is because we don't have every local outs of that program. So it is with DDC. constituency promoting the Defense Driving If you aren't a graduate, instructor, or . Course as it should. I realize not all individ instructor trainer of the DDC . program, uals in all communities think of DDC as you aren't familiar enough with the program 6 Industrial Safety Subject Sessions and certainly not able to effectively, as well but to sell the program. We have fourid as emotionally, promote it Yes, I said that approach quite effective in our part emotionally. I would suggest' you become of the country; Proper' selection, training, emotionally involved, become. a graduate, and organization of your corps of instruc instructor, or instructor trainer; then, de- tors is a must to embarking on training . velop' your program, cultivate your local your community in'the concepts and tech media, and sell the program to your1 niques of defensive driving. community. ' Next; approach the media in your com Let's consider the - hypothetical develop munity (or, for-that matter, your inrhouse ment of a' DDC program in your commu executive officers) to convince them of the nity. Basing the- development on the merits o*f the Defensive Driving Program establishment of a Defensive Driving and why it should be-given to every em-. Course Committee and a corps of properly ployee who drives an automobile; not just . trained instructors, media involvement, company "cars, but everyone who drives. combined, you are ready to sell your com When we first entered into the Defensive munity. Driving Program we utilized home-made Recruitment and-retention of experienced slides for TV promotion, together with instructors is the backbone of your program Metro-Medias campaign. However, even with once you convince the community that the home-made slides, with proper coordination program is needed. These, instructors will and a sales job by our defensive driving sustain and enlarge upon your -program coordinator we realized many' classes'from immensely, so choose your instructors the-promotion of Defensive Driving Courses wisely. Solicit business arid professional during those early days. If properly coordi people who have expressed a desire to assist nated and sold fo the media, a great deal, of you in safety, programming. With their cooperation will be exterided by than in interest in safety they will be a natural to promoting the Defensive Driving Program. become involved in the Defensive Driving From the early days- of using the home-, Course prograjri. Consider attorneys, sales- made slides, we have graduated to where riien, (especially those, in the insurance field our local TV .stations now-produce these . who by the very nature of their business slides for us for airing as. public service have an interest in promoting safety)/ psy announcements. chiatrists, psychologists, sociologists, military Six months ago, we hosted every in officers, and enlisted personnel, because of dividual concerned with the news print aqd their intense -interest in the community in broadcast media- in our county to a luncheon which they reside. . . in the county jail, with the full cooperation - Having selected themf, indoctrinate them of. the county sheriff, who, -by the way, wisely. Set a standard or a prerequisite in requires that DDC be given to all his per instructional methods and techniques, in sonnel, uniformed and civilian, and at that, order to produce the DD.C program in the luncheon gave the 20 minute presentation ' standardized format recommended by the previously mentioned, together with the film - National Safety Council--with a high de "A New Way to Drive." It was difficult- gree of quality instruction injected into it! to. come up with a gimmick to bring some To do this, I would suggest you develop an 50 celebrities, if you would call them , that, instructor portfolio. Have each 'prospective together for a luncheon/briefing session on instructor indoctrinated in what you expect the DDC story; Fortunately, serving on our of him and state in . that portfolio that your public information committee was a. gentle policy will be strictly adhered to. Submit man from the broadcasting media, who an outline of a presentation of. the promo suggested that perhaps a subpoena would tion of the defensive driving course utilizing bring them but; from that we developed the film "A New Way to Drive." Present a unique subpoena to what we called "The this program to them, in the manner, in -Jester's Court." Because of this novel ap which you would like ' it put to groups, proach, our county sheriff volunteered the organizations, and associations; From that, services of his deputies to serve those you can surmise that- my intention is to subpoenas. It was a huge success, and as convince you to use your instructors not a result we now enjoy better rapport with only to teach the defensive driving course, our media than we ever have had before. 7 J 1969 National Safety Congress Now, with the combination of an edu cil and the concept of establishing regional cated-volunteer corps of DDC instructors . Defensive Driving Course training centers and the cooperation of the local media, we will do more for the spreading of the DDC should be ready to sell our community; word and for training our fellow Americans yet I am sure there are those who have had to become defensive drivers than any two these two combinations worked, out. and projects I know'of 1 Even at that; these 'find themselves wanting for individuals to programs require an approach that is pro teach. If that be the case, all I can say is fessional in nature. You must know what- that entreprenurial ability is not present, or you are talking about in order to effectively it is not utilized properly. Selling DDC in sell it: That is.the approach.that we.utilize your community is a matter of just that: in San Diego County. A high degree of selling ' it. daily,. not hapazardly. it must professional salesmanship is the prerequisite become a household word and a part of to induce anyone to take the Defensive every speech you -make. You or your vol Driving Course based on the fact that ho unteer corps of instructors should .promote one will sit in a. classroom or for that. defensive driving courses to everyone you matter, even enter into a course without approach. That, is how a community is sold being fully convinced' that they will be --by the never ending selling and .promo taught in a professional manner and benefit tion of the program. from that instruction. No salesman truly It is difficult to specifically cover every thing oil'how we sell DDC in our commu nity, because it involves every day .dealings with people, whether in business or industry, in civic groups, organizations, or with , peo ple you Happen to meet. Sell, sell, sell is the name of the game! A never ending salesmanship program is what must be de veloped by you. sells without stressing benefits involved. Professionalism breeds a trust in those you associate with. You will find graduates of the Defensive Driving Course who by the very nature .of being taught in an interest ing, motivating, and professional manner have induced many others to take the course. . So.it should be with.the way the program, is promoted: ip a professional way. Many years ago, during the Spanish- Just'as any salesman worth his salt sets American War, as our naval vessels were up and maintains a suspect and. prospect passing the burning, and sinking hulks of file to enhance his sales and insure the like Spanish warships, the men of our vessels lihood of his doing a- professional 'job in were; laughing, singing, and cheering.' From promoting, his product, so should-the safety- the bridge of'his command ship the admiral council, or cooperating agency, develop a shouted to his men, "Don't laugh men, those system of developing prospects whom DDC poor devils are dying." People are dying . would benefit By developing those prospects and DDC can do something about it. Are professionally, you sell .them DDC. I am you willing' to do something about pro sure that the mass marketing approach being. moting DDC? If you are--sell it, don't just ' programmed by the National Safety Coun think about it 1. SELLING DDC IN THE STATE By DEAN DICKENS Director Defensive Driving, Georgia Safety Council, Atlanta, Georgia Selling DDC in the state is a pleasure and a privilege when you are bitten by the mis sionary spirit However, there are certain obstacles which loom large for even the most ardent enthusiast. Distance is a great diluter. When you must reach from the center to the perimeter through many spokes of the wheel, it. is apt to turn slowly. So in selling DDC. to the state, you must be equip ped with plenty of gasoline in the form of energy-and enthusiasm, patience and initia tive. 8 Industrial Safety Subject Sessions ' If-your gasoline is too short and the dis tance too far, selling is a difficult drag. In order not to drag anything, let's look at the distance problem and how to overcome it Let's make the letter "C" the common de nominator: Contact; Communication; Cen tering; Continuity; ControL Contact How do we make contact and get theDDC message across? The wires at our command are letters, phone, publicity, per sonal contact,'and word of mouth. By far, the most effective are the last three. Under publicity we naturally think first of newspapers,. radio, and TV. However, there are other avenues we need to consider. The .Municipal Association, the County. Commissioner's Association, Peace/ .Officer's Association, Associated Industries, Trucking Association/ - Chambers of Commerce, all have publications and a deep interest in safety. Articles in -these publications are ef fective, as we have discovered. Many states, like Georgik -have an Indus trial Editors Association Which represents dozens of publications. They are doubly valuable because they -reach management with the idea of DDC- as, in-plant-training, also the employees and their families. ' The endorsement of your PTA Con gress, a place on their program, and an ar ticle in their publication can reach a large number of prospective DDC sponsors. A talk with the top level Rotary and -Kiwanis officials. can elicit their. support and spread the word. It is advisable to have a ' package ready with costs, savings, testi monials, etc. This detailed presentation of why and how is of value for all contacts. The hurry of today makes' .it imperative that we have the promotion plans' instantly available.. The backing of the Bar Association is a tap from the top which we can seek and find. An article in their state publication which points out the improvement in driv ers taking DDC and the successful use of the course in courts throughout, the country can Jbe effective. If these same lawyers could be persuaded to .advise their clients who have lots of wrecks to take the Defensive Driv ing Course, an avenue of service is at once opened.'A list of classes could be included regularly in the publication/ Recently the Pilot Club proved most use- ful in obtaining the giant sized list neces sary to spread the DDC word through their membership concerning seminars and other mailings. Their National Safety Chairman wrote a personal letter to each Pilot Club' in -the state, asking for the list of clubs, organizations, and PTA presidents in their area. We received over 2,000 names. Through this mailing, we reached important organizations such as Lion's Club, Rotary, Jaycees, Civitan, and Kiwanis, and the Busi ness and Professional Women's Club groups. What ever happened to our push for rec ognition from the insurance companies? We need to help on the state level to make this recognition an accomplished fact. These are a few additional avenues of contact open to us. Now--the ways and means. After full use has been made of letters and publicity, there is still no substitute for the personal contact Enthusiasm just does nqt carry as well oyer long distance as it does face to. face. It is impossible to go everywhere and meet with everyone, but. it is possible to meet with key people and then retain contact through letters and the tele phone. A monthly list to call will do a great deal to maintain interest and help locate spots where a special, push may be needed; It is an even better idea to meet with a group of key people and talk to them about DDC. An organization recently formed in At lanta, called Women SOS (.Sold on Safety), has proven invaluable. It is composed of women from the Red Cross, PTA's, civic organizations, and home economists who will work together' in. all-the safety areas. By drawing' these women together into one safety group, they can share safety knowl edge, promote seminars on safety, and spread the word on DDC. This one group has formed three more in the state. "Never under estimate the power of a woman." Put them together and there is no mountain they cannot move. Additional avenues of contact are to initi ate DDC into the programs of large com panies such as power, gas, and insurance companies, also the post office, city main tenance departments, school systems, and highway departments. They, in turn, will train their employees *andxmake DDC equip ment' and teachers available, to the commu nity. 9. 1969 National Safety Congress '^Military establishments have top position, is a very effective way to open the door for as: DDC trainers, of course. They can say, DDC.. . v ; "Go, take," and it is done. They should be your number one target for trainees. They. Centering are interested,-able to go ahead, and . have Establishing a positive, vital center for the command. Be sure to contact and work DDC is not'easy. National must face this with this group. problem all the time. It is greatly to.be hoped that the city which has started DDC Communication classes will develop the power to move Here we find an important ingredient in under it's own steam. That is the goal be the sales picture. Contact opens the door but cause you cannot always be there to fan proper communication 'keeps it open. Not the flame; In many cases, we have, found- only must the contacts become infected with that the city authorities or some business your DDC enthusiasm, but it is also well to firm will buy the kit, train the instructors, share your common problems. -They may be and promote the course. The Kiwanis Club crushed by the indifference they meet in the- has been useful in this capacity as has the "I already know how to drive and don't Chamber of Commerce. In order to ..keep need, to learn , any more" response if they are . these centers continually working, enthunot aware of the . fact that they will meet it ' siams must be continually flowing, primarily and must find in it a challenge to greater from you through visits, calls, and letters. salesmanship. The problem is more easily Good volunteer teachers are the-life line overcome if it is. shared. of DDC. They are, however, volunteers with Ways and means of breaking down this paid jobs elsewhere. Therefore, it is .import barrier can also be shared to your, advantage ant to have them in abundant supply so each as well as theirs. Perhaps, they would like one will not be called upon to teach too to' know of the PTA chairman who over often. came indifference by sending home with each child a question to be answered in 25 words or. less--"Why T Think -My Parents Should Take the Defensive Driving Course." Quite a few parents had a rude awakening when the answers arrived. One very penetrating one said,- "My father drives so fast it makes the dog sick and-- then mother has to drive and that makes my father sick. I think they The Instructors- Development Course; given for instructors who have been teaching for a -year or more, has proven of great value. Problems shared, new ideas and stories exchanged,, rewards, given gives added and renewing strength.-to your core of volun teers. -This would also form a part of con tinuity. should take the Defensive Driving Course." Continuity ; The parental, attitude of listen, share and This is a crucial point where contact and praise, reward and rejoice together is an un continuity must play an important part and," beatable quality of communication. whenever possible, personal assistance. -We must never lose sight' of the size of We have found the availability of a rental our united adversary.. . . death on the high and film set -of great benefit. Many groups way and the opportunity we have to alle cannot afford the purchase of a kit or do not viate it through DDC. The missionary spirit have the number of personnel necessary for will carry strength if we communicate it and the purchase of the kit. This is. also of continue to communicate it. DDC, like life, benefit in securing membership in the Coun gets "daily" if we do not keep the spirit cil. It is used on a. reduced basis available which inspired it alive. to members and is a service from the Coun-. On our communication wire must be news cil. and new ideas such as those we receive Continuity can also receive a boost through the DDC Bulletin. through a Safety Week carried out' by the It is a real boom to communication if the Council in the larger cities of the state. The governor of your state is behind you. A week includes contacts and talks with indus class at the Capitol for-those high in com-, tries, meetings with leaders in the city, or mand could, well lead, as it did for us, to ganization of Women SOS. (There is talk safety iqeetings .throughout the state, which of admitting men.) 10 Industrial Safety Subject Sessions After the DDC has been presented, what a will and a -way of its -own which must be then? Many companies have already started considered as to its individual need and their own review course.. It is' handled in coerced into proper participation in the fam various ways. 'When accidents occur in the ily. We have to be a back seat driver company such as passing, backing, intersec whether we like it that way or not. tion accidents, a review is' given on this portion of the DDC manual! Pictures are taken of the accident and they are discussed in the class. It sounds like work doesn't it? It'is! But, can you think of anything more worth doing? People alive, because you made it safer to drive, men and women walking The Atlanta School Department held a. around uninjured because you said some .course for their drivers; then from this thing to make Defensive Driving a part of class, a panel was selected as an accident re their life. view board. The DDC training formed a basis of communication to review the acci dent in the light of the knowledge gained We are apt to under estimate our powers as an individual. Little' voice and big state in class. to listen! An old mountaineer had a very intelligent prayer. He said, "Lord, I don't Control ask for faith to move that mountain. If I Most difficult of all I You cannot be every want it moved, I can get. a bulldozer and where and there is always the tendency to some dynamite and I can move it. Just give want to shorten the course or give it without me faith to move myself."' the workbooks. Control is largely a matter After we have moved ourselves we will. of close communication and continued state find we do not work alone. Our voice is' ment of policy. joined by many -others. Together we 'will DDC is not a product you .can sell and reach our states, the. nation, our world. Who forget It requires continued concern and. knows, perhaps we,' too, will be heard on, supervision. Each new center is a child with the moon. ' SELLING DDC IN THE STATE By MARVUtf H. POWELL Deputy Manager, Utah Safety Council, Salt Lake City, Utah It is said that if. you build a better mouse techniques into line with the engineering and trap the world will beat a path to your door technological advancements that have been way. 'The Defensive Driving Course is the achieved in highway and automobile con better mouse trap in traffic safety, but let struction. me assure you that I have not had to beat In many instances, the fault lies with the a crowd away from my office door to report' cooperating agencies. They have set' the in on time. ' scene, so to speak, and many ' individuals We. are still facing the same apathetic interested in bettering their driving tech feeling drivers have displayed over the last nique believe that the course is intended several decades: they don't need training; only for real problem drivers, not for the they are the best drivers, on the highways ordinary, law-abider and, therefore, is not today; wthere isn't anything new they can available to them. * learn; and the Defensive Driving Course Utah is a prime example of this, situation: ' is only for the complete idiot who is causing ' the Course is used as the basis of its Driver " all the trouble. Our task is to break down Improvement Program. Many persons think this' apathetic' feeling in many millions of one must be a problem driver to become drivers throughout.this country, to impress eligible to .enroll in the course. A case in upon them that the Defensive Driving point is the lady who stopped behind a high Course is intended. to bring their driving way patrol car and asked that the officer 11 1969 National Safety Congress issue her an arrest citation. Rather puzzled stimulated participation in the program from over the request, he asked her why and for individuals other.than those referred to the' .what violation. She replied that she didn't course by the Drivers License Division. This really care why he arrested her, all she approach has been started, within the last wanted was a ticket to appear on her driv six months and we feel that it has proven ing record so she could enroll .in the Course. to be of great assistance in increasing class Now this situation has been, remedied. enrollment. While we still use the course as a tool ih; As I indicated, the course is used by the' the State's official driver improvement pro Driver License Division as part of their gram, we are urging'individuals to enroll on Driver Improvement Program. When . an the merit of the Course. We stress that it is individual has amassed 150 points on his intended for any already-licensed driver and' driving record, he is notified of this situa they will become more familiar with the tion and is urged and encouraged to enroll evasive actions so necessary to prevent traffic in the Defensive Driving Course program. accidents. Those successfully completing the course How has this been achieved? Primarily are given a 50 point reduction, which should through good publicity. Our relations with be an' incentive; however, here again we the media are extremely good in the state, don't have them beating down the door. The and our usual canned news releases get work.slips, used in the initial letter, are now good use. Probably one. of the better and secured from Drivers License and our office most recent examples of this cooperation mails a follow-up letter. In this we don't occurred on the last Sunday in .September mention the driving record, points reduc-- when an' announcement of the October De tions, etc. It is just simply a letter announc fensive Driving Class appeared in the Salt ing the next, class in their area. This we Lake . Tribune. This was followed up by an have found to be helpful; we have not editorial on Monday and on Tuesday, the checked recently, but when first launched, Deseret News, our other daily, ran a similar . we were picking, up an additional 25 per story. Needless to say, this type of publicity cent participation from this controlled group. brought many personal and telephone in Every ninety days, we will go back and quiries and enrollment in the class. pick up once again all those whom we know Our first approach was-a series of articles, spaced over several months, describing the need to enroll in the course, yet have not done so.. After three notices of the class, course would content and the benefits the student receive. Through this we laced the then the group will be dropped as definitely not interested. results -of a before-and-after study of 218 . In another promotion, the office prepared problem drivers, revealing .that during the and mailed to all' the service clubs in the year following completion of the course, 71 state a letter explaining the Defensive- Driv per cent had driven violation free, and 51 ing Course and urging them . to' encourage per cent had driven traffic-accident free. their members to participate in the program. This' points up rather graphically that the While this has not been the most successful course is beneficial. venture yet undertaken, we know of a num For the first time since launching into the Defensive Driving Course Program, we now prepare a hews release announcing the .start of every course in the state. In one case, the course was starting with 30 students; fol ber of definite successes in -this effort. Sev eral groups have enrolled en masse in the program. However, we do not know how lqany individuals enrolled as the result of the initial letter. lowing the appearance of the announcement We believe that the Defensive Driving that the course was to start on a specific . Course is probably one of' the best public day and location, the instructor was swamped relations tools yet to be afforded to law when an additional 20 persons appeared to enforcement agencies. Because of this belief, enroll.. This necessitated a second class; we prepared a pamphlet which was dis when the announcement of this course, ap tributed to all law enforcement agencies peared, once again the. instructor was and titled it "Building Your Public Image." swamped with an additional 20 students. We In this, we attempted to paint a picture ,to have found that a pre-course release has encourage law enforcement agencies to pro- Industrial Safely Subject Sessions mote participation in the DDC program. We driver to enroll in the course. A- leaflet is: feel that it affords an officer an opportunity' being prepared which a number of insurance . to talk ' to people under ideal conditions. companies have indicated they would mail Ninety per cent of the contacts made by enforcement agencies, are done. under ad verse conditions, and across feelings of dis like or hatred on the part of the individual who has been arrested. . out with their premium notices. We .have developed a leaflet which describes the course, contains an enrollment form and points out the benefits to be derived from participating in the course. We selected some seventy small firms which operate fleets, and offered this pro gram to them as an "in-plant safety pro gram." Here again the results were difficult to ascertain. We have had some success in getting these firms to enroll their employees en masse; however, others have had their If the program is to go forward,, we believe that it is essential that the classes be established on a definite routine, particu larly in the more populated areas. Here, tod, we have established a regular routine and we can fairly well tell any student when a class will - commence within the next six employees enroll as individuals. Only when the firm is a- member of our Council do they take advantage of enrolling all em ployees, for then they get a discount on theenrollrtient fee. We believe that we have made fairly good .use of the Scholarship Certificates. These are being provided to interested firms which are charged only for those certificates which are used by employees. We have had some success with this endeavor. months: .. - Coupled with- our publicity and promo tional program, considerable effort will be expended by the Council staff in making personal contacts. Since the staff size is limited, we cannot do all the promotion ourselves, we must rely on others to assist. If the council staff- themselves had to con tact every -interested or eligible group in any state, it would be a never ending, im possible task. This is a fundamental distinc . In Utah; instructors are. paid at the rate tion between the problem ' of a state of $5 per hour of instruction. With the compared with a city or metropolitan coop Driver License Referral program, we have erating agency.- The Seattle-King County presented the instructors with a ready made Safety Council has had one of the more class! Few have taken the time or expended . successful programs in soliciting participa the effort to develop classes on their own. tion from among business -and industry.-1 So to encourage instructors to get busy and This has entailed considerable effort and build up their own classes, we have recently required constant follow-up to secure the adopted a program whereby, they will'be re success that has been, achieved. . imbursed at the rate .of .$7.50 per hour for . We have a good product to sell, yet sell-' classes that they themselves develop.- Quali- . ing it will be difficult unless we clear up fications for this program are that they any misconceptions that the course is avail .must have a minimum enrollment of 25 stu able to only problem drivers or to business dents. While nothing has actually mate and' industrial firms. We should open the rialized from this new venture,.a number door, encouraging any single individual to of instructors have, indicated that they are enroll in the course. Our experience has working-on developing classes on. their-own. been that, following a news release an Further efforts will continue to be di nouncing the availability of the course, our rected toward getting any already licensed enrollment has increased. tf>" --> 13 1969 Nattonal Safety Congress DEFENSIVE DRIVING COURSE IN DRIVER IMPROVEMENT CLINICS FOR VIOLATORS By LEBERT A. HOWES Driver Education Representative, North Carolina Dept of Motor Vehicles As an agency of the state, the Driver torized deaths, injuries, and kinds of roads. Education Division of the North Carolina The second hour was spent entirely on the Department of Motor Vehicles has assumed driver license; that is, licensing laws, pur an unusual and unique role in aiding die poses, requirements for operator , and chaf- state in its effort to reduce accidents, injuries, - feur's licenses, grounds for suspension and and deaths on our highways and streets. revocation, periods of suspension and revoca Working with the Driver Education Division tion, and the driver license point system. One' - are 60 college graduates with experience in film, "Your Permit to Drive," was recom public school teaching and curriculum devel mended for_use. opment The driver-education oriented repre `The course was taught in four two-hour sentatives' mam responsibility is that of . ' sessions. The first hour of the second session . driver improvement While nearly 65 per was centered - around the driver. Factors cent of the work of this division is devoted which affected - driving and drivers were to the training and supervision of drivers and brought out, such as physical factors, tem substitute drivers for the' state's 10,000 public porary and permanent disabilities, and psycho school buses and around 4,000 private; , paro logical factors relating ` to motor vehicle chial, church, and activity buses, nearly 30 operation. At this time;, the term "Defensive per cent of the work of our .representatives Driving" was introduced. The effects-of. is that of adult or licensed driver improve alcohol on traffic safety were discussed for ment North Carolina presently operates 38 approximately six or seven minutes. During traffic violator schools. the second hour of. the third session, about Several years ago, the state legislature _ ten to fifteen minutes were spent on insur enacted into law a system by which, for ance, the North Carolina Point System, and certain, traffic violations, licensed drivers re the three basic kinds, of automobile insur ceived -penalty points against their driving ance, .along with the North. Carolina Finan-. records. The seriousness of the violations was dal Responsibility Act. The laws of nature reflected in the number of points assigned. .which affect driving were- also covered durTJie state legislature also provided in die 'ing this session. The last fifteen to. twenty law an opportunity for licensed drivers who minutes of the third session were devoted to accumulated seven or more points against man-made laws and- rules of the road. their driving record to take an right-hour The last two hours of the course were course of driver improvement. Upon satis . devoted to the art of .driving--(speed and its factory completion of the course; the points effects, emergency' situations, night driving, on the offending driver's record would be adverse weather conditions, and expressway reduced by three points. ' i driving). In addition to the instructional The original course was- mostly oriented program, interviews with the violators were to the individual instructor or instructors. held to determine any specific problem of These' instructors were selected from the the driver and to ascertain the attitude -of ranks of the highway patrol. Driver License , the participant Division, and the infant Driver Education Realizing that very few changes had' been Division of the Department of Motor Ve-. made in the course content and instructional hides. The course was outlined, and a for methods, this division began a directed effort mat for' all instructors was provided. Con of improving the course content and teaching tents of the course in its original form were techniques. A few films and 'transparencies built around the traffic problem, "Deaths on were added to the instructional paraphernalia. Our Highways." The first hour dealt with, Of course during the succeeding years, the . the problem-and .brought out statistical facts course and' techniques of instructors were of registered vehicles,' licensed drivers, mo-. greatly changed. The highway patrol instruc- . 14 i Industrial Safety Subject Sessions tors -were withdrawn and more teaching re workbook and course is presented reduces sponsibility was placed' upon. the Driver the probability of the student blocking out Education representative. instruction because of some pre-concdved With the introduction of the Defensive assumptions about law enforcement and en Driving Course by the National Safety- forcement agendes. Council, our instructors realized the profes The idea of "who's to blame'' in-the first sionalism in instruction and techniques of film very ably sets the stage for what "I" the national course Innovators of the. De can do. to prevent aeddents--not who broke partment began, over a period of months, to the law or that the partidpant is a violator. plan and formulate a `hew' course similar in This , concept of personal offenses would many respects to the course by .the National have a detrimental effect on almost any Safety Council. About one-third of our rep learning situation. The fact that our Driver resentatives are teaching this course. The Improvement Clinic participants represent other twenty-six are teaching the National various walks of life and occupations empha Safety Council's Defensive Driving Course. sizes that our techniques of instruction should Even though we have greatly improved our Driver Improvement Course for traffic'law 'violators and accident repeaters, we realize that of the three "E's" in'accident preven be as impersonal as possible. In North Caro lina, our violator classes consist of court assignees,- Department of Motor Vehide assignees, and about five per cent volunteers. tion--enforcement, engineering and education After setting the frame of reference for --education is now playing a more important the individual, session two of the Defensive role in preventing accidents. We feel that Driving Course gets right into the meat of the approach and techniques in our course aeddent prevention.- The six conditions are may be offensive to the participants who are so vividly described that the partidpant de- assigned tb our dime. It is fdt that many vdops a sense of vicarious rdationships at participants develop and consequently set up the very beginning. The succeeding films- mental .blocks to inhibit reaching them in enrich the concept of - preventability'by the- aeddent prevention. Knowing that aeddent other person. Accepting this outlook, the prevention is a direct result of violation students, in our opinion, tend to rdate direct prevention; we fed -that the indirect approach errors or violations by assodation, even to these often-times habitual violators may though the indirect approach is used exten- be of immediate benefit as well as causing sivdy in the course as a technique of instruc some long range benefits in driving habits, tion. .behavior, and attitude of the offensive driver. By giving the participant'concrete concepts The indirect approach of evaluating his of prevention as is illustrated in the next driving in a. positive sense with the driving six films, the partidpant has less a tendency of professional drivers stimulates interest and to become bored and disinterested in the gives.partidpants less reason to block us out course. Introduction of the six positions of By using the various teaching aids, audio the other vehide before a crash and the . and visual materials, we are confident.that defensive actions hold the interest and con the National Safety Cotmdl's Defensive cern of the partidpant . Driving Course greatly enhances our Driver The "Mystery Crash" film very emphati Improvement Program, and espedally .our cally attracts the interest of the student and course taught in Driver Improvement Clinics. increases, his interest as to the causes of the The feeling and concept that the traffic vio run-off-the-road or, one-vehide aeddent lator partidpant can and will become per sonally involved in his own improvement is encouraged with the use of the Defensive Driving Course workbook. The workbook very ably involves the partidpant in self- The Driver Education Representatives of the North Carolina Department of Motor Vehicles are most grateful for the National Safety Coundl's Defensive Driving Course. We are proud to present to our public and analysis and personal identification with ac offending drivers a course so ably developed cident prevention. The manner in which the '. and effective. IS 1969 National Safely Congress ESTABLISHMENT OF DEFENSIVE DRIVING TRAFFIC SCHOOL By ROBERT R. ROBBINS Judge, Anderson City Court, Anderson, Ind. It would appear that most communities are interested in traffic safety. With today's large volume of highway travel and rising number of automobile accidents, each com munity is. seeking ways to reduce the num ber of accidents. We all realize that traffic accidents result in many billions of dollars in property damages, plus personal injuries and fatalities.' ' Many .communities have safety programs. .Many others are interested, but have been unable to formulate and establish a program. In many communities there, is' a lack of personnel to staff a program. In still others, problems concerning the proper place to - hold the traffic school and questions of what material to use has held up the establishment of a program. Many communities. have asked for assistance in setting up a local traffic. safety program. I am very pleased to say that Anderson; Indiana, has solved .its problem. We chose to use' the National Safety Council's Defensive Driving Course. Anderson, Indiana, was first exposed to DDC at the Delco-Remy Division of Gen eral Motors Corp. The course was offered on a volunteer basis to the employees and was presented by personnel from the Safety Department. Many employees completed the course. The chairman of the Traffic Safety Com mittee appointed me to chair a'sub-commit tee to institute and establish a Traffic Safety School in Anderson. The committee was to determine what kind of material would he used, who would serve as instructors, where the classes would be held, how the program would be financed, who would attend the classes, and when the program would begin. The committee was not long- in solving its assignment.' The committee agreed to. use the National Safety Council's DDC, because of the type of materials offered.. Ten in structors volunteered from Delco-Remy Division of General Motors. ..Our Adult Education Division agreed to handle. regis tration. It was also agreed to hold the classes at the Anderson High School building, and that the person attending would pay a reg istration fee. As Judge of the Anderson City Court, I agreed to supply student vol unteers . from the traffic violators appearing in City Court Everything just seemed to fall into place and.bur project was begun. In setting up our program the committee decided to use four. tworhour- class sessions scheduled on Monday and Wednesday nights for two classes a month: An additional class meets on Tuesday and `Thursday nights. Gasses are held from 7:00 pm to 9,:00 pm. The committee decided that it was best to use paid personnel as instruc tors for the classes. We established five two-man instructor , teams to present the program. In determining the cost of materials and instruction for the classes, we settled upon a registration fee of $5 per person. This was to be paid at the time of registration on the first night -of classes: The school adminis-tration agreed to advance monies needed for purchase of-the materials and supplies for the classes. We found that a minimum of 17 students would. be needed in each class in order to meet the cost of the program. Some of our first classes had 35 to 40 stu dents. At present-we are attempting to limit the class size to 25 students. A projector and screen were borrowed for a while until the Anderson Noon Lions Club bought a new projector for` the Traffic Safety Program. iv Newspaper articles were written and -ra dio news coverage was given to the new project. My desire to have a Traffic' Safety Program as -part of my court became a reality. In establishing administrative control over the program, I had a printed form prepared" which stated the person's name arid age; court case number.; the dates, time, and place of class meetings;" the notice of the $5 registration -fee; and the time for the traffic violator to appear back in court. The' form was so drafted that it became a signed court order requiring their. attendance and 16 B Industrial Safety. Subject Sessions completion of the Defensive Driving Course. . indicate the following by age groups for The original copy was given to the traffic this year. violator, and two .copies were retained by the court for control and record keeping. Age Male Female Total The class instructors prepared and returned 16 20 5- 25 to the court a list of students attending 17-19 117 22 . 139 each class, information on overall atten 20-25 140 34 174 dance, class attitude, and quiz scores. . "26-40 . 101 35 136 The court clerk .was asked to prepare 41-60 64 25 " 89 class lists. These were used to check the 60 and Older 7 1 8 traffic violators; returning to the court to exhibit their DDC cards upon completion of the classes; Normally, a week intervenes between the-last day of classes and the date set as a deadline for showing, cards at the clerk's office. | The above figures only reflect the num ber of each age group assigned to traffic classes. Until such- time as' we obtain more coverage in our classes we will be unable to draw any final conclusions from them. I have established a policy of giving opening remarks, at each court session. Among these remarks are facts.regarding a safety program and the use of DDC. Each person is advised on the requirements as to class attendance. They are also advised as to their constitutional rights regarding . The DDC program in the Anderson area has received many compliments. Some of the most common remarks are, "I think it is a good program"I learned things that I never thought about before;" "It has a lot of good points iri it;" and; "I think it is a wonderful' program; everyone should their. particular case. In the past I was go.": ' .... having some difficulty in regard to violators In . one instance a truck driver of 20 appearing in court who worked evening years experience stated that the course was hours. I am happy to say that we have now a good refresher to him. Of course, like completed our first day class of 21 students, any other project, we have a few persons established for the evening and night work who resent being ordered to traffic; school, ers. The class meets from 9:00 am to 1:00 and just plain-don't go. In these cases we pm ' for two sessions which are held' on issue notice 'for .them to appear in court.- Tuesday and Thursday, once each month. I "inquire as (o'why they did" not" attend With the addition of this day class, we are classes and in some cases have taken their presently holding four classes per month. driver's license for six months or more on In reviewing our program I find, that 808 a suspension; On still other occasions, I traffic violators attended'DDC in 1968. Of warned them and Ordered them back to the these, 648. (80.2 per cent) were males and school again. I am pleased to say that none 160 (19.8 per cent) were females. The rec of these persons failed to attend the classes ords through September 30, 1969, show a for the second time. Needless to say, I ani total of' 571 persons attending class. this very pleased with our program and recom year--449 (78.6 per cent) were males; 122 mend it highly to those who are looking (21.4 per cent) were females. Our records for a fine traffic safety program. 17 1969 National Safety Congress THE DEFENSIVE DRIVING COURSE IN AN INDUSTRIAL SAFETY PROGRAM . By R. C. BAKER Supervisor of Safety and Health Physics. Paducah Gaseous Diffusion Plant. Operated by Union Carbide Corp^ Nuclear Division, for the Atomic Energy Commission, Paducah, Ky. The' Defensive Driving Course was pre ents.. As letters and certificates flowed slowly sented to approximately 1,150 employees of between Paducah and Chicago indicating t the Paducah Gaseous Diffusion Plant as a advancement from Candidate Instructor to part of our plant safety program; Several Instructor, to Candidate Instructor Trainer, Questions arise over this presentation: Did he taught, and trained 10 additional instruc- the DDC belong in an industrial safety pro - tors.' A classroom^was set up and used al gram? How was it implemented? What did most continuously from the middle of, Feb it cost? Can the cost be justified? What' ef ruary to the middle of April Each instate-, fects did the DDC have on company (gov tor used.the same edition of the instructor's ernment in this case) 'vehicular accident manual, the same visual aids, the same set rate; on employee personal driving accident of film; but each class was different because rate; on the effectiveness of the plant safety of the unique personality of the instructor program; on employee morale? "Will DDC and the employee group. Automatic Data 'have lasting effects? To answer the first Processing equipment was used for schedul question- about whether the DDC, is ap ing and recording attendance. propriately a part of the plant safety pro gram, we have to -find answers for the other questions. Although our on the job vehicular accident rate was not high and. accident costs ran less than $1,000 per year, our off the job rate was high with resulting lost time injuries expensive in terms of`employee benefit pay-. ments. Three men were killed in one acci dent in- 1968.' Plant management accepted . "Defensive Driving" as the topic of our first plantwide safety program of 1969.1 am sure that the superintendents did not realize when they approved the topic that it would lead to:. the large program that eventually evolved. How was the program implemented? A committee representing each, plant, division obtained National Safety Council's material ', on the DDC. After becoming convinced that the NSC course was more effective than providing a film and safety meeting type discussions,-the committee sold management on DDC despite the obvious high cost in , employee hours. There being no local in. structor trainer, our safety engineer was sent , to the NSC Instructor Training School. Our safety engineer came back from Chi cago loaded with enthusiasm, instructional techniques, and a bag of flat jokes. He What did it' cost? Plenty! The materials for the. course may seem a little high priced, but these costs (approximately $800) were small compared to job time. Qver 9,000 cm-, ployee hours were spent in classroom and travel' time.- . Can the cost be justified? If all on the job . vehicular accidents. are prevented by the DDC,--it will take us 35 years to pay for the course through savings on repair costs. We do not expect all accidents to cease and they have not .However, if half our off the job accidents are prevented through the . presentation, of the DDC and through follow up campaigns using DDC techniques, the cost of the course will be recovered in a few years by a reduction- in fringe benefit' costs, and a life or two may be saved. Other justifications concern employee safety per formance and .labor relations. Many`of the aproaches, techniques, and attitude adjust ments taught In the DDC are adaptable to industrial safety. We are using some, par ticularly in training new employees to recog nize hazards, understand the defense, and to act in time to prevent accidents. Almost all accidents are considered preventable, and em ployees are expected to work safely in spite of adverse conditions or actions of others. taught a course to our Health and Safety What are the results? What effect did personnel and then tackled the- superintend-' the DDC have? Our on the job driving is 18 Industrial Safety Subject Sessions not extensive enough to be statistically sig nificant So far this year we have had three fender-benders with a total repair cost of $200, a little under half our usual , rate. Off the job disabling injuries are generally lower this year and only three have been due to vehicular crashes. The effect on the plant safety program has been noticeably bene ficial. Our safety engineer became better known in all areas of the plant Employees stop him as he goes through -the. shops and process buildings to relate to him some incident of how Defensive-Driving prevented an accident or, now that they know him better, to report some unsafe condition or practice they" observed. 'I can say with .no reserva tions that the DDC provided a shot-in-thearm, a revitalization, of plant safety aware ness.'To. date, we have accumulated 425 days, 2J/t million manhours, without a dis abling injury. ' The DDC improved employee morale. With inflation depressing buying power and other worries, employees were glad to re ceive this obviously costly and worthwhile benefit It was a management initiated action taken dearly -for the welfare, of the em ployees. At their suggestion it was taught at night to family members in three classes, and additional classes are being organized. Will the DDC have lasting effects? We shall try to make the effects lasting through follow up safety meetings, bulletins, posters, and articles in the plant newspaper relating favorable anplcyee experiences. DDG can justifiably be presented as a part of a plant safety program. Local conditions may very well be the determining factor. In any event,, adequate planning is necessary for elimination of wasted time and the bene fits of the presentation of the course should be fully exploited. , INDUSTRY,. BE THE LEADER -- FIGHT TRAFFIC BUGS WITH DDC By DAVID H. MIKKELSON ` Safety Dir., .Consolidated Dairy Products Cot,' Seattle, Wash. The merits of defensive driver training are being, debated. No one can debate the merits of the Defensive Driving Course. American industry should be-the leader in the fight to reduce the human and property losses due to traffic accidents. The Defensive Driving Course has had a successful start, and in many segments of our. society the acceptance has been phe nomenal. However* industry has not done . enough. American industry represents millions of employees and is well organized on a local and' national basis. American industry be lieves in and has worked hard at both' "on" and "off" the job safety for many years. It 'seems natural that they should be a leader in promoting the DDC for their em ployees , and their families. This is espe cially true of the transportation industry as represented by - bus, motor- truck and taricab companies. After all,- defensive driving comes from these companies, and they have so much to give and so much to gain. They' are recognized as the leaders in safe and defensive driving. They should set the pace. If this is so, why don't they? There are apparently many reasons. The main ones seem to be: our people -don't need the training; we're too busy for an right-hour course during or after working hours; it costs too much; union- resistance unless employees are paid; no instructors or class room facilities; classes difficult' to conduct due 'to irregular work schedules, line haul drivers, etc. What about these and other reasons? I say they are only excuses. In my twenty-five years in the transporta tion and safety field I have been exposed to most of the safety things and ideas that have come along. They've- all been tried and many are good, necessary and useful A few years ago, we felt we had- run the gauntlet of the five minute talks, the award programs, the movie . films, the 10-year 19 1969 National Safety Congress watch, the posters, etc. People tired of lis started in the fall of 1966 and we finished tening to. the same old things. We needed in June,. 1967. The company paid the cost a new approach. Then we heard of DDC. of the program. Here are the results: 92 I was skeptical, as my responsibility, was per cent of our. professional drivers took for professional drivers, and they said DDC the course; 70 per cent of our. other em was for, the private drivers. I took a look ployees took the course; 70 per cent of the and then enrolled in the instructor's course. employees brought someone from their' I was convinced. Next was management 1 family. Since 1967 we have continued to nin Our company had a good traffic safety classes for. new employees and at new record so I couldn't sell it as a remedy for. branches acquired by mergers. a. bad situation, but as something to enable The acceptance of DDC by these people us to maintain a good record. Management was beyond my highest hopes. Here are asked these Questions: eight hours is. a long some examples: time--can'the course be condensed? Is the 1. One employee traveled, on his own, course any good? Will the drivers attend 200 miles to make up a session. voluntarily? Will the unions allow us to require attendance without pay? What will, it cost? Who will teach the course? Will we give the course to all employees? How about their families? As Safety Director I had to answer these questions, and here is the, story. 2. At one branch (20 employees) we held the' classes on four consecutive nights-- two employees traveled 100 miles round trip each night We graduated 100 per cent. 3. One of our veteran professional drivers took the course at the Eagles Club prior to our conducting the course He said he I told' them the course couldn't' be con and his wife attended and paid $4 each for densed and shouldn't be. To determine the training.. He told me it was the best whether it was any good and whether peo $8 he ever invested, and.if we had a driver ple would attend without pay, we had a who'was reluctant to take the course to meeting with, the union. With their con let him know and he would help us ``sell" currence we ran a pilot class with 25 men. the course. -Half were pro-drivers and half were super visors or management people from three different companies; At the end'an anony mous questionnaire said unanimously that everyone should take the course.- 4. One driver of 20 years experience and no accidents' said, `.`I thought I knew all about driving but this is a real eye opener." Later he said "We should have a refresher course-every six months." We decided -to go ahead, and the union 5. Some employees have taken the. course agreed we could run the course after hours a' second time aind others are planning to without pay, but we could not require any this year. one to attend. It then became a selling job. Management gave us the go ahead, and our president wrote two letters--one for depart- ment heads, managers and supervisors, and 6. The majority of our- people went .out of their way to praise the course, for its contents as-well as the. way. it is organized. one to all employees and -their families-- I know the DDC is a good program and telling them about'the course and-inviting the best thing that has come along in traffic them to attend. We prepared other material safety in the last generation. I know this for distribution to . supervisors and em because I have been on. the firing line for ployees.. The selling program was underway. 40 classes and 1,200 people. I've had the We have 1,200 employees of whom 600 are professional drivers. These employees are located in three states and 20 plants. Our largest plant; has over 200 employees and our smallest less than 20. We sent 18 selected employees to the instructor's course, and about half of them proved to be very competent teachers. These instructors feed back, and there is no question that all drivers in this country and in the world should take DDC--they will enjoy the course and benefit from its lessons; People who attend think it is great I have never had a disinterested person in all my classes. It can and will be improved but it is a quality product now. taught our Seattle classes, while I handled In our case there was an extra bonus the- classes in 'other towns. First classes. received , by conducting this course for our 20 Industrial Safely Subject Sessions employees and-. their families. This bonus Manufacturers, American Trucking Asso was in the field of-employer/employee rela ciation, and American Transit Association; tions. Our. president received many, letters American industry and labor union leaders; from employees and members of their fam church leaders; PTA members; members ilies expressing their .gratitude'.to the com-: of service organizations such as Kiwanis, pany for making this training available. It Rotary, community clubs, granges and fra brings the company closer to its employees. ternal organizations such- as. Elks, Eagles, Now, let's- get back-to industry! I sug gest every industry take a good look at Masons; and last but not least, Insurance Company members. the DDC as a means of improving the All of these organizations and individuals traffic safety picture in this country, as a claim they are for traffic safety. We be means of protecting the welfare of their lieve the best way to improve, our traffic^ employees, and -as . a means of improving safety picture is to teach everyone' Defen relationships between industry and. the em sive Driving. If - all of these people took ployees. Let's start thinking of ways that the course themselves and the American tills can .be done -and forget about all the. public knew it,'it is my belief we would excuses as to why it can't be done. Where then only have one problem, that would be do we start? Where else but! at the top? getting enough instructors and classrooms to handle those seeking the traihing.' At tliis point I am going to leave in dustry and direct my comments to the entire American establishment There are many -people and, many organizations re sponsible for traffic safety and many'people and many organizations who claim they are working on the problem and taking credit for the improvements. Traffic safety in my judgment is a "driver problem." I have no quarrel with those who want to make high- . ways and vehicles safer, but that is not getting at the root of the problem. Every one`believes in traffic safety for the other guy. It is my contention that people' will not take- driver training' unless they are' led -into, it by the recognized leaders in our total society. . Many people, when told about the DDC,' say, "It sounds great, everyone should take it." When you-say "How about you?" they say, "I don't. need it," or "I haven't had an accident for 20 years," or "I'm too busy." I say people are hypocrites who claim they are for traffic safety or inter ested in the wel/are of people, if they don't take the DDC course. None of us arc asgood_ a driver as we think we arc, and we can always acquire more knowledge and skill. If we are. good drivers our associate's, our friends, and our families know it. We owe it- to them to set an example by taking this training and thus lead . people into doing the same thing. People have a peculiar conceit, about their What is the answer? The President .of driving ability. Everyone thinks they arc a the United' States and. the members of his good driver. Have you ever hea'rd anyone, Cabinet should take the DDC, and the fact say "My driving is sloppy,, and I need some they take it should be publicized. All -mem more training" ? Yet, driving- is a skill that bers of Congress and members of the state is improved by practice, training, experi legislatures should take the course, and it ence, and by 'attitude. People with top -skills should be publicized. The governors of' continue to practice. For example, a pro every state should take the course. The fessional bowler' of a professional golfer President and Board of Trustees _ of the will practice for hours,. even though he National Safety Council along with all is at the top of hi$ game. Why don't drivers local safety councils should take the course, practice too? and the fact they took 'the course should be publicized. The same thing is true of 'the -chiefs of -police, highway patrols, and other law enforcement officials. The same applies to mayors and city councilmen; newspaper editors and staffs; radio and I challenge American industry, the laborunions, and all others to perform a real service for their people: take the Defensive Driving Course. You and your, organization will benefit along with the American people.. TV station managements; chamber of Defensive driving means driving like you commerce officials; offifcers of trade asso- do when you suddenly realize your license' ciations such as National Association of has expired ; driving like everyone else on 1969 Notional Safely Congress ' the road is crazy; driving like you want your kids to; driving like you would if your name, address, and phone number were printed' on all four- sides of your car; driving all other cars on the street; driving like you do when there is a picture- of a highway patrol car in your rear view mirror, This is the age of everyone doing their thing. Our thing should be Defensive Driving. American industry, front and center 1 DDC AS A SAFETY PROGRAM FOR INDUSTRY By R. N. GRAY Din, Technical Services Education, National Cash Register Co., Dayton, Ohio . National Cash Register is a worldwide Each year,-direct costs to the company organization dealing in . the manufacture, exceed half-a-million dollars. These include sales, and service of EDP equipment, ac claims settled, property damage to company counting machines, cash registers, adding cars,. company cars totally destroyed, and machines, and business forms and supplies. driver-passenger injuries. In addition, in In more than twenty-four years with NCR, direct annual costs are estimated at sub I have' been exclusively associated with the. stantially more than that amount. These service portion of the business! The last indirect costs, cannot all be gauged by. mere ten years have been devoted to the educa computations. They include the expense of tion and training of our technical represent-. filling out Claim reports,, going to court, atives, who now number more than 10,000 lost time by supervisors, loss of good will in the U. S.'and Canada. . to the .company, and many others. Following In the U. S. and Canada NCR maintains over 500 points of service for its products.. These points range from large operations such as in Chicago to - the resident' man living in his territory using his home, a truck, and .a telephone answering service - to conduct his servicing operation. Available .to this large 'group of technical representa tives is a fleet of 5,600 vehicles. In the main, it is' comprised' of station- wagens and. sedan' delivery trucks, with a smaller number of heavy duty units mainly used in the larger cities. an accident, there" are-reports to the police traffic, division to .give more detailed ac-, count of the case and reports to the state, as required by the financial responsibility law. Reports, analysis, and cost estimates. have to be drawn up.- In the meantime, the insurance adjuster arranges for repair of the car, tying it up for several days. And, because ho other car is available for tern-' porary assignment, employees are ' pinned down, to the office, driven to and from work by friends, or the company pays for ' a rented car--more expense. Naturally, with a fleet of. this magnitude, the accident rate becomes of.jSrime interest both to our corporation and the company handling our vehicle insurance. In a typ ical year'of NCR fleet operations, we have between 300 and 600 moving crashes, and hundreds more . damaged company cars, including those hit while parked, Prior to July of last year, although we were aware of the. costs of accidents to our company, we hadn't really done very, much about the accident situation except to. re view the claim data which was available from our insurance department. We found that during a three-year period, from Jan uary 1965 through February 1968, we had over 1,550 drivers involved in .1,700 acci Nearly a hundred of our employees are dents. This represented an insurance loss injured in these crashes, many seriously. to us of over $745,000. More importantly, At least a hundred others--family members 161 of these drivers were involved in two or friends, pedestrians, or people in the or more accidents each. Of drivers involved other car--are also hurt. Most tragic of all, in two or more accidents each, 141 drivers some of our fellow employees lose their had two accidents each; or a total of 282 lives. accidents that cost us nearly $200,000. Sev 22 .Industrial Safety Subject Sessions enteen drivers .were involved in three acci The reason for telling you about some dents each during this period, and these 51 of these serious accidents here is to point accident's had a loss to us of nearly $13,000.. out that eventually, through our use of the The ' situation worsened when we found Defensive Driving Course, we did find a that three of our drivers had four accidents method of instructing, training, and attack each, costing our company $3,200. In other ing such accident types as rear-end collisions words, the 161 accident repeaters were in- . and intersection collisions.. ' volved in a total- of 345 accident claims, Believing that any situation can be im having an incurred cost of $214,000. proved, it was decided in 1968 that, work From this, we had a . good start as to' who'was involved in accidents. It was then a question as to'how to attack the problem, and we looked further in our own claim records to find out what types of accidents ing with the National* Safety Council through our insuring agency, we would aggressively pursue the education of our technical representatives in Defensive Driving. were occurring. We found from among the more seriou? accidents involving our com pany vehicle drivers, the following typical examples. Twelve centers are involved. Nine of these are small three room regional centers where new hires are given basic training. Three, are major centers-located in Hartford, Con- One case involved a service man who was operating a station wagon in clear weather on dry pavement As he neared an inter section within the speed limit (50 mph), the car in front of him (approximately 175 feet ahead) stopped. Our driver stated he necticult; Denver, Colorado; and D'aytoii, Ohio. Dayton- is our largest and newest center. It is a campus type complete with 100 classrooms, cafeteria, dormitories, etc. Denver involves forty classrooms and Hart ford twenty-eight. skidded from 85 to 100 feet and struck the Our instruction staff numbers one-hundred' car in the rear. The car contained. a pas and eighty-six. These are highly qualified, senger and the driver who, at' the time, highly trained' full-time instructors. The did not appear to be hurt The passenger original cadre of instructors in each school suffered slightly from nose bleed.- The state ' chosen to teach DDC were trained by. a patrolman who. investigated issued a-citation cooperating agency of the National- Safety to our driver. Later on that nose bleed, Council. Since .that time, a total . of 58 produced a claim in excess of $3,000 and, instructors have been qualified. uniortunately, involved' one of those acci dent repeaters we mentioned earlier. . The -theme .of our program was and is "A Defensive Driver Is a-Safe Driver." Ex Another employee was operating a passen tensive use is made of all the National ger car at about 5:30 pm when he struck Safety Council training' aids and materials. a car in the rear at an intersection. Again, The entire program has been received with the weather was clear. This time, the driver enthusiasm by the student body and in stated he didn't see this vehicle until he structors. Many favorable comments have was about 20 feet away from it The police been made by our staff in regard to the issued him a traffic ticket There was only DDC' manual and work book. These are , one person in the other car. The claim -on so' well prepared that the lack of a full this one also ran into thousands of dollars.' time instructor -should be no drawback to Another service man thought the light starting, the program. . had just changed "green" for him and ' Many of our instructors were worried proceeded on through the intersection. The prior to becoming involved in the course next thing he recalled was striking the front about their Jack of knowledge of. the driving end of another vehicle. Of course,: the laws in the many states. This-turned out to driver of the other vehicle thought the light be no problem, since DDC is mainly the had just changed for him.. There were three practical application of common sense driv people in the other car; one was injured. ing techniques presented in a simple inanner. The accident occurred again during daylight DDC borrows from the driving knowledge, at 5:10 pm and I won't even mention the skills, and experience of people who have cost of this catastrophe. spent years in motor fleet safety. 23 ' 1969 National Safety Congress Our Regional Education Centers train and are still training at the rate of 235 per approximately 900 new employees per year. ' month. ' Their basic course covers a twelve week As has been previously, stated,- the acci span. During this time, they are .given the dent costs to NCR, both direct and indirect, Defensive Driving Course. The manner in arc very substantial. Even, though the costs which it is presented varies, but falls into involved in presenting DDC to over 4,000 two categories. In some centers it is given . people arc not inconsiderable, we would in a single 'eight-hour period--in others, . much rather budget the costs of the pro one a day until covered. We have made gram as part of our on-going training and no hard and fast rules, allowing each loca education expense than spend a much larger tion to adapt in the best way for their, amount in claims payments. I would suggest needs. that even without a fleet the prevention of We have, however, made some adapta tions which are. still part of the program: 1. Because of local driving situations in a particular school area, for example in Denver, we take , special effort to discuss winter driving problems in the mountains with students- from Southern and South western areas. lost- time at work brought about by em ployees safely' driving to and. from work' might still make it a good investment, To measure the improvement in our fleet would be most difficult at this early date. Our. statisticians say that three to four years. must pass. However, using the year 1962 as a. base, a sliarp increase in losses paid by our insurer was noted and, as a 2. We also established at the outset the matter of fact, the cost increased in '1968 "timed interval" concept, o'f following dis-. to a high of 71 per cent over the 1962 base. tances and have found this application to It appears that the first seven months (of be very useful in overcoming the rear-end . 1969, .projected to the end of the year, indi accident. We were very happy.to be one of cate our losses will have dropped to an the first large organizations to. adopt this amount of eight per' cent over the 1962 method into our program. We note with, base! During this same period there was a some-interest that the timed interval sys 30 per cent increase in the number of-ve tem has become a part of the revised man hicular units. We believe that part of this- ual and course. loss improvement is directly caused by DDC. Our DDC training started in July 1968. Some 550 trainees from throughout the country who were taking courses in the Dayton School were the pilot group. Since that time; we. have trained a total of 4.357 -.The majority of '.the improvement, we know, is directly related to our manage ment's interest in safe driving and strong backing of the DDC program. Without this ' backing no program can exist or be effective. Industrial Safety Subject Sessions USES OF DDC AS A TRAINING PROGRAM FOR EMPLOYEES By HAROLD B. WEEKS Defensive Driving Consultant, Hartford Insurance Group, Hartford, Conn. The Defensive Driving Program for the Hartford is mandatory for our 2,500 oper ators of company-owned vehicles and vol untary for our 13,000 employees. I- say voluntary, but our regional managers .are "Skills Inventory Record'' which is fed into our data processing system. We have several excellent women instructors who are able to show that they are suited- for better jobs than they are how "doing. competing, for 100' per cent participation by their - employees. To date, five, have obtained that, and' fifteen have trained over 80 per cent of their licensed employees. All of our loss prevention men are eventually trained- in- conference leading. We use this type of .instruction with them and. with our insureds. What better training, We recognize the value of this driver- and practice is there than having them' training because we own and insure our participate in the Defensive Driving Course own fleet. A -recently completed survey Program? We feel so strongly about thisdid show that those who have completed that in our - administrative advancement the course have had better accident expe training program for engineering super riences. We hoped that by presenting this visors we have included the requirementcourse to all employees we would cut down " that a person must have' qualified as a on absenteeism caused by automobile acci Defensive Driving Instructor. dents. We do not have' actual figures; but' we believe that the program is doing this. In -building up our instructor staff, we found that there was an-added advantage to this course. By becoming instructors, conducting classes, and using tiic prepared material, our.: people were becoming con fident in their ability as. public speakers. They were becoming more efficient in set ting up this type of meeting and were better prepared, to handle discussion groups on any subject. Department heads, are nowasking that we accept as instructors those people they are trying.to advance in' their departments. I am involved in training our people as conference leaders and as Defensive Driv ing. instructors. These two things comple ment each other very well. A good con ference leader can quickly become a quali fied, certified Defensive Driving Instructor and, particularly with our crash - program in. 1968, a - Defensive Driving Instructor gets plenty of practice to. enable him to become a good conference. leader. . I am constantly amazed with the similarity be-, tween the methods used in the Defensive Driving Course Program and our own training program. That shows that they are both good solid programs. We have a career development program where young m'en are trained in the home office and then sent out to , regional offices to make a career in the insurance industry. We found that by training them as instruc tors they would perfo'rm .an important func tion upon joining, a regional office, and it We believe, ' with many experts, that the best method of instruction for adults in industry is the conference method; If pre sented properly, the Defensive Driving Course Program. is just that Some of our best sessions have been put on by good conference men who can get the class in is a quick method to get to know the per volved and, thru leading questions; get them sonnel of a strange office and get to be to come out with the right, answers. Con known by them. versely; we've had to retire some instructors We have a manpower development pro gram where each person, upon being hired, has a chance to compete with every other employee in the company. We are working who killed the sessions by asking the ques tions in the script and- then giving the answers themselves, thus turning it into a deadly lecture series. to have the skill of being a Defensive We start- out by telling our men how Driving Course instructor added to. our- to get ready to train. We first have to 1969 National Safety Congress have a training time table; telling the learn er what he haa to Ieam and do and by when. This is spelled out pretty, thoroughly at the start of every one of the' eight Defensive Driving Course sessions. We state that the instructor has to have a Training Breakdown listing all the- impor tant steps and the key . points. This is done for them in the Instructor's Manual. A good trainer has'to have everything ready--have all of his essential - materials and a place for everything. And, lastly, we have to arrange the work place--house keeping, ash trays, just the way the trainer should - keep it This is pretty .well spelled out if the instructor trainer has done a good job. Let's see how our Defensive Driving Course Program agrees with the four recognizedsteps in training. First, prepare the employee. Put him at ease: we have each participant stand up and introduce himself and the depart ment he works in. This lets him know how his. voice sounds in that particular room and he is more likely to join in the discussion later. We . start- with what he already knows (or at least what he should know) and we get him interested in learn ing by telling how the-course will benefit him. Second,- present the task. We present the task by telling, showing, and illustrating, one- step at a time. In the Defensive Driv ing Course Program the script and visual aids certainly do this. We stress each kqfc point; that is why some points are rep peated throughout the script We give only what the learner can master or digest at one time. This is why it's - desirable to spread the eight sessions out over a period of time. The third step in a good training program' is Try-Out Let the learner try it out--tell him to practice the things that are brought out in class. Make , sure he understands -- have him present problems he encounters in trying out new techniques. Correct his errors ' and encourage .him. This is what a good instructor must learn to do. The .fourth and last step is follow up. Put the learner on his own, tell him where to go for hdp, check up on him often at first and then taper.'off the extra coaching. Up to now, this step has been difficult with our . Defensive Driving Course students, but our new program of follow up. should show some results in-the future. These , are the four steps in training. If the learner hasn't learned, the instructor hasn't trained. If we don't stick by estab lished. rules and stay with the Defensive Driving Course Instructor's ' Manual, we won't be doing the best job we can. We- believe- that the Defensive Driving Course Program is a good program and can be Used as a guide and asset to any kind of a training program. r- 26 . '........... Industrial Safety Subject Sessions DISCOVER YOUR MEMBERSHIP Moderator: Richard F. Reimer, Mgr., Mem- tools to aid in your accident reduction pro-. - bership Dept, National Safety Council. grams. We had a session last year on value of Can we really fell that membership in the membership and it was handled by Council Council helpst Yesl See comparison in Accir staff , personnel. This year we are fortunate, dent Facts showing frequency rates of N.S.C. in having volunteers from the ranks of our members vs. non-members. Membership ad membership to assist us. "Nothing succeeds vantages could fill a session itself, but briefly, like success" and the actual users of services they help-- can best relate their own experiences. --Keep current on advances. The subjects to be covered this morning --Management appreciates reduction of ac are divided into four sessions: Membership; cident costs. Accident costs to pur Na Training; Awards .& Contests; and Motor tion. were over 2}4 billion in 1968. Fleet --Earn awards--help motivate safety atti "Speak". Up For Safety" is the theme of tudes. this year's Congress. You can be sure we --Compare records with others.' are following this suggestion. There are no less than 14 people on the program today. First, let me introduce the staff participants: --Membership increases your staff--450 N.S.C. employees plus Staff Representative to answer techni . Leh Smithr-Mgr. of Training Dept cal problems and assist in your pro Mike Flaherty--Ass't Mgr. of Motor grams. Transp. Dept Sidney Smith--Ass't Mgr. of Statistics Dept Membership Consultant--your friend and aid at Council Headquarters;' There is a' consultant assigned to your Introduction of the guest speakers will be ' account If you- have not already done made as we go along. Each speaker has so) meet "and visit your contact at the utilized the Council services in his or her Council Exhibit organization and can tell us about their Now, I'd like to introduce our first speaker. operation. Don Espinosa is Safety Director for Rhein-' Why Natibnal Safety Council Member gold Breweries? Don left the midwest divi ship? Singly we can help you prevent acci sion of Pepsi Cola to take the directorship dents.. You've heard statistics this week, but of safety for this large eastern company. He there is one that "says it like it is." In the has served on Council committees (including 60's, over one million lives have been lost membership)' for some years. Don will ex due to accidents. It's our job at the Council plain briefly how he is putting N.S.C. mem to gather information and prepare useful bership to good use at Rheingold. % -.. 27 ' 'MM* '.' 19(59 National Safety Congress WHY NATIONAL SAFETY COUNCIL MEMBERSHIP? By DONALD P. ESPINOSA ; Director of Safety, Rheingold Breweries, Inc.,. Brooklyn, N.Y. So who needs the Cbuncil? My insurance or ASSE chapter that has the wealth of carrier provides ,me with posters and safety information at its disposal as does pamphlets and inspects my plants;, besides, the Council. A few months ago, to.give you- my company . regards membership in ' the an example, I had inquired on the subject Council as a charitable (Contribution, and our of automotive' battery explosions after hav- charity budget for the year is exhausted. ing had one in my present fleet. Not only This is a sampling of the kind, of reason ing I was exposed to while serving as Membership Chairman, for the Food. & Bev erage Section, from companies that I soli cited for membership. In spite of my lengthy letters of explanation, along with the Coun cil's membership propaganda I had sent did I receive a sizeable bundle .of informa- . tion' in response to my first request, but. there has been a steady flow of data from the Council ever.since oh that subject Where `else can you find a safety specialist in every . field under one' roof, who is at your disposal for;the cost of a phone call? them, these companies completely missed the I have attended many safety shows and point of Council membership. expositions, and I have yet to find one that I consider; myself fortunate'that I have been closely associated with the Council since the first day of my safety career. I was doubly fortunate in that my personal counselor during these early days, was the late Glen Griffin, who for 25 years was can equal the Congress. The only other type of nfeetings that-1 have found to be of value have been-those that deal with specific safety subjects, such as the Annual ASSE Professional Conference, fleet seminars, and special subject industrial seminars. training director for the National Safety If any one asks me how to get their com Council. In fact, my first official act as a . pany's Safety Program' going and get their safety director was to attend a National newly appointed safety man started in his Safety Congress. Within a month of my apr ' professional career, my answer is always the pointment, . I attended the.. fundamentals same: join the National Safety Council, course at the Safety Training Institute. I send your man to the Training Institute have since attended nearly every course the and take advantage of all that the Council institute offers and have found the knowl has to offer. I found,. while serving as edge I obtained through these courses essen .'Membership Chairman, that the biggest rea tial to my performance.. For these reasons, son for companies dropping out of the I am quite obviously prejudiced in f^vor Council was that they were not properly u of membership in the Council and I regard utilizing the Council's services.. it as a "must" for the Safety professional. I have saved the best for last: In addition Once I had cut my teeth on industrial to the advantages I have just described, die safety, I soon found myself with a new greatest benefit of Council membership, in employer and responsible for a truck fleet my opinion, is that it serves as a vehicle to ' of over 800. vehicles, an area to which until bring together safety professionals from'all then I. had never been exposed. Again, the areas of safety so they can exchange ideas Council came to 'the rescue, and with-the face to -face. I have often come away from help of their Commercial .Vehicle Section, I a Congress or other Council sponsored activ- , was able to put together an effective fleet ity,.having learned as much from informal safety program. Their help has been con- , discussions with fellow safety men, as I tinuous in both my industrial and fleet safety did from the formal sessions. endeavors and they haven't let me down yet. As far as I am concerned, the safety While a few insurance companies provide professional whose company does not belong excellent safety services, I don't know of to the Council and take advantage of all any insurance company, local safety council that it has to offer is simply "not with it." .; i . 28 If . _.'4 Industrial Safety Subject Sessions SUPERVISORY TRAINING MATERIALS By FRANKLIN G. PATER ... x Mgr., Safety and Loss Prevention, TraHmobfle Div., Pullman, Inc., Chicago, I1L What is available from -National Safety Council? Five minute.safety talks The Industrial Supervisor Data SheetsSupervisors Safety Manual How to make a safety speech . Film Series Do your foremen .know what is available? How can you show your foremen man agement's interest? Materials for self improvement Five minute safety talks and talk topics: I keep a library and when ' I see an injury trend in a department, the foreman and I review these and select a few for his use. The Industrial Supervisor. As a change of pace this magazine is sometimes sent to the home; when appropri ate it is sent to the wife.* .Send them all to the plant manager for distribution. Accompany them with a letter from me highlighting specific articles in an issue and asking for a reply. Data Sheets: Used to supply technical in formation for specific department of process ing problems. I use them for supervisory and engineering personnel. ' "Supervisors Safety Manual": Each foreman at all plants has a copy of this manual. It was presented to him as a text and the subjects were. dis cussed in formal classroom sessions. . ' "How. to Make a Safety Speech": How many foremen know how to pre- ,'pare for a speech--formal or informal? Keep a supply of these on hand, and if necessary, hold practice .sessions wjth them. Film Series: These films are.never used by themselves but as part of a meeting. They are .used to train new foremen, used as re freshers, and used in particular instances. SAFETY TRAINING INSTITUTE COURSES By EDWARD N. DECK Consultant, Safety and Riant Protection, General Electric Co., New York, N.Y. * When we hir.e a safety- professional, we his contacts and associations - with' other attempt. to engage an individual who has students. Thus, he has a better grasp of received some formal-safety training. When the- whole accident prevention picture and he reports to us, we allow him ample in- jan appreciation of its importance in con 'docrinatiori time to become familiar with trolling losses. This particular curriculum is our operations and procedures before we invaluable for training employees who. are gpve him further training in safety. After promoted from within. he has been with us four -to six months, .When a man completes the fundamentals 'we schedule him for the fundamentals course, we try and schedule. him for one . course at the National Safety Council head of the condensed' courses within the next quarters in Chicago, a one week course twelve months. This will depend to some which gives him a good' solid foundation degree upon the person, his work, and the in the basics of accident prevention. He plant location. If the person is involved not only - learns from the formal instruc with traihing, directly orindirectly, we tion; he also'learns how accident preven enroll him in the course "Safety Training tion is carried out in'other industries from Methods." Here he will learn sound train 29 1969 Notional Safety Congress ing procedures for. training supervisors and ' employees and liow JSA and JIT fit into' the accident prevention picture. Following this course, and again within the next twelve months, if not earlier, we may send this same individual to the "Man agement Techniques" course, where he will learn about, communications, conference leading, and other tools of management Thus, we try within a period of about two to three yearn to train all of our safety, professionals through courses offered by the Council. If additional training' is required, particularly where we encounter processes where noise is a problem, we may addition ally send them to the ConndTs course on noise. The same is true in the area of in dustrial hygiene, both for back-up and where the employee shows a desire for farther education. . We have found training of tins type a better situation than trying to develop our o\s4i safety training program within the company. It exposes our. men to the latest trends in accident-prevention and also helps them to devdop sources of help over and beyond those the company offers. HOME STUDY COURSES ByT. T. PINDER Director of Safety, Utah Copper Div., Kennecott Copper Corp., Salt Lake City, Utah Effective safety supervision can be learned part to the additional safety training ob quickly and inexpensively right in the com tained from the home study coarse. fort and quiet .of a supervisor's'own. home. The Utah Technical College is now malt The method: National Safety Council's home ing further use of this coarse for safety study course. Advantages: (1). the super development of supervisors. Supervisors and visor studies on his own' time; (2) the othef interested persons .attend' two sessions supervisor learns at his own rate; and (3) per week for twelve weeks. the supervisor 'receives personal attention from his instructor. Safety and the Foreman Know Your Accident Problems In 1962, after thorough review of many courses, Kennecott Copper Corporation's Utah* Copper Division decided to enroll a number of supervisors in the supervisors' home study course; "Supervising for Safe ty," and 134 supervisors were enrolled, with The Human Element 'Maintaining Interest in Safety. Instructing for Safety Health and Industrial Hygiene Personal Protective Equipment 114 completing the course in the required Departmental Housekeeping time. After evaluation, it. was felt this was Materials Handling and .Storage a very excellent program to give the super . Guarding Machines and Equipment - visor a new insight and a tool for safety Hand and Portable Power Tools improvement, so in 1963 an additional 295 supervisors were enrolled; from 1964 through 1967, 136 were enrolled; in 1968, 148 were enrolled; and this year -to date, we have enrolled 22. Since the inception of the program, we have enrolled 735 supervisors, with 550 hav ing completed. Of 46 supervisors who failed to complete the course within the required time; 35 had terminated their employment. Fire Prevention and Control Benefits to the company are: (1) informa-, turn to management on supervisors' quality; (2) a supervisor's interest in safety is in dicated by1 whether or not he completes the course; and (3) home study impresses his wife and family and helps with off-the-job safety. i It is suggested that the home study course could be made more effective by changing . We have found that the safety perform- . the sequence of the. test questions cadi quar ance of those supervisors completing the ter so individuals in the same plant can not course has-improved. This is attributed in exchange test, papers. ' 30 \ Industrial Safety Subject Sessions STATISTICS OVERVIEW By SIDNEY D. SMITH Assistant Manager, Statistics Department, National Safety Council The Council can provide Its members with valuable statistics services. Among, these are the many daily requests for all types of accident statistics, and through member par ticipation in the sectional industrial safety contests and in the Award Plan. We have several speakers with us who will tell you of their utilization of these services. The Statistics staff handles an endless va riety of'accident statistics questions. Through its own files. Council library resources and outside sources, we can usually provide an answer to most questions. If no previous statistics have been, compiled we can often provide a sound general estimate. The industrial employee safety contests are among the oldest and most popular services of the Council The Pulp and Paper Section started the first contest in 1926. Today more, than 7,000 member units participate in 26 separate contests, ranging from the chemical and food industries through hospital em ployees,' mining and marine transportation. Each contest has its own rules, but the basic principles are the same. - Contestants submit simple monthly reports on precoded punched cards, entering total employee man hours worked and disabling injuries. With increasingly sophisticated computers, the data is readily tabulated and monthly bulletins are produced showing competitive standings, based on injury frequency rates. Members compete against other units of similar op erations and size. Award recognition is re ceived by winners at the end of the contest year. . Another program is the Award Plan for Recognizing Good Industrial Safety Records. Unlike the contests, this plan is noncompeti tive. Based on statistical techniques sithilar to those used in quality control the injury frequency and severity rates of member rec ords are evaluated against their own prior performance and that of their specific in dustry classification. Units meeting high standards qualify for one of four levels of award recognition. These awards are highly coveted. ' ' Recognition is available annually and for certain interim no-disabling-injury records. More than 8,600 units were evaluated in the past year. Less than one out of twenty quali fied for the Awaird of Honor, the highest level of Council recognition. The figure would be even less, but many rants apply only,if tiny believe their records may qualify. Contests and. awards are only one tool in the total safety program, but participation is a proven technique in stimulating and sus taining interest in accident prevention, as' evidenced by the thousands of participants^ EVALUATING STATISTICS By MARIE SCOTTI Manager, Communication Services & Division Safety Coordinator, Maxwell House Div., General Foods Corn, Hoboken, N.J. We live in an age of numbers. The flash ing lights and spinning discs of computers have provided a flood of statistical facts -and fancy the extent of which is near the incomprehensible. Yet, to us as safety pro fessionals and communicators, it has meant a wealth of material to buttress our task of interpretation and persuasion. The stag gering profusion of data has also. meant new demands on our skill in handling the evaluation and editorial aspects of the topic Let's examine the negative side first-- the side of Disraeli, who said, "There are. three'kinds of lies: lies, damned lies; and statistics," and of Carlyle, who wrote, "You may prove anything with numbers." Statistics are dangerous because they are so pliable. They are not living things; they 31 -V*" 1969 National Safety Congress are only numbers that must be interpreted . neatly tabulated on a page, but as valuable by living things. Consequently^ the statistics individuals whose lives are worthy of inten may be correct;; the conclusions quite false. sive research efforts. This perception of man Or the semantics may be biased. An explana ; embodies a commitment to insure his safety tion of :a price increase to consumers, for -- a commitment that must extend beyond example, sounds a little more palatable as the pages of a book. For Accident Facts three tenths of a cent a pound rather than depends upon the wisdom of men to inter six dollars a ton, even though both figures pret the numbers. As a product of man's are correct ability and desire to communicate, Accident All we can do in this fertile field for Facts would be.-a failure if .it did not en deception is to strive to the best of our courage more men to `speak up for safety'." ability to. present statistical information as This. publication estimates the total cost validly as possible We must ask ourselves 'of accidents for United States in 1968 at a number of questions about statistical data: $22,700,000,000. The total is made up of Who says it is true? How do they know? about one-half direct or visible costs of acci Has the research been adequate? Are any dents and about one-half of other or less important figures missing? Dp the findings visible costs of accidents. make sense? Are the results worthwhile and Accidents are a direct drain on profits. significant to the reader? The cost is wholly unnecessary to the pro The primary source of statistics is one's duction of any product, including coffee. own organization or one's own efforts,. but Accidents are an evidence of inefficiency and there are a profusion of other sources: the failure on the part of someone or something, National Safety Council, U.S. government- whether it was the injured employee,' his agencies, trade associations, business 'and fellow employee; his supervisors, the manage research organizations such as Dun & Brad- ment, or the equipment manufacturer. Some street, the National Industrial Conference one or something failed. Accidents' are. Board, the United Nations, and many others. important to cost cutting and to profit de Assuming then, that your data is as valid velopment because, unlike many other costs as it can be and bias has been reduced to of doing business, they can be reduced or at an acceptable minimum and the information least prevented from climbing; and they are is worthwhile, you still face the problem of unique in this respect . "- evaluation and presentation. Take a look at your costs of doing busi Statistics are facts 'that must be used to ness, costs of product, the costs of -new sell a safety program to top management. equipment and machines,'' the costs of. labor. If they revfeal efficiency, the selling point is How many of these show any promise of that the safety program is needed to main cost reduction except as you may be able tain that efficiency. If deficiencies' are re to introduce labor-saving devices, resulting vealed, the need of a stimulated safety pro in decreased numbers of people? We know gram, to eliminate them is indicated. in our own company, and you. know' in We must keep top management informed with facts. Tangible information -- ammuni tion -- can be found in the intelligent use of .yours, that through progressive safety pro grams and safety measures they can be reduced if not entirely eliminated. .. statistics, for statistics reveal that accidents The emphasis on costs and profits as re are inefficiencies. Top management people, lated to safety is in no way intended to mini having many reports to review and digest, mize the humanitarian aspects of accident welcome statistics- that are concise and can prevention. This is still our most important be' readily studied and understood. To be consideration -- the protection of life and.., most palatable and easily digested,- these limb, the elimination of pain and human, statistics should reveal trends. suffering. Accident Facts, an annual booklet published by the National Safety Council has proved to be an invaluable reference to me. In the 1968 issue of Accident Facts we read: "For those who have compiled this book, men 'do not exist as columns of numbers, Although I'use National Safety Council frequency figures as a measure of our acci- 1 dent experience and comparison with others in the food industry, we, in the field of safety engineering, know that this measure by itself can be misleading, even deceiving. 32 - ' Industrial Safety Subject Sessions In our opinion, the important thing is not only to demonstrate a lot of frequency and ^severity figures to management, but to n ... Safety Council plaque furnishes evidence . that Jacksonville did indeed accumulate an outstanding safety record--a record that :s ' translate these into dollars--dollars for will stand nationwide and in GF. for many' each year in total, and dollars per accident, years to come. We at Maxwell House found . using methods; traditionally.acceptable in the the National Safety Council most helpful in field ywith which we are familiar. Accidents are an important detail of any business. They cannot be ignored. Of course, we at Maxwell House and in- verifying this record. Needless to say, we would not have had a reference on hand of what, our competition was in the food in dustry. ' $ : General Foods still-compute frequency .and Eight million dollars of Maxwdl House- - . p: severity rates, because they still are neces sales were needed to pay for sickness and sary for reporting to the National Safety accident and medical costs for fiscaj year Council, the Bureau of Labor Statistics and* 1968. Days lost from work caused a loss other governmental agencies. Frequency.- of 640,000 pounds of production in 1968. You rates and severity rates do not reflect acci may find this helpful in developing for your dent costs. company a similar statistical report The Maxwell House safety record for the I look for each monthly issue of .National year 1968 was not very good. The 'Division Safety Council publications which contain experienced, an increase in lost-time injuries accident facts and figures for both on and . as well as all-type injuries. There was a off the 'job during the year.. These figures total of 24 lost-time injuries. This total is can always be . utilized when comparing higher than that for the three years im- statistics, of your own company with those / - mediately preceding 1968. The Division had of other companies nationally. I have always 14 disabling injuries in 1967; 20 in 1966;. 18 found the staff members of the Statistics in 1965. There were 1,898 all-type injuries Department of the National Safety Coun for year 1968. For the three years preced cil very helpful and'have used them as .con- '. ing; 1,170 in 1967; 1;227 in 1966; 1,359 in " sultants on further refinement of Maxwell . . 1965. On the rftgative side, too,' for the first- House figures. This can prove invaluable time in its history, the Division.suffered two in trying, to discover new ways of present fatalities. ing accident facts and figures. Very few, if On the bright' side, the record shows that oven though the number of lost-time injuries is high for year 1968, the frequency rate of .2.81 for the Division is better than the any, safety professionals identify theniselVes' as statisticians. The. National Safety Council does make available qualified statisticians as part of your Council membership. GF corporate rate of 3.36. On the bright side, too/was the safety, performance of the Maxwell House Jacksonville Plant: the plant worked from September 27, 1961 to August 11* 1969 without a lost-time injury. The National Safety Council has awarded the Jacksonville' Plant an Award of Honor for working 7,057,390 man hours without a lost-time injury. It far exceeds any other Remember --all we can do in this fertile field is to strive to the best of our ability to make this statistical information as valid as possible. Make sure information is true and we know it to be-so -- that the research is good and there is nothing important miss-' ing and the findings `do make sense. The results must be worthwhile and should he record in the food industry. The National significant. \j 33 VALUE OF NSC AWARDS / ;*. ; '\ By RICHARD W. PASCOE Safety and Security Facilities Coordinator, Automotive Assembly Div., Ford Motor Co., Allen Park, Mich. , Since! the Ford Motor Company has been the display of new model vehicles for em- a long-time'active participant in the Award ployees and their families. At this time. Plan for recognizing good industrial safety the news media,, government officials, local' records, we were asked to present our mayors, councilmen, etc., are cordially .in thoughts and experiences. One should not vited to the affair.-The top. ranking govem- brag about one's, good record -- which re- meat official.in attendance makes the presen- minds me of the whale who must come up tatioa to the surface to spout off . . . and promptly Should a plant win an'award, the plant gets harpooned 1 But here goes with our manager writes .a letter of congratulations Ford experience, anyway. to the management team (foremen on up). Since the inception of the National Safety thanking them for a job well done This Council's "Awards Program" in 1951 for letter can be. accompanied by a small gift recognizing outstanding safety performance such as road flares, vacation pack, first-aid through December, 1968, we have won 1,788 kit, etc. . . awards. The Ford Motor Company, per se, For the Award of Merit; usually the Divi- has won 12 Awards of Honor and 4 Merit sion Industrial Relations manager .writes a ' Awards. Of the total of 1,788, there have letter to the Plant Industrial Relations man- , been 23 National Safety Council best records ager congratulating him on his effort and given to the Ford Motor Company locations, urging him to continue the fine safety per- Currently, our Kansas City Assembly Plant formance. Safety in our organization is part has over 14,000,000 manhours without a dis- 0f the Industrial Relations Department, abling injury. Everyone welcomes letters of congratulation .. Let's talk briefly about some ideas of pre- for a job well done from their boss, seating the Award of Honor. Last spring, j Some plants carry it even further. On a the Dearborn Assembly Plant established a -, designated day they have free" coffee , and new . Division safety record. The Division doughnuts for all employees involved. General Manager presented the plaque to the Ford Motor Company finds the Awards Plant Manager in the Staff Executive Din- program to be an excellent one in which we ing Room..... have derived many benefits and we hope to; Another plant holds the presentation, of compete with others in our trade for many the plaque until they have Open House or years to come. A_ , s' HOME STUDY COURSE IN MOTOR FLEET SAFETY SUPERVISION By ROBERT PURCELL Director, Fleet Safety Training Division Motor Transportation Department, National Safety Council August 1 marked the second birthday of Developed oyer a period of years, the NSCs Home Study Course in Motor Fleet course has filled a long-standing training Safety Supervision. In its two years of need for motor fleet- supervisors in such operation, this highly successful course has industries and agencies as trucking, schools, enrolled more .than 1,600 students. . transit, insurance, construction, chemical, oil, 34 Industrial Safety Subject Sessions -baking, milk; the. armed forces, all levels of Stated in broad terms, the objective of government, police, utilities and the. post the course is to teach and -train the student -office department In addition to all 50 of in safety, rather.than to test his knowledge the United States, students are located in . of safety: That is why there are no true- such far off lands as Australia, Canada, false questions, in ' the course. Instead, the Israel, Saudi Arabia, Luxembourg, Viet student is usually asked to answer multiple Nam, Ghana, the Canal Zone and Germany. choice questions, with-the correct answer di The home study course provides super visors with a wide range of accident pre vention information essential for safe:--and more profitable--fleet operation. The broad scope of the course is evident in some of its subjects, such as: elements of a fleet safety program, special considerations of a small or scattered fleet, organizing fleet accident data, driver selection,'training and supervi rectly before him. -If he is not sure of the right answer, he is encouraged to^refer to the Motor Fleet Safety Manual No numeri cal scores are given, but ratings are ex pressed in terms of outstanding, excellent.or > good. - If a student should - answer, an item incorrectly, the correct answer is provided, together with the exact page, in the manual on which the correct answer can be found. sion, garage safety, on-and off-ihe-job safety, The value of this training course is shown vehicle maintenance, safety meetings, and by the experience' of Consolidated Freight- incentive programs. ways, one of the largest trucking companies The authoritative Motor Fleet Safety Manual is the basic study text for; this course, and the study assignments consist of 12 lessons. The student is allowed one year in which to complete the. course, although the recommended completion time is six months, or an average of two lessons per month. Upon graduation, the student re in the United States. This company encourr ' ages its supervisory employes to enroll in the course and reimburses an employe upon successful completion of the course. William M. Foley,- director of safety for Consoli dated, has expressed his opinion. of the course in these words : . "This ' home study course is especially ceives two diplomas: one wallet-size and the suited for busy people who wish to increase other suitable for framing. As a rule, the their knowledge and skills. The really nice' diplomas are sent to the supervisor of the feature is that the school comes to them; student, with a request that they be pre students receive individual attention and can sented by him to the student. This ' practice work at their own pace, learning what they has met with a favorable response. from really need to know. I feel that the Motor supervisors and students, because it keeps Fleet Safety Supervision Course is especially the supervisor informed of the ' student's useful, and I anticipate that more.of our progress and. also offers him. an opportunity employes will avail themselves of the op to commend the student for his achievement portunity to enroll in it." An enrolled student-receives,all materials necessary for completing the course. These materials- consist of- the Motor Fleet Safety Manual, study guide, all 12 lessons with re view questions, mailing envelopes, student It is evident that an informed supervisor . can be a key man in .assuring the adoption of safety practices that will reduce , acci- dents and increase profits for the safetyminded company. ' - correspondence forms and an' evaluation In view of the outstanding success. al form to be completed by the student upon ready achieved, there is no doubt that the graduation. The price of the course is $50, home study course will be celebrating many less the usual NSC member discounts. more-happy birthdays in the years ahead. .15 State Safety Programs GETTING A NEW STATE PROGRAM GOING By DON E. HOOVER Director, Bureau of Safety and Regulation, Michigan Department of Labor, Lansing; Midi. Michigan's first inspection law was ants, made an intensive study of the prob enacted in 1883.. Provisions were made for lems. outlined in the governor's charge. wage payments; cpal mine inspection; reg Here is a summary of their recommenda ulation of private employment bureaus; hair tions : picking machines; boilers; ventilation of workshops; foundries; protection of women by preventing their employment , in saloons and providing them with seats for certain, types of work. This first law was replaced in 1909;- the out-dated 1909 legislation was in effect until August 1, 1967. During- this time Michigan's economy underwent a major, shift from agriculture, lumber, and mining to mass production industries. Manufacture ing employment increased 608. per cent be tween 1900 . and the present Industry expanded in both employment and produc tion capacity. AH these changes affected' the type of industry as well as the type of establishment. They also brought on major social probTems in ' connection with industrial health, safety,' industrial relations, vocational train ing, employment of women, child labor, seasonality of employment, and social insurance. The labor laws of this period failed to keep pace .with these problems because they were based on an outdated economy,' plus the fact that labor legisla tion was scattered among a dozen or more bbar.ds, bureaus, and commissions. Indus trial safety inspections were limited, be cause for many years the inspection team 1. The establishment within the Depart ment of Labor's Bureau. of Safety and Regulation of anOccupational Safety Board charged with the responsibility of consid ering and acting on the need for developing occupational safety regulations, standards, and codes in areas of occupational activity not covered by the rules of other state departments or agencies. 2. Establishment within the Department of'Labor of a staff for safety education and training, whose duties should include' the development of training programs for state safety inspectors, safety seminars for management and union leadership, and the development ..of safety bulletins, occupa tional safety programs; and other safety media. .. 3. The creation within the Department of Labor of a Bureau of Compliance and Appeals with authority to-effect compliance with the safety regulations, standards, codes, and orders of the . Bureau .of Safety and. Regulations and the authority to grant modifications. ' .. 4, The adoption of a uniform reporting system requiring mandatory reporting of disabling injuries. numbered less than ten. In recognition of S. The upgrading of key personnel of the ' seriousness' of the problem, Governor the Department of Labor to a professional Romney in 1966 named, an. Occupational status qualified to. counsel with and to sell Safety Study Task Force to.study and sug management and labor on their responsi- gest new and all-encompassing approaches " bilities in achieving occupational safety and for the attainment of occupational safety educating* all those concerned in effective and a reduction in injury rates. safety methods. Members .of the Task Force included 6. Recognition of the principle that the representatives of various manufacturing improvement of occupational safety is a operations, officials of organized labor, rep responsibility of the state rather than the resentatives of safety councils, trade asso Federal government ciations, and the insurance industry. They, The Task Force recommended that ap together with Department of Labor assist propriate legislation be written to accom- 36 Industrial Safety Subject Sessions plish. its recommendations. Through the and One is a member of a Michigan chap coordinated efforts of Task Force members ter of the American Society of Safety and the staff of the' Department of' Labor, Engineers. This board conducts heatings to proposed legislation .was written and intro determine, compliance or noncompliance with duced and became Act 282 of the Public .safety orders. After the hearing the board Acts of 1967. This is an. example of one may: (a) dismiss the order; (b) modify piece of legislation in which labor and man the order; (c) extend the compliance date; agement agreed. During the two years that or'(d) issue. a final' order sustaining the this new Occupational Safety Commission safety order and. direct compliance by a has been working in the interest of safety, specified date; labor and management have worked together Once again, I would point out the coop as- a team. There has been almost complete eration which exists between labor and accord in the promulgation of safety rules . management. Of approximately 6,000 safety by both management and labor. - .. orders issued, 220 failed to comply. These Some of the major provisions of this, 220 companies were referred to the Board new occupational safety act are: an Occu of Safety Compliance, and Appeals for dis pational Safety Standards Commission; position. They were sent notices giving them Board of Safety Compliance and Appeals; ten days to comply or be scheduled to Safety Education and- Training Division; appear before the board. In only'one case Method of financing. was it necessary for the department to ask 1: The Occupational Safety Standards for a' court injunction against the employer. Commission, .consists, of nine members This in - itself is an indication that- man chosen from management of principle indus agement is willing to cooperate and, improve tries, one of whom represents a company safety ' conditions in - places of employment. hiring less than 200 employees; three' rep 3. The. creation of a'Safety Education resent labor, with no more than, one from and. Training Division within the- Bureau any international union; two represent' in of Safety and Regulation. This division surance . organizations doing business ' in is composed of four sections: Safety Serv Michigan; and one is a member at large. ices'; Education Services,; Injury Analysis; The Director of Labor ,is'an- ex-officio ' and Communications. member and serves as secretary. The gov The Safety Services Section develops state ernor appoints the members for three-year wide safety education and training programs terms. to acquaint employers, supervisors, em The Commission meets monthly to con ployees, ahd. union leaders with the most sider adoption of safety standards devel modern and effective techniques of accident oped by seven-member advisory committees investigation and prevention. This is accom who are- specialists 'in their field. 'Public plished through safety director programs, , hearings are held on each proposed standard management safety seminars, safety council in order to give the Commission the reaction programs, supervisors safety workshops, of the public before making a final deci and -union safety seminars. During this sion about a proposed standard. So far, past year we have conducted 108 safety the . commission has promulgated standards' seminars, and workshops involving 1,775 for: use, care and. protection of abrasive management personnel. These people repre wheels; definitions; femald hours of em sented a total of 355,000 employees.. ployment; : floor and wall openings; and -. .The Safety Education Section develops guarding of power transmissions. Several and promotes safety in public schools. Em-' others are in the final stages: logging phasis- is placed on the junior, and 'senior safety; industrial lift trucks; head protec high' school industrial or vocational educa tion and respiratory protection; fire preven tion program and the development of safety tion and protection; power presses; ladder's courses in -colleges, and, universities. We and scaffolds; and fire extinguishers. reason that the introduction of good safety 2. We also have a Board of Safety Com- attitudes in the minds of our young people pliance and Appeals, consisting of five will help them to prevent accidents when members appointed for four-year terms. they assume full time jobs. During the Two members are' representatives of organ past year we-conducted- eighteen workshops ized labor, two represent employer interests, for school' administrators to acquaint them 1969. National. Safety Congress' with their responsibility for school safety, formational'and instructional material for. fifteen one-day seminars for industrial voca release to the news media. More than 130,000 tional education teachers, and ten in-service pieces of safety literature' were, distributed teacher training programs. The supervisor this past year. of this activity is an experienced teacher with a -master's degree in education. He fulfilled fourteen `speaking engagements to college and university. classes. He initiated development of four college courses .relat 4. You may think, "This sounds good, but how do you finance such a big project as this?"- An annual levy, based on the pre vious, year's total annual workmen's compen sation losses, excluding medical payments, ing to education and assisted Lansing Com is paid by all employers. The levy is Ya of munity College in establishing a two-year one per cent. Income received from this associate degree .program in safety. This is levy so far is: .1966--$451,000; 1967-- among the first two-year programs in the $574,000; 1968-$700,000. nation. The Injury Analysis Section has devel oped. a method of (measuring industrial in jury experience, applying the principles of USASI Standard Z16-1. As an interim measure,' four high-frequency industries One. serious misconception of many leg islators and some government officials is that they expect immediate results upon the passage of legislation, such as our safety law: , were surveyed, yielding a generous sample ' Those of us in the safety profession to test the measurement system. This survey was designed to collect frequency rates on realize that there much more to be con' cerned about than just seeing that physical a voluntary basis and to incorporate an injury audit function. Preliminary results hazards are eliminated. -A large part of our job as safety professionals is. to be con indicated that the system had been properly cerned with the attitude of workers. This designed and operated correctly in develop requires a continuing education and training ing. accurate frequency rates. Later phases program. of the developing will incorporate modified We still, have, a few problems to iron measures of severity- as well as frequency. out, but we have made great progress. Our The fourth section, Communications, experience .with this new act .convinces us publishes safety literature and prepares in we are on the right track. GATHERING AND DISSEMINATING WORK INJURY STATISTICS By HENRY J. GMEINDER Administrator, Statistical Div., Slate of Wisconsin Department of Industry, Labor, and Human Relations, Madison, Wis. The State of Wisconsin Department of Employers covered under our Act must Industry, Labor, and Human Relations make. a first report of injury or disease firmly believes that nothing of consequence on a prescribed form directly to. the Work- can be conceived, initiated, , achieved,' and men's Compensation Division of our Depart- maintained . without good records .and nient. on the fourth day after the employee statistics.' What. are our principal ongoing . leaves work due to injury or disease (if work injury statistics programs? ' disability still, continues), or sooner in case of death, permanent disability, or where Workmens Compensation Stattsitcs more than three days Of disability is certain The most significant source of work in-, to result. The first reports are scrutinized jury statistics has been for almost sixty by four of our department divisions. The years the employers' first reports of injury Workmen's Compensation Division is inter- or disease under the Workmen's Compensa- ested in the legal and administrative aspects; tion Act- of Wisconsin, and the supplemen- the Industrial Safety and Buildings Division tary reports on such cases. in safety violations; our Statistical Division v.i - Industrial Safety Subject Sessions in generating statistics; and. the Labor statistical division. In addition to the above, Standards Division in child. labor, law the information generated from the first violations. reports- of injuries, are used fof the The information that our statistical divi following: sion gleans and stores through data process 1. "Middle 80" Program. A monthly data ing, includes: processing report identifies the ten employ 1. Employer Data: Name and address; ers in each of eight safety regions with the account number (we use'the unemployment highest ratio of work injury cases reported compensation number, where UC-covered, to. the number of persons employed. This and fabricate a number where not covered); ratio is computed on a moving average insurance status (if the employer is insured, basis. Each .month, safety specialists (of we use. a code- assigned to his insurance the Division of Industrial Safety and Budd company, if he is. self-insured, we assign ings) discuss safety problems with these. a special code; if he is neither insured nor employers and help them . set up safety self-insured, we assign, another special programs. code); SIC industry code; report lag 2. Our statistical division provides our (number of calendar days elapsed between Risk Management Council (formerly called last day worked due to injury or. disease., Injury Frequency Council) quality control and date of receipt of first report) whether charts on the number of work injury cases this' is a state employee case or not . reported in each' of the eight safety regions' 2. Injured Employee Data: Name and set up by the Division of Industrial Safety - address; accident date; last day worked, and Buildings. We also provide charts (how do you. keypunch "No loss of time, showing trends and related tables and just end of finger" ?); source of injury analyses. The risk management' council, (in . one case this was reported as "A cow formed to give impetus to accident preven pinched him"); accident type ("he was tion work, is comprised of the commissioner, down in the back from lifting"); kind of the administrators of our department's - disability (entered after "Did death, result: industrial safety and buildings, workmen's *Heavens, no' "); nature of injury; (condi compensation, administration and statistical tion always improved on weekends) ; part divisions, and their. representatives; The of body affected ("ingenious hernia"); council's primary goal is to achieve full birthdate; age. ("she says 29") ; sex (would cooperation between our various divisions you believe "yes"?); place of occurrence for the benefit, of everyone concerned so of injury ("punctured sitter"); occupation' that we may focus on significant problems ("semi-frozen driver"). much more effectively. 3. Other Data: Month reported; claim 3. Each month, we provide listings and number (year reported' plus assigned num tabulations on reported work injuries of ber). state employees to the State Safety Coordi Our coding of source of injury, accident nator; information on work injuries to type, nature. of injury, and part, of body minors .in agriculture (only those covered .affected is based generally on the concepts under our Act) to the Bureau of Labor of Z16.2 (USA standard, method of record Standards of . the . IX S. Department of ing basic facts relating to the nature and Labor, a listing of/CHjy of Madison em occurrence of work injuries). Statistical ployee work injuries "to the Risk Manager data from these first reports are sum of Madison's Bureau of Finance. marized in a special quarterly, report (This 4. A confidential quarterly report on se was done monthly until budgetary limita lected occupational disease cases reported tions necessitated the change.) The report . is. prepared for our department's staff and is distributed only to those who specifically that of the Department of Health and request it and. have a specific use for it Social Services. This is determined by biennial mailing list 5. Data gaierated from the first reports, surveys. Running records and data banks of injuries provide" the Wisconsin Council, of significant information not printed in of Safety with an important source of the quarterly report are also maintained decision-making tools. About two months for answering quickly and efficiently the ago, for example, we handed out and dis many and varied .Inquiries ' directed' to our cussed-various tabulations of reported injury ' Si ;'i 39 1969 National Safety Congress cases at a training, seminar sponsored by the request ; of private industry in Wiscon the Wisconsin Council o Safety for officers sin, an. Accident-Injury. .Costing, Advisory of local safety councils. The reports showed Committee was. formed, composed of mem the .'number of cases reported in 1968 for bers from industry, labor, the Wisconsin . industry or trade groups in counties and Council of Safety, and representatives of selected cities covered by the local safety various state government agencies. This councils represented. We also prepared a committee was formed about two years ago distribution according to accident type pat to help develop a program to assist in terns for the various counties. As an aid in determining the virtually unknown total pinpointing trade groups experiencing the costs to . private industry and government highest incidence of reportable injury cases, of work injuries and accidents. We use a we selected the three largest industry or random sampling scheme based on the first. trade groups (per number of injury cases reports of injuries. Employers are. requested reported) in each given city and county. to provide us with costs incurred from the Other related' tables '-were also presented. nonproductive time of the injured employee One offshoot of the first reports of injuryis our promptness of first payment of com- and other workers--costs which are not covered under the Act--and with property, - pensation program.. Upon receipt of an employer's first report of injury or disease, an informative letter is mailed to the in-; and product damage- costs resulting from the accident. Our primary goal in this . program is to prove, in' terms of dollars jured worker, explaining his rights .under the Act; together with a post card to be re and cents, that accident prevention is cheap er than accidents. That sounds quite simple, turned by the employee. He is asked to but, of course, it isn|t ". correct the spelling of his name; if neces The three key reasons for involving the sary; to indicate the date on which his state, at the macro (state) level are: first payment of compensation was received 1. No single agency or group, other than (or if none received, why); last da/ worked the state, receives accident-injury informa due to injury or disease; date of return tion of the nature that we receive. The . to work; amount of -wages or salary paid. state can best provide overall direction and Annual and semi-annual reports ' based coordination of effort.' on these cards contain the record of each 2. No single, agency (private as well as insurance company and self-insurer. The " public) could glean- sufficient costing re report is sent to all insurance companies ports to establish statistics. (summary licensed to write workmen's compensation figures) and parameters. A. very wide range insurance in Wisconsin and to all . self- of industries, occupations,. accident types, . insurers. Officers of the companies with the etc. are required for this task'. 'poorest records have been called into -the office of our commissioners to inquire as to their procedures and reasons for delay, with the objective of improving their performances. 3. The important, technique bf determin ing accident and injury probabilities with respect. to specific accident type, source of injury, body part affected, etc.' can more effectively be undertaken only when large We get some rare comments on these aggregates of data are gathered on a ran cards, .too. In one case, the card fell into dom basis. Cost probabilities can also be the employer's hand. He wrote to us: "Dear associated with' accident and injury' prob Sir--I don't know what this all about This abilities. drunk is not injured that I know of. He is working for another contractor.. He asked me many times to have himself fired or layed off. He missed many days of work and when he came back, said he was in no condition to be. on the job. Because I " wouldn't fire him, he quit So. that's all I kncwt" ... Our initial sampling phase is expected to be terminated at the end of this year. Our approach, thus far, has. been to compile data for determining cost parameters for accidents and exposures causing injury or disease only because our ongoing workmen's compensation statistics program lends itself to our present costing system. An even. A second offshoot of the first reports more significant contribution to total loss is our accident-injury costing program. At control or risk management would be in / Industrial Safety Subject Sessions costing.'no-injury accidents and losses in cial studies are prepared, for industry and accidents with no Visible damage., .' trade groups, on request For instance, we . It is hoped that this costing program will, have made a statistical report to the.safety spur' businessmen to-build accident cost cate meetings of the . Wisconsin ' Canners and gories into their cost accounting systems Freezers Association every year since 1946. to assess management control. Virtually the same users of our first re .Self-insured'1 employers arid, insurance port data ask for settled cast data; In .companies (on behalf of their assured) addition, our department safety seminars use must file various supplementary reports special studies on industry and trade groups'. with our department's. Workmen's Com The University of Wisconsin uses several pensation Division on. all injury and disease of our annual releases as part of their claims which require a first report, After course work. An offshoot of settled case the necessary reports are' in and the cases data is the compilation of data on pay are closed, our Statistical Division assigns ments. made into and out of an additional codes for the. following information (and death benefit fund for children and a second makes necessary , revisions of codes previ injuries indemnity fund. We have also made ously assigned- when. the .case was first special studies such as amount of attorney's reported) :.' (l)'ithe specific kind of dis fees paid in permanent total.disability cases, ability--fatal, permanent total, permanent which required our digging. A little deeper . partial (six categories)' or 'temporary dis into the files of the Workmen's Compensa- ' ability; (2) the number of days, counting tion Division. None of the above would be six days to the week, for which indemnity possible without the close cooperation (compensation). was due or payable; (3) granted us by the Workmen's Compensa the number of . days, counting six days to tion Division. the week, of actual time lost due to injury or disease (healing period); (4) depen- Work Injuries Cooperative Survey - dency, in fatal cases; (5) . month and year Our second major work injury statistics . closed; (6) wage of injured employee; (7) program is carried out in cooperation with disposition of' case (compensable, compro the Division of Industrial Safety, Bureau mise, noncompensable); (8) manner' and of Labor Statistic's, United States Depart basis of. closing case; (9) in formal cases, ment of Labor. Under this cooperative pro time taken.to close the case; (10) in certain gram,'information is collected to determine permanent partial disability cases, per cent the frequency and severity of work injuries' loss of use of body member or organ; in Wisconsin on 'the basis`of the USA Stand (11) a special code in penalty cases--there ard Z16.1. This is an annual cooperative are three main types of penalties: (a) 15 survey; reporting is voluntary. The re per cent increase or decrease in indemnity quested information furnishes. both the because' of violation ' of safety rules or State of Wisconsin and the U. S. Depart statutes; (b) double or treble " indemnity ment of Labor with data needed for com for violation of the child labor law; (c). piling state and national standard ' injury 10 per cent penalty for inexcusable delay, rate summaries. (Close to twenty states in payment, of compensation. We maintain have similar cooperative programs with the- an auxiliary 3x5 card file on all penalty U. S. Department of Labor,). Wisconsin cases due to limited computer capacity (ah, employers are asked for the following in there, budget!); (12) in reopened cases, formation, for a given year: (1) average ' additional information is coded. ' number of employees and ' total hours Annual reports are published on the above worked by the employees; (2) nature of data, showing amount of indemnity and' business; and (3).number of disabling work medical aid paid. The number of cross tab- injuries incurred (loss of one full calendar ulations and classifications that. can be day. or more, due to injury or disease) by prepared from these data are innumerable. classification, and the corresponding num Examples are: source and accident type;, ber of calendar days lost or charged. kind of disability; nature of'injury; part of The methods of classifying work injuries .body; occupational disease; industry within in accordance with the USA Standard county or safety region; penalty cases; method of recording work injury experience ' formal hearings and insurance Status. Spe- are independent of workmen's compensation 41 " ' 1969 National Safety[Congress fi M laws and rulings of workmen's compensa log sheet) was launched as of the first of tion-. agencies. Injury rates compiled in this year. In addition to serving as a daily accordance with this standard allow com log sheet for each safety deputy and as a parisons within identical industries; with vehicle for generating administrative statis other industries; with other employers; by tics, the new form is intended to serve as size of employer; by location of establish-,, an essential tool for feeding back informa ment; between states; with national sum tion needed in planning safety programs, maries; with the experience of employers for setting up methods of study to allow affiliated with various safety councils, trade objective conclusions, and for measuring associations, etc. Incidentally, members of the effectiveness of various safety programs. our Wisconsin Council of Safety .generally Some of the items on this daily log sheet have lower injury -frequency rates than are: location--where the activity or call took nonmembers; the 1969 edition of Accident j>lace; name of the deputy and section of Facts makes the same statement for mem the division for which he works; the day bers of the National Safety Council. . and week the given action took place; the ", I am. aware that Z16.1 has been under fire during the. past few years. However,. I know of no standard that can take its . place for state and national summaries as yet. There is much demand for data that can be compared with, other data. I repeat that, unfortunately, workmen's compensa tion data can not' be used to. offer compari sons with national data or data from other states. This was brought home to me force fully in my works on the IAIABC Statistics owner, firm, or employer visited or whose facilities were inspected; type of call or. meeting--inspection, reinspection, "Middle 80" call, accident investigation, conference, interview, hearing, complaint, safety sem inar, educative, consultive, etc.; nature of business of employer; whether employer has regular safety program; number of viola tions found, if any; number of units in spected; Wisconsin administrative code involved; and fee, if any. Conhnittee. Each month, the Industrial Safety and Our top ten program draws data both from our closed workmen's compensation statistics and from the work injury coop`erative survey, as well as from other sources. Periodically, for the state as a whole or within selected industry gro'ups, fen employers are asked to come to the Industrial Safety and Buildings Division's main office for consultation. This program was initiated as a management approach of having top ` safety management talk' with the top managers of companies in Wiscon sin that are having unusually high injury Buildings Division reviews and analyzes a detailed . data processing, printout of the information generated during the ' most recent month. The information ' is broken down by district, region, etc. Dovetailing information generated from these deputy reports with data generated under the other . work injury 'statistics programs described earlier will provide a way for determining . the significance of various accident- reducing programs and a vehicle for preparing useful decision-making tools for. optimal allocation of 'funds, resources, and activities. frequency rates and unusually high settled ' Users of Our Work Injury Statistics. I case incidence and .cost ratios per employee. have already mentioned many of the users The primary goal of this program is to in connection with our' various programs. get a commitment from top management Many users request data encompassing all to institute a meaningful safety program. of them. Some make requests only for Our injury rate and workmen's compensa specialized data tion settled case statistics form the backbone Our commissioners, divisionXpdmihistra- for this Industrial Safety and Buildings tor.s, and their attorney , ana1 engineering Division's management 'tool! staffs give many speeches and lectures and. Deputy Reports. To further sharpen the conduct safety seminars."" Our statistics are decision-making tools of that division, and used as a base for many of these. also to improve activity feedback by its We, ourselves, use our own data in many deputies for administrative purposes, a ways. For example, we examine the records statistical compilation system of significant, of our self-insurers and those applying to data (by means of a new deputy report self-insure to.determine whether these data, 42 $. 1 Industrial Safety Subject Sessiont in conjunction with their financial state straight or look at what they show but ments, justify their being self-insured Our keep them and look at them, we must! first concern, of course, is for the employees Because of limitations of staff andbudget, of the self-insurer or would-be-self-insurer.' our division must restrict and channel ex It is our responsibility--and it is a heavy penditure of time, personnel; and equipment one--to determine whether a given employer to the collection and analysis of only those will be able now and in' the future to `fulfill statistics which improve the service and. his obligations under the Workmen's Com advance the programs of the State of Wis pensation Act of Wisconsin. consin Department of Industry, Labor, and We answer requests from such diverse places as the governor's office, the legisla ture, University of. Wisconsin, Department of Health and Social Services; various U. S. government agencies, Wisconsin Compensa tion Rating Bureau, safety councils, various advisory committees, trade associations, hospitals, " individuals--almost every group conceivable. We answer as many requests as possible. -' Not the least of the. usage of our statis tics is that for budget planning and pre sentation; for justifying requests for more personnel and equipment.; for defending current programs; for curtailing or drop ping programs that are no longer usefuL Thus, our work injury statistics are often used administratively, as a measure of accomplishment, ineffectiveness, or failure. Human Relations. A-committee of manage ment and labor, formed to evaluate the programs of our Statistical Division toward a goal of collection and analysis of those statistics which could significantly add to tire effectiveness of state service; pointed out to us that all reports must be evaluated within- our division on the bases of purpose and effectiveness. It was their opinion that once purpose is clearly defined, effectiveness will, follow. They said we must be prepared to question tfae-purpose of current programs . and requests for any additional programs, whether periodical or special, and suggested the following guide!inesin such examination: . 1. Is tire purpose of the report to supply data to the Department of Industry, Labor, and Human Relations for internal use in enforcing statutory requirements, planning Department' programs, determining trends In our experience, we have found a few in Department activities, or comparing with in the safety movement who do not appreci the. work of- federal agencies, private and ate the dissemination of significant informa professional associations, and: .similar com tion, especially vyhere the data reflect less missions in other states? than perfect performance. One', would be 2. Is the purpose of the report to supply less than objective, however, if. only good data to the department for external use in news were published "Managed" statistics educating the public and specific groups in are useless; only honest analysis of ' the department activities, or stimulatng and good and bad--and in-between--can lead to guiding the activities of. affected groups? desired action. . The committee said that the content of Summary Our accjdent-injury costing objective of preserving, labor and capital as basic re all reports must be. designed. to effectuate their specific purpose. I think these are good guidelines for all similar programs. . . You will find similarities and differences sources really applies to the whole; field of accident prevention. Human resources are in the way injury statistics are gathered and.disseminated in Wisconsin as compared by far the most important since capital formation and natural resource develop, with other states and organizations; in the way decision-making tools are developed ment are dependent upon people. Accidents and used; in the types of analytical cate and injuries weaken the capital structure not only of the individual firm, but of the. entire state as well. gories generated;. in the sampling and non sampling schemes used ; in the goals and objectives set forth; in the structure and Gathering and disseminating work injury usage of advisory committees;- in the dis- statistics are as important to the safety tributton -techniques employed. But under movement as check stubs and cancelled neath it all is our common purpose of. check . statements ' are to our checking triggering- action -which will result in re accounts. We may not like to keep them ducing accidents, injuries, and disease. 43 m y jlv; . * V. The Changing Role of the Safety Professional THE NEED FOR CERTIFICATION OF THE SAFETY PROFESSIONAL By G. L. GORBELL " Personnel Safety, Monsanto Co., St. Louis, Mo. The decade of the 60's, now drawing to a close, will' long be remembered by those in the safety field as the period which mar shalled in what could almost be called "the renaissance of professional safety." The bringing to fruition, through the diligence of many dedicated safety practitioners un der the' aegis, of the American Society of Safety Engineers, the dreams and pians which have culminated in establishing the safety - professional's place in the sun! Although it was the subject of frequent' discussions and considerable thinking for many years, it was 1963 before the ASSE conceived a logical approach to identifying the type of work safety personnel should be doing, and to establish a plan for their growth and development which would give them legitimate claim in the eyes of man agement and the 'public, as practitioners of. professional standing. The plan was called the Professional Development -Project. It was decided that the project be undertaken in three distinct phases, separate in subject but interrelated in purpose. Phase I was directed to outlining the scope and functions of the professional safety posi tion in an attempt to precipitate out of a - mass of variable position titles and varying functions a -common denominator, which would best delineate the safety professional's job. This was no mean task and the com. mittee assigned to it labored long and ar duously to complete their objective. The con clusions of the committee were published in December 1966 by the ASSE in a four-page report entitled "Scope and Functions of the Professional Safety Position." Briefly, it identifies four major areas comprising the principal functions of the saftey professional and furnishes a comprehensive analysis of each area. -The areas are: 1. Identification and appraisal of'accident, and loss -producing conditions and practices and evaluation of the severity of the accident problem.. 2. Development of accident prevention and loss control methods, procedures, and pro grams. 3. Communication of accident' and loss control information- to those directly in volved. . 4. Measurement- and evaluation of the ef fectiveness of the accident and loss control . system and .the modifications needed to achieve optimum results. Phase II of the Professional Development * Project inyolved the study of current edu cational opportunities in safety and.the de velopment of a curriculum guide for a Bachelor of Science Degree in Occupational Safety. Although Phage II has not -. been completed, it is very close to the final wrap-up. The committee assigned to this phase conducted a survey which contacted 1,250 four-year colleges and universities. in the United States and Canada, requesting information on degree programs and courses. It was found that 1,012 courses in Safety and .related fields are offered by 280 institu- . tions. Undergraduate (four year) degrees are offered by five institutions (two degrees in Industrial Safety, one in Safety Manage ment, and two in Fire Protection Engineer ing). Graduate degrees are offered by 14 institutions, and 196- institutions have no courses in safety. The ASSE published this survey in July 1969 as a. "Status Report-- Educational Opportunities." It is a most in teresting reference source for those who desire information on the institutions and available courses listed in the following. categories: Industrial Safety/Industrial Ac cident Prevention, Safety Engineering, 44 :,V;.V..': Industrial Safety Subject Sessions '< Safety Management/Administration,. Safety . be.to determine the individual's qualifications Education,. General Safety,- Accident Pre- .by either written or oral examination, then vention, Driver- Safety/Traffic Safety, Fire issuing some identification that would indi- Protection, and Industrial ' Hygiene/Health cate that requirements.have been,met. .& Environmental Health. Ii) October 1968, the Executive Committee The growing list of institutions now of- of the ASSE decided to go ahead with a fering or" actually planning, undergraduate certification program, so an initial Board of degree opportunities not only .reflects the Directors of the Board of `Certified Safety institutional interest but also presents a chal- Professionals, comprising nine persons, was lenge. to every safety professional to con- . appointed to draft by-laws, secure a charter . ' tinually advance his knowledge and capa-. for incorporation, prepare requisites for cerbilities. Further, it will raise the. level of , tification, application forms, examinations, competence in the safety profession and en- etc. Early in -1970 the Board will be ready hance possibilities of the eventual adoption to accept applications, by the states of legal registration for-the Let us examine the values associated with safety professional. certification--its immediate and future ef- The Phase II-committee has recently pub- f&ts on the safety profession, the practilished a Curriculum Guide for a,Bachelor loners, industry,-and the public. of Science Degree in Occupational Safety, What will certification do for the safety which presents. recommendations concerning' profession, assuming that the certification the development of an educational program system is accepted as a valid, reliable means to provide the unique and diversified knowl- for attesting the qualifications and corn- edge which will be required if future safety petence of an individual to be-designated professionals are to meet the challenges of ' a safety professional'? . tomorrow, so apparently Phase II is just 1. It should raise the general level of' about complete. . competence in the profession by encouraging . We now come to Phase III, which con- d>ose who may lack the necessary qualificacems registration or certification, of the tions for certification to persevere in the im- safety professional. Actually, preliminary re- provement of their knowledge, skills, and search was done on this project in. 1960, capabilities to meet the requisites for certi- three years before the adoption of the Pro- ficatioa fessional Development Project. A special ' 2. The certified safety professional will study was initiated to secure aqd analyze be recognized as one who has demonstrated requirements for registration irt SO states, initiative, drive, and determination by his It was found that most state laws require voluntary subjection to the examination of graduation from an accredited engineering his knowledge and abilities as a safety prac- curriculum, followed by approximately four titioner. His opportunities to advance in the years of responsible engineering experience, field will be' enhanced because prospective . plus the successful completion of an oral employers will .recognize his CSP as a stamp and/or written examination. Most state laws, of approval; indicative of a high degree of however,, permit the substitution of practical competence. One does not have to be a experience for formal education. seer to predict with confidence that the 70's It was the conclusion of the Phase III and years beyond will open new and greater committee that legal registration was out of horizons for the qualified safety professional, the question at =this time since it would The tremendous increase m scientific knowl- require specific legislation in each state fpr e^c an<^ technological advancement in all universal effectiveness. Also, in order to aspects of industry, government, and trans gain the recognition of the states, it would . -portation. introduce complexities in safety be necessary to have" well-defined and ac- which will require the professional trained cepted university curricula for individuals ^ utilize scientific principles and methods to to become educated in this specialization. It achieve adequate results, was felt , that the alternative, which could ' Imminent, and undoubtedly inevitable, Fedbe a base from which to work for eventual- eral legislation in occupational safety and legal registration, was the formation of a health,' mining, transportation, the recently special corporation whose functions would passed Construction. Safety Act, the High- .- : 45 r; .V.. /'V - 1969National Safety Congress ' way Safety Act, air and stream pollution him to assume full responsibility for the acts and the increasing interest in product quality of his work. safety as evidenced by the formation by 5.. Certification will promote high stand the-government of a National Commission ards of professional conduct and ethical' for Consumer Safety are bound to demand practices. It will, foster top quality job per the services of thousands of safety and formance and integrity. health professionals. Those with certifica tions in their professions will be barraged with offers from the Federal arid state agen- . des which are woefully undermanned, and also industry, which will be required by law to improve its safety and health-programs to meet government standards. The ASSE 6. If an individual has the drive and am bition which motivates him voluntarily' to seek certification, is it not logical that man agement will furnish him an opportunity to demonstrate this quality of determination in the performance of responsible tasks? conducted a survey in 1968 of large indus Summary trial employers to determine the need for professional safety personnel in the coming years. The total needs were estimated as dose to 1,000 safety professionals annually. It is'estimated that the combined needs of the Federal and state governments will be about 12,000 professionals to cope with the inspection needs if all of the legislation now pending becomes law.' Over the past SO years, the safety pro fession has had-a long, hard-pull to attain its present tenuous status in the professional community. It is poised on the threshold of ' opportunity to take a significant step toward acceptance as a .peer among professions. In the 60's, the safety profession has achieved objectives, through a planned approach by the American Society of Safety. Engineers, 3. As the- number of certified safety pro designed to define the scope and functions of . fessionals grows,and the educational institu- the professional safety position, developed l'tions observe the expanding needs of govern courses and curricula for use by educational ment and industry for qualified professionals, institutions in considering the establishment they are certain to establish curricula in of a Bachelor of Science Degree in Occupa occupational safety. Eventually, the states tional Safety and,- as the last phase in its ' .will recognize the safety profession as' one Professional Development Project; it was which merits legal registration based on the instrumental in creating a special corporation fact that accredited curricula will be avail whose functions are to determine an indi- . able in our colleges and universities. vidual's qualifications by education, experi It may be of interest to know that plan ence, and examinations for designation as a ning, designing, and changing processes certified safety professional. wherein the safeguarding of life, health, or. The benefits of certification of the safety property is concerned . is presently desig professional to the practitioner, the profes nated as "Professional Engineering" by the sion, the employer, and the public are ob laws in New York State and other states. vious. The evidence of competency in safety "Safety Engineers" are presently licensed as furnished by- certification will improve. the. such by 12 states. individual, raise the general level of com .4.. Certification is a morale builder, bring petency in the safety profession, promote ing justifiable pride to the individual who high standards, of professional conduct; as has proven his competence in the field of sure management that it will receive top safety by his ability to meet the require quality job performance,-and last, but defi ments for".certification as a.safety profes nitely not least, it will enhance the safety sional.- His professional designation will, profession's chance to take its rightful place identify him with his work and encourage in the sun! -1 46 Industrial Safety Subject Sessions HAZARDS IN CONTEXT By ERNEST LEVENS Director of Safety, McDonnell Douglas Corp., Santa Monica, Calif. One element in the. social revolution of ity. At its best,. hazard recognition based the 1960's has been -an 'accelerating public on experience is practiced as an intuitive art awareness of "spaceship earth" as a closed in the hands of the skilled safety profes ecological system, coupled with a deep con sional, a skill of limited availability. This ' cern about the "quality of human existence." presents a problem to management; since That awareness and concern are . being ex the quality of the analyst's work and his pressed :in a flood of legislation and regula frequently obscure thought process are not tions redefining the levels of risk deemed independently monitorable; short of having acceptable to society. The decision,- then, as them checked in stepwise detail by someone I to the acceptability of risk is increasingly a of at least equal capability. . social decision, based on our changing value system and imposed'on the individual or a group. Meeting these risk limits, within the constraints further imposed by available technology and .economic resources, is . the challenge faced by the safety professional. 2. A ..graphic form for. showing the . thought process involved in a hazard analysis has not been, available. Such a formalized / visual aid would be valuable as. a tool for understanding an operation, for communicat ing the'results, and for deciding on trade- ' The big question is: Can we meet these offs. ' i ' , more and more stringent risk levels using . 3. A seat-of-the-pants weighting or criti ! only the conventional, tools of the past 50 years? I believe we can but only to the extent that the problem.to be solved is a conventional problem. While I deeply regret cality *scale is sometimes applied to the consequences of failure, so that we rate, a risk as, perhaps, "high," "moderate," or "low." On this basis,' we are apt confidently . . that legislation has been felt necessary, in certain areas to overcome' failures to' act voluntarily, I ' expect that . conventional, methods will bring a measurable, national improvement in safety performance because results will be audited against uniform to talk about-taking a calculated risk when^j, it would be far more accurate to recoghizfT" that only a rough qualitative assessment has -been made. The fact is that, in the absence of a mathematical model,. the. conventional hazard analysis cannot be quantified. If the. standards. analysis could be quantified, then we could ri But I also believe we will soon reach a evaluate .the relative safety of alternative new performance plateau because our.con . designs or procedures as a tool for man ventional tpethods suffer from several se agement decision-making in accepting or re rious limitations: jecting a given risk. - 1. The first step in achieving a pre-deter- 4. The conventional analytical method is - mined acceptable level of risk - (.whatever that . reasonably successful in identifying fairly level may be) is to identify , the hazards simple, familiar, sequential combinations of which, if not eliminated or controlled, could hazardous events taken one or two at a time. result in. failure. In this sense, risk can be But the method is not as effective as we considered the probability that failure will might wish on new hazard combinations in occur. . state of the art situations for - which - no : i Recognition of hazards is highly dependent . on the experience and skill Of the individual analyst The information available to him, whether it is acquired personally or from the recorded experience of others, must pro vide him with enough insight into the acci experience (i.e., hindsight) is yet available, or in dealing with complex or parallel events.. The unfamiliar is likely to remain. undiscovered, unevaluated, and uncorrected in the absence of a formal analytical tech nique for revealing its presence. dent ' potential of a given situation to be 5. The lack of a unifying concept for useful in predicting that there is some level, hazard recognition requires the analyst to i . of risk associated with that particular activ commit to memory, or search for, the pos- 47 1969 National Safety Congress . sible outcomes of thousands of apparently often the one immediately preceding thp end unrelated combinations of situations. .The result What we usually do, then, as a con very, words we iitse in hazard analysis tend, venient oversimplification, is mentally to to constrict the ability of the analyst to see compress a whole sequence of events (a and integrate hazards.. This limitation is process) into ai single event then name the especially hard, on the novice-analyst until single event as though it were an object he acquires the' intuitive skills of: the ex or thing. perienced safety professional.'' . A mechanical analogy is the repeated fold 6. We should not overlook the persistence ing of a long, narrow strip of paper until in our culture of a'folklore and mythology it 4 in the form of a small pellet; the orig about hazards and accident causation. The' inal strip can be recovered . undamaged word "hazard' 4 derived from an old game (except for the creases) by unfolding. This of chance played with dice. The' same sense type of menial condensation ordinarily poses : of .chance, unexpectedness, or unforeseeabil-' no conceptual or practical problems when, ity can . still be seen in commonly held'.atti for example, we consider a chair simply as tudes, about accidents; safety professionals an object neglecting, the unending processes are by no means exempt from their cultural of change within the wood, metal, and fabric heritage. As a result of the influence of of which, the chair is made. But relying for culture and language^ there - is. a strong support 'on an antique.'chair partly dis undercurrent (even if subconscious) of feel emboweled by moths, termites, and dry rot ing that accident causation is somehow, in can have unwanted consequences which a volved with uncontrollable, even malevolent, broader awareness at the event or process- forces in nature, about which we can do., level might have prevent!. In still other very little. Thus, we commonly talk about situations, -the major events of immediate acts of- God, one's number being up, the concern may not be found at the macro breaks of the' game. This fatalism may play scopic level, but be occurring at the micro .a strong role in failure to take simple pre scopic, molecular, atomic, or even subatomic cautions to identify arid neutralize hazards, levels. as well as in hero-worship, of the chancetakers, the defiers of fate; The idea that a distinction must be made between dynamic "events" and static The thought process involved-in the con "things" is of such fundamental importance ventional type of hazard identification exer in hazard recognition as to justify further cise goes something like this (greatly sim exploration of the concept Scientists infer plified, of course): if the guard is left off ' that what is going on in the universe con this in-running nip point and if an employe sists only of electromagnetic events. At this is working on the machine and if he some level, there are no qualities and no things--; how gets his fingers in the nip,' then he will no color, taste, shape, or sound. What .`we be seriously injured; the nip point is labeled perceive directly by way of our'senses repre a "hazard" or, perhaps, a "potential haz sents a first order of abstraction from what ard." Or we'may think:-if this alkali metal is going on. From these limited sensory ex- perchlorate is contaminated by a spill of .periences, we construct conceptual models lube oil and if sufficient energy, is somehow of atomic structure and act as though the applied to initiate a redox reaction, there will universe has this structure; we project-our probably be an explosion; the strong oxi sensations onto the outer world. Giving our dizer is labeled a ."hazardous substance." perceptions labels (i.e., names) represents a In other words, of all the contributing events still higher level of abstraction; As we move in- a particular dynamic sequence which from the lowest verbal level of description, together generate a specified outcome: factual statement and naming, into sue- . followed followed then cessively higher levels of abstraction, we If A------------ >- B---- -------->-C------- >-D . move further and further away from direct by by sensory experience. The patterns of linguis the one perceived as. the ' pivotal event tic usage tend to lead us to confuse these (A or B or C) is tagged "hazard." Which different levels of abstraction; we aCt as event is seen as the pivotal one may become though inferences were facts or as if words the subject of disagreement, although it is were things. 48 I 'I Industrial. Safety Subject Sessions The point is that categories, classes, laws to think of reducing risks to an acceptably of nature,' and the like are higher-order low level. . ' abstractions' invented -- not discovered -- byman; they do not exist out there.- We can put an individual thing into as many cate- ' gories as we please; none is more real than another. When we ask "What1-is it really?" we mean, "What do we call-.it?" The value in being able to invent new categories freely will be discussed later.' A' limitation on our freedom, of course, 'is that some agreement about the categories selected is necessary for communication; if my "dog" equals: your "horse," we will have a problem unless we _ can both see and point to the same .animal. The further we get from shared sensory experiences, the more, difficult be comes the process of communication. . . <3gpsionalIy, we are able to visualize all the ^fossible outcomes of some simple phys ical! process (e.g., the toss of a coin or a die) and from this readily conclude that, if the process is unbiased and if we repeat it enough times, the probability-of a specified outcome is 1 in 2,. or 1 in 6. It is not neces-sary, of course, to toss a real coin to discover the possible outcomes .of tossing one. We can itemize the possible outcomes (in rela tion* to some specific- question we have in mind) by simply imagining that a coin has been, tossed. The experiment, then, is' a purely conceptual. one for which we have selected the sample space. We have analyzed a model of an event of interest ; .i.e., tossing It will not do very much' harm to continue . a-coin. In the real world, of course, coins the comfortable short-cut of thing-ifying,' are. not weighted precisely the same on both provided, in analyzing hazards, we keep sides, and the relative frequency with which constantly in mind that the things, we attach heads appear .may prove to be 0.476047 in-: names to are actually in a state of- dynamic stead of 0.50000. It is vitally important that equilibrium rather than static. What we are models and' reality not be confused -with- concerned with are stresses which cause one another. changes that exceed the expected-limits of variability and thus upset an accustoihed or controlled equilibrium. These are variables of frequency, duration, amplitude, sequence; and polarity, for. example. Thus, we should -be thinking of hazards in terms'of events, states, or conditions, rather than as things., or objects; and we should look for stresses - generating non-tolerable 'changes .that upset an equilibrium and result in some undesired consequences. ' The complexity of most events is so great that we cannot deduce any theoretical probabilities of occurrence- simply by analysis of. a conceptual model. We are -forced to wait until a large enough sample has been studied, . or enough . collective experience accumulated before an. after-the-fact empiri cal probability can be assigned. WRat is often not realized is that, even though the probability of any single occurrence of a given event may be very small, with enough If we want to. describe an event fully, repetition the chance that it may happen at we also have to locate it- in both'space and least once within some given period of time. The Golden Gate Bridge in 1968 is time approaches certainty. To illustrate this not the same.as the Golden. Gate Bridge point, consider the probability that at least in 1958; nor is John Doe driving to work one head will' turn up on repeated, fair on Monday morning after a big weekend tosses of an unbiased coin (or on one toss the same as the John Doe that left for of a number.of coins). We can show the home on Friday aftpmoon. When and where possible outcomes by listing, in order the are as important as what. It is also neces outcome for the first- toss (or coin), the sary to recognize that every event has asso outcome for the second toss (or coin) and so ciated with it a certain probability that it on. - '' will occur within some particular time span. The net probability of the individual proba There are two possible outcomes for. a single toss of ope coin.- heads (H) or tails bilities in a sequence of hazardous events (T). For two tosses of the coin (or one represents the risk of failure. We are un toss of two coins), there are four possible doubtedly in agreement that we cannot outcomes: HH, HT, TH, TT; the probabil reasonably expect a' zeVo probability' of ity of each permutation is $4 x J4 = failure. The concept of absolute safety is -There are three permutations containing at thus not very useful, and we will do better least one head, so the probability of turning 1969 National Safety Congress up at least one head in two tosses is Ji. For in combination, they have some probability three tosses the probability of each permur of resulting in an undesired outcome within tation (Le, HHH/HHT, HTH, etc.) is z time-period .of concern to us. In other x and the probability of at ' words, we are looking for patterns of events at least one head turning up is since' in the particular context of accident pre at least one head occurs in seven of the vention at some acceptable level of risk. But eight possible outcomes. For eight tosses, the we still, need to select the events of concern probability of turning up at least one head and decide how concerned we should be becomes .255/256 or 0.9961. The duration about them, given the context of the event of interest^ or how often it First, we can narrow our search by direct is repeated, is thus of critical importance. ing . it only to those events (or conditions) In fact, this exercise, in statistics consti which might cause injuiy or harm to people, tutes a demonstration- of Murphy's First damage to or loss of equipment or property, Law: If anything can possibly go wrong, or interruption of . work. If we can. prevent it will. . : those end results at a low probability of Usually, we. do not deal' with coins or occurrence, then we can consider, the activity dice, but are confronted by extremely com to be safe. plex situations with largely unknown out-' Next, we can reduce our search to even comes as well as unknown probabilities of more' manageable proportions by limiting its occurrence. About the best we can do is scope-to some defined boundaries. If we se concentrate, on the relatively few events lect the boundaries so that -the elements'in that,' from experience, we. know we would cluded have some significant relationship to most prefer not" to have happen; it seems one another, then we have bounded a. "sys easier to look for failure than for success. tem." For these-key, undesired outcomes we can, through -test or personal durability, gradually acquire, data on the relative frequency of oc currence. The frequency and severity rates for disabling work injuries fall into this By way of definition, then, we can con- sider a-System to be an orderly arrangement of components of elements which are inter-, related and-which act and interact to per form some specified task or function' in a category. The significance of these relative particular environment and within some frequencies depends On the size of the sam particular time period. We can also treat ple. safety as a measurable attribute of a system, . In- recent . years, a great , deal of effort has gone into determining the reliability of hardware items from.tests and from main tenance and repair data, (Le, relative fre quency of failure, and the outcome or failure provided we use an integrated approach to evaluating all the possible hazard interac tions of the included elements; either-singly or in combination; that is, for our purposes, facilities, equipment, procedures, and people. mode). This effort is now being extended For convenience in analysis, we can sub to the problem of human error, but the divide a system into an assemblage of sub very ' limited information available is - hot systems, and these in turn, into components. immediately applicable to - the industrial An example of a -system is the. one for work-place More useful data should be waking you up in the morning at a specified developed in the next few years. This lack time. The system components (or subsystems of failure rates is not. serious in industry, in this case) consist' of an alarm clock, you, where the primary need is for a more pow and the environment The clock must .be in erful tool for qualitative analysis.. In the good working condition,' but you must per-, design of military weapon systems, failure form the essential operations of. winding, ' rates have been, used successfully as a meas setting the time, and activating the alarm ure of the relative safety of the system; mechanism.. Failure of the alarm system can they .have also been misused by imputing occur if the. clock is affected^by abnormal disproportionate importance to data of mini environmental conditions: heat, moisture, mal statistical significance. dust, corrosion, etc.. Based on the discussion to this point, we However, we -can't be completely arbitrary can broadly consider hazards. to be any in setting the boundaries of a system. .A events we happen to be interested in because, system cannot be understood simply in Industrial Safety Subject Sessions terms of its individual elements or com As an .interacting'subsystem,. man has. ponent parts. Every system has assigned certain general characteristics which must objectives, a mission. If the operation of be taken into account: (a) physical dimen the'system is to "be effective,'if the system sions, (b) capability for data sensing, (c)' is to accomplish its mission, then all of the capability for data processing^ .'(d) capability parts (subsystems and components) must for. motor activity, (e) capability for learn interact in a predictable and measurable ing, '(f) physical-and. psychological needs, manner within, specific performance limits (g) sensitivities to physical environment, . and operational and design constraints. (h) sensitivities to psycho-social environ Nevertheless, the bounding of a system, sub ment, (i) capability for coordinated action,- system, or component depends upon the . and (j) variability within and between indi-' analyst's- point of view. An automobile viduals with respect to all. these character carburetor is a. system to the carburetor istics. .Stress leading to human error can manufacturer; it's.a subsystem to a.designer, occur when man's physical, physiological, of systems which include the accelerator, psychological, or biomechanical limitations fuel pump, etc.;- and a component part for are exceeded. the automobile manufacturer. In an analysis, the definition of a component may thus vary. between, systems and even within a. given system, .depending on what is of interest at the time. This is the value in being free to' invent categories or classifications, as I men tioned before. ' .Man and machine interact, through pro-, cedures, spelled out as functions. Functions' are described in terms of tasks, and tasks in' terms of elements. This convenient sub- ' division provides a basis for determining whether or not tasks are within' human .capabilities; what knowledge, skills, . and There is an important precaution that numbers are required to perform them;, what should be emphasized here. Since the setting . information is needed to carry them out; of boundaries for a system,' subsystem, dr what hazards or risks are involved, and so component is largely a matter of conven on. ience, or jurisdiction, or contract, we must Those variables in the environment which not overlook-the fact that accidents do not may affect the system and its performance respect such boundaries. We must, therefore, must also be taken into account: the weather, be certain to inspect thoroughly the inter- air turbulence, temperature, humidity, pres- ` faces between- system and subsystem, boun . sure, chemical ' composition, time of day, daries so that we do not neglect some pos geography, and many more. The perform sible hazardous interactions of - people, ance of both men and machines can be places, and things to' cause an undesired profoundly influenced by environmental outcome. The safe operation of an electrical variables which exceed their normal limits system, for example, is not of . much use-if .and thus place a stress on the system. turning it on' generates' a radio. frequency, signal which detonates some nearby explo sives. The integration of the individual sys tem analyses' is thus an.essential facet of the hazard recognition process. . The effects of. the interactions of man x machine^, environment on the accom plishment of the system's -mission are cer tainly related' to system reliability. But, it is not always recognized that a mechanically In analyzing any system, three basic ele reliable system is not necessarily a . safe .one. ments must be'considered: (I) the equip ment (or machines).;. (2) the operators; and (3) the environment in which both men-and machines are performing their assigned functions.. All of - these are in continuous, . dynamic interaction with one another within some predetermined limits of variability. If . these limits of variability are exceeded, then the system may be incapable of operating or becoming damaged, it may deteriorate A hand grenade, for example, is a' highly reliable device, but in a man x machine sys tem it is not safe unless the human sub system is well-trained in its use and does in fact use the grenade as he was' trained. Thus, analysis of human failure is as essential as analysis of hardware failure in the systems approach, to -accident prevention. Human errors which can degrade system reliability include: (a) failure to perform too fast, it may perform its mission poorly, all or.part of a task; (b) performance, of or someone may get hurt. the task or step incorrectly; (c) introduction 1969 National Safety Congress of some task/step which should not be per Category III -- Critical: will cause per formed; (d) performance of some task/step sonnel injury or major system damage, or put of sequence; or (e) failure to perform the task/step within the allotted time .period. Any of, these human errors can degrade system safety. It should be emphasized here that the term "men" includes operators and maintenance men, as well as those who man age the system, those who design it, and those who establish the requirements. Since the thrust of hazard analysis is to identify interacting combinations of events within a system,, we will find useful the concept of "set" A set. is any collection of items (events, object's, labels) people, time intervals, numbers, etc.) defined by specifying which items are elements of the set This may be done by stating some rule . by which the elements can be identified, or will require immediate corrective action ' for personnel- or system survival. Category IV -- Catastrophic: will cause death or severe injury to personnel; or system loss." We are now in a position to define a hazard in. terms of interacting events in volving man x machine x environment, probability, undesired outcomes, systems, andsets: Hazard: In a system defined in both, space . and time, a real , or potentialset of identifiable events which, on interaction of the elements of the . set, have some likelihood of gen' erating an undesire'd outcome. by actually putting the elements on display. Undesired Outcome: Injury or harm to For example, we can specify as a set: -{the ' . persons, system functional dam integers which appear - on' the six faces, of age, degradation of system per a die^ or -{1, 2, 3, 4, S, 6^. formance, or contribution to an There still remains the question of just how concerned we ought to be about a set of events we have `identified as hazardous. Obviously, we will .be influenced by the undesired outcome -. in another system. When, an accident has occurred, the'haz ard set has interacted, with an overall probability that hazardous events will occur probability of 1.0, to generate the observed as discussed'before. Since this type of infor undesired outcomes. mation- is generally not available, in industry, In summary, we can visualize an unde for some time to.come we will-have to make sired outcome as the end result of one or educated guesses about the likelihood that ' (usually) more sequential (sometimes par hazardous events will occur, . ' . allel) malfunction events, each with its own ' Besides their probability of occurrence, we are also influenced by the consequences of. hazardous events. Evidently, we will be somewhat more concerned about a one in 100 probability of an inadvertent nuclear event than about an equal probability of being rained out of a picnic, next Sunday. A' convenient qualitative scheme for applying a relative criticality index to undesired out comes is the one. used in weapon systems development: 7 "Conditions such that personnel error, environment, design . characteristics,, pro cedural deficiencies, or subsystem or com ponent failure or malfunction: probability of occurrence, initiated by some kind of stress on a specified system which has previously been in' a state of dynamic equilibrium, (i.e., under control). Event in-' teraction occurs within some finite time, ranging from micro-seconds or less to'many years.- A stress on the system can be any thing which tends to disturb normal (i.e., planned) functioning: excessive pressure,. power, failure, sudden change in pH, corro sion, release of toxic material, a hurricane, pushing the wrong button, etc. If a possible system stress can be antic-, ipated by analysis of a model of a system well in advance of operations, then adequate means of preventing either the stress itself Category I -- Negligible: will not result in personnel injury or system damage. Category II--Marginal: can be counter or its undesired effects can be built into the system. Alternatively, although not as desirable as preventive design, the hazard sequence can be interrupted by taking some acted or controlled, without injury to per appropriate corrective or protective action, sonnel or major system damage. provided there are means both of monitoring 52 Industrial Safety Subject Sessions for' the occurrence of an early malfunction 6. From the foregoing, decide if the sys and of detecting soon enough and reliably tem design is adequate to prevent failure chough. and, if not, what -design changes are re We can thus define a safe (or successful) system as one. in which the likelihood of quired to improve the relative, safety of the' system. occurrence of all identifiable (i.e;, recogni 7. Analyze any system revision as above, zable within the state of the art) undesired and repeat as often as necessary until the outcomes is kept within acceptable limits. optimum design is achieved. What limits are acceptable is a matter for management decision, guided by the best The usual intuitive method of analysis, possible' analysis that can be'performed. discussed at. the beginning of the paper, should not be entirely discounted. It works The success ot failure of a real system very well in many situations, particularly . is. best demonstrated by actually operating. when it is hot. pushed beyond its -limitations. it; unfortunately, this is time consuming, Intuitive analysis seems to be a subcon often impossible or excessively costly. Next' scious mixture of two basic formal methods, best is to perform limited testing of all or inductive and deductive analysis, either or parts of the system, under, controlled con both of which can be used in the.scheme ditions which. simulate actual. operations as outlined above. closely as ingenuity- can' devise; this, too, can be expensive and time consuming. The next The inductive method of analysis involves alternative is analysis of a model of the system confirmed by a few tests. The least a "what happens if" ' approach, in . which one reasons from the particular to the gen desirable method is analysis alone, but it is eral. In terms of the previous: discussion, the only recourse when no testing can be the analyst identifies the possible state - of done;, it has the advantage of least cosh existence of .the system- elements and, se quentially, tries to determine the - possible We can tie all of. the concepts discussed effects of each on the overall system (tm- here into a scheme for effective hazard desired outcome). Job hazard analysis, gross analysis: hazard . analysis, fault hazard analysis, 1. Define the system in space and time, in- failure mode and effect analysis,' arid failure . eluding its objectives; the location of its mode, effect and criticality analysis are all interfaces with'other systems of interest and inductive methods. the analytical limits of resolution within the . The deductive method of analysis involves system (may vary, depending on the ana a "how could this have happened" approach lyst's interests). faihiliar.. to friends of Sherlock Holmes, 2. Specify .the identifiable undesired out reasoning from the general to the particular. comes, . states, or conditions within the The formal process, widely used in the aero defined system. space industry, is called Fault Tree Analysis, 3:-Select the key system-characteristic undesired outcomes that serve as the basis for decision by comparing them with .some ' index of criticality `(e.g., negligible, mar ginal, critical, catastrophic); Record the. results. since the resulting logic diagram somewhat resembles a multi-branched tree. FTA pro vides the only method known for the overall quantification of risk. In terms of the previ ous discussion, the. analyst specifies a state of existence of. the overall -system (unde sired outcome) and tries to identify the 4. Determine the possible modes of Occur system elements that could' contribute to its rence .of the selected undesired outcomes. occurrence. 5. Evaluate the' likelihood, of occurrence There is a growing literature about these ' of the possible modes of occurrence. This.. can be done with logic alone; failure rate data are not needed in most industrial sys formal analytical methods so they will not be discussed here. AH have -their place Each, to a greater or lesser extent, provides a means for overcoming the limitations of tems. An estimate of mission success can irititive analysis by forriializing our, custom- ' even be made on the basis of events being- ary - thinking process. Regardless, of the likely or unlikely to occur. method used, the systems epneept of hazard S3 S ; ,')r*> r 1969 National Safely Congress recognition and analysis makes available to the safety professional today - a powerful tool of proven effectiveness as the baas for informed management decision-making about' the acceptability of risks. References 1. JHL-STD-882, "System Safety Program for Systems and Associated Subsystems, and Equipment: Requirements For" (7-15-69)'. 2. Miller, C. O.; Selected References in Aero- . space System Safety (1968). ADDRESS By GEORGE C. GUENTHER Director, Bureau of Labor Standards, Washington, D.C. Early in September, it was my honor to From the Secretary oh down, today's join the Nixon Administration as Director Department of Labor is committed to im of the Bureau of Labor Standards. This proving the working conditions of our na Bureau develops, and "advances employment tion's employees. You have all heard much and safety , standards and assists states and about. and have discussed previous safety labor-management and civic organizations and health legislation pending in Congress. that are working to improve labor legislation Your managing director, A1 Blackman, testi and administration. The Bureau develops and fied not only on the previous bills but also enforces safety regulations for persons work on the new one before the House - Labor. ing under- Federal supply contracts and in Subcommittee, presently'holding hearings on the shipyard and longshoring industries. the Hill. Under the Fair Labor Standards Act, the Bureau also develops standards which pro hibit the employment of children in poten tially dangerous jobs and attempts to provide job opportunities which- will not be hazardous to the health and well-being of children. I am assuming there is no need to justify the need for more and better occupational safety programs. You know the statistics -- you make 'em or compile 'em. You know as much or . more than anyone else in the nation about how to prevent accidents' and Prior to joining the Bureau, I served as injury. You. know the need and have long Deputy Secretary of the Pennsylvania De- supported efforts to professionalize, the work .partment of Labor and Industry with pri of accident prevention. Indeed, it has been' mary program responsibilities in workmen's one of your primary- -purposes. You know compensation- and occupational safety, fields the present shortage of trained safety engi which are intimately related. neers and other technicians and the urgent As a newcomer to Washington, I have need. to train more. You are trying to do been impressed with a number of things, perhaps the chief of which is the.caliber of 'something about these needs and so-are we -- both in and independent of the bill ' -the, people with whom I have become asso You are certainly entitled to high com- : ciated. In the Bureau of Labor Standards mendation for sponsoring the .creation of itself; I count myself extremely fortunate an independent Board of Certified Safety to be able to call on the. services of a broad Professionals, which is about ready to ac range of experts. cept applications. There is a need, for some Secretary of Labor George P. Shultz has a distinguished background ranging from a teaching career on the campus in industrial relations across the broad gamut to the cold way to identify individuals from various special professions who 'meet an established set of criteria reflecting high standards qf professional competence. hard -world of labor, arbitration. Prior to ' Not only do we need to certify profes- ' becoming Secretary-of Labor, he served as sionals. presently competent, we also need Senior Staff Economist for the President's and have been thinking about improved Council of Economic Advisors. .He has training facilities for. a growing variety of served three Presidents and three Secretaries people associated with safety both in govern of Labor in a variety of capacities; _ ment and in the private -sector -- safety 54 : ' Industrial Safety Subject Sessions engineers, -fire prevention engineers, indus sulfation and coordination, were not only trial hygienists, health physicists, the sub- there, they were endless. So we believe that . professions of technical assistants, and the Congressman Steiger can no longer fault us` whole range of safety managers, supervisors, for failure.to consult interested parties on and foremen. ''...- the. Administration's current bill. I'should like to find a way to lead or lure - The-major objections of last year's.mi more colleges and universities to enlarge ' nority have mainly been met in this bill. . and enhance safety and health" education Instead'of continuing the Secretary's power and training looking toward, a, degree. We to be cop, 'judge, jury, and prosecutor, his . are, in fact, now considering a proposal to former standards-setting powers are lodged set up an independent'training .institute. . in a National Occupational Safety and In any event, the heed for competent - professionals to safeguard workers in our complex technology must be met by train ing. This the 1969 Occupational Safety and ' Health bill recognizes. In perhaps one, of its ' most important sections, it charges the Sec- .. rotary of Health, Education, and Welfare with responsibility to conduct or contract for ' this type of broad education and training in both the safety and health fields.. Health Board of five Presidentially ap-' pointed.- members, at least'; three of whom . shall have technical qualifications in the field. They are directed to take advantage of existing expertise in the standard-setting field. They shall adopt national consensus standards, where they exist and-give -their sponsors an- opportunity to modify them and advise on the feasibility of developing new ones. Where adequate consensus stand ards are not thus available; the Board may In A1 Blackman's testimony in both 1968 initiate standards-setting through the holding and 1969 he alluded to your concern for of public hearings and obtaining, the views more and better educational criteria and of interested parties. The Secretary of Labor . support for-legislation which could build pro and the Secretary of HEW, should they fessional competence for today as well as . object to any proposed standard, participate " tomorrow. The' 1969 bill gives strong im in the standards-setting process by such petus both to safety professionalism and objection and* the development of alterna education. Its requirements give support, prestige, and importance to the safety pro fession as well as stimulus and challenge tosafety professionals. tives. I'd-like to pause here'a moment and .dis cuss standards-development under present' laws. The Bureau of Labor Standards is Last year Congressman Steiger discussed deeply 'involved in administering standards the minority objections to the Occupational under the Longshore and Harbor Workers Safety and Health bill as then reported out' Act and the Federal, Supply Contract Acts. of the House Education and Labor Com It is in a position, to observe gaps and mittee. Among other' things, he protested weaknesses as well as good standards. In that drafters of the bill originally proposed spection data highlight the need for changes, ' to the. Congress last year had not'consulted updating, and neW standards. We issued a anyone about its provisions before its intro- Status Report on Safety Standards last . duction. Before the present Administration December -which showed 60 per cent of the bill was introduced, not only were previous USASI -- now ANSI--standards were five safety and health bills examined, but the or more years old. The Bureau received views of everyone who addressed the public many requests for this report and the next hearings were carefully reviewed. Then month ANSI called a special meeting to dis other-Federal agencies were consulted; so cuss the report's findings and undertake were national safety organizations like the serious commitments. Quite a lot of action National Safety Council, national standards- was generated and, hopefully, there will De setting groups, doctors, insurance executives, more. ANSI is streamlining its procedures union leaders, plant level safety engineers, and reorganizing its staff. It is at work state officials, members of Congress.' Then updating - the oldest standards and. has the Secretary appointed Ids National Ad ordered a "speed-up" by those groups work visory Committee of 'IS members under the ing on new standards. In fact, only four out ' chairmanship of Governor Howard Pyle, of 69 standards five or more years old have who gave'dedicated and expert counsel. Con- had no action taken on them. All. the rest 55 1969 National Safely Congress are in various stages of review, redraft, ap . sum which it. deems proper to pay such proval, of have been withdrawn. So the costs, damages, and attorney's fees as may few groups making no progress will be be incurred by any party found wrongfully dropped by the end of the year. restrained or enjoined.' While I realize standards development While these new provisions meet the mi and enforcement are not the whole story in nority's objections, we believe,, they have accident prevention, they are in our view, aroused some critics who fear, that restraints pretty fundamental.. I should like, therefore, on .the' Secretary's action are so cumbersome to appeal to ASSE's Standards Committee as to thwart enforcement.. We believe that, representatives to take a more active role first; most employers wanit to obey, the law . in the development of standards. I even. when violations are called to their attention would like to propose that ASSE chapters . and, second, they don't want to get tangled consider sponsoring standards within ANSI . up in administrative. hearings. and ` litigation procedures. After all, your membership em any more than the Government, does.. The braces much of the nation's expertise in the penalty clauses in such, laws ajre inserted to detection and control of work hazards. bring a reluctant minority - along with the ANSI and the Government would like very majority, to protect law-abiding 'employers much to call .upon this expertise to produce who should not suffer unfairly from, corner better standards than can be produced any cutting competitors. On the other hand, other way. penalties for determined'violators are fairly . You have a selfish stake in helping'to develop such standards. If you don't lend your expertise to devise effective safeguards for workers without impairing production, less effective ones may be devised by- others which you may have to comply with. The stiff. But in any case, American juris prudence historically has . sought to assure due process to protect individual- rights `from arbitrary'and' capricious Government action. We have written a great deal of due process into this bill. Government has an obligation to enforce Otherwise, this bill contains many of the safety standards," ah obligation it cannot' other provisions of last year's Committee . ignore even if it must devise less effective Print, because. our drafters found them ones all by itself. It doesn't want to develop good. The very important ehlistment of state . standards unilaterally, since it prefers your resources through Federal -grants-in-aid is. 'help, but,it can. retained. You recall that states could re Enforcement considerations bring us back to the 1969 bill. The Secretary of Labor is responsible for administering the standards, when adopted by the Board. Should he find ceive up to 90 per cent of Federal. funds ; for planning improvement's in their safety and health programs, and. up to 50 per cent for carrying them out. cause to believe, through an inspection, that This provision is consistent with Presi a standard has been violated, he may peti dent Nixon's new Federalism concept of tion the Board to hold a public hearing enhancing and expanding the role of the and to issue ah order enforceable through states in the delivery of governmental serv ' the courts to comply with the standard. ices. We provide just about maximum in Another major, objection of last year's minority report was the authority given Labor Department inspectors to shut down a plant whenever in their view danger of death or other imminent harm might come to employees from continued operation. The current' bill . authorizes the Secretary of . Labor to seek a five-day temporary restrain-. ing order from a Federal court to stop work.- centive for the states to take over; Flexibi lity for state innovation is encouraged. We provide a three-year interval for a state to complete its plan development. Ours is a truly State oriented bill. As Jim Hodgson says, "Nothing would please us more than if three years from now every state had its own approved program administered by its own people." Concurrently, he may then petition the Board In addition to meeting the objections out to hold hearings and continue protection, if lined by Congressman Steiger last year, thp necessary, through obtaining an injunction 1969 bill also focuses on another1 lack from the court In granting either temporary strongly emphasized by ASSE in testimony or permanent relief, the court shall'set a before the Congressional committees, namely 56 Industrial Safety-Subject Sessions lack of comparable, national statistical infor we gave careful attention, to due process. mation oh. work injuries and their causes. Suitable provisions exist for hearings, re The bill requires employers to keep records considerations and iegal appeals. and authorizes the Secretary of Labor to issue regulations for their collection and analysis. ^ , So, the result of our efforts was a bill designed with three objectives. First, to have a-positive impact on the improvement of The bill also recognizes the need for safety and' health in the American work-, research into the many technical problems place; second, to be comprehensive in cover involved in advancing worker ^safety and age and forward-looking in its scope; and health. Safety lends itself. to . finite and . finally, to '' insure . against inequities and 'timely considerations, as Jim Hodgson says. abuses in its' application. We hope we have. It's easier, to get hold of,. so 95 per cent. . achieved these, objectives. We believe we' of the standards cover safety and only five have. per cent cover health. We want to redress the`balance in research but that doesn't mean we. shall neglect safety. Health prob lems tend to be elusive and long range. Per-. haps the minor fraction they represent in standards,, and in statistical data for that matter, arises from our failure to recognize With its introduction ' into Congress our bill has. been launched into the marketplace to compete with many other bills both on and off the safety' and-health subject for public support and Congressional action. The prevailing climate is, I think, favorable. them, our ignorance of their nature and It is sometimes hard to find direction or scope. So the bill gives the Secretary of perspective in these times of massive unrest HEW responsibility again to conduct or con among people -- unrest accompanied by high tract for research in both areas. .In addition aspiration. But one thing seems certain -- to old work hazards we have known since they are prompted in a large measure by a the Bronze Age, modem technology's crea search,- indeed a passion, for improvement in tion of a whole new kind of work environ the quality of American life. This passion ment has brought new health hazards little is largely manifest in terms of concern for understood and. imperfectly or completely human well-being. .. uncontrolled. Such things as high energy .Certainly, compelling human considera sources, beryllium, mutagenic chemicals, pes- . tions exist to prompt our search for im ticides, and many, many others. proved industrial safety and health condi In fact the bill recognizes our present - tions. As', the nation goes forward in search state of ignorance and directs the Secretary' of the better life we should not be sur of HEW to make a report to the President prised if new attention should turn to the and Congress within two years on the nature health and safety of our 80 million'work and prevalence of modem occupational dis force. eases, together with recommendations' for their effective control. It is said that each subject -has its time. We sense a favorable and fair wind blowing The Administration's efforts in drafting a for a new. high level of safety and health regulatory bill could be summarized some-, in the American workplace. In achieving what as follows: first, it believed a set of this goal, we advance another step up. the . affirmative provisions was needed; second; ladder toward improvement- in the quality and of equal need were safeguards -- safe-' of American life. In this historic'year when guards to insure operation and administra Astronaut. Armstrong has taken a giant step tion without abuse or excess. We took care for mankind, lets hope we can take one to builH both into our bill. Extensive pro modest step for the American worker. To vision was made for participation by the this end I commend to you the Administra parties of interest -- formal participation in tion's Occupational Safety and Health Act standards-setting and other features. Next, of 1969. 57 Evaluating Company Safety Programs PLANT PERFORMANCE -- U.S. AND FOREIGN By T. A. KRAKLOW . Director of Safety, Deere & Co.r-Moline, IlL Safety--sicherheit--securite--seguridad-- Accident prevention is anything that in no matter what it has been called in various terferes with the intended efficient flow of countries, it generally , has been the stepchild production.. It matters not whether the acci of the-management family, never quite sure dent occurs to men, machines, or material.; of its proper place. Yet safety, if it so The safety- director performs a service and desires, can1 demonstrate that if can make . must continually develop his talents. His a most significant contribution to business knowledge must grow and keep pace with and 'society by providing sound and inspiring the progress of the world in which he works. leadership that is needed and wanted by He must draft the safety program, but the those who have the responsibility for making staff and line must see it is properly imple- . our economy productive and satisfying. mented.' Yet the . safety program must be - In the past, we could use the old "milk bot tle process,", where you let the milk set, the cream comes to the top, and then you use it Applying this to safety, some of us wait Our programs are. injury observation pro grams; we wait until a series of accidents happen to indicate a trend, then, we do some. thing. These days, we don't separate cream. from the milk--we buy half and half or pure cream. We don't wait to use it This should . apply to safety or accident prevention. We have to arrange or plan. We don't have time workable, reasonable, practical, and adapt able to - different sized. plants within the organization. Its objective is to be under stood as a responsibility assigned to various levels of management Many engineers in staff positions have resisted safety engineer ing requirements as "going too far," "do good," ."uneconomical," "unnecessary," and "impractical" road blocks for getting the real job done. They insist you can't make things foolproof, and' this many times' has influenced the thinking of others. to wait for. results. The new process, does In addition, the safety director is expected a better job in much' less time and gives .to have a good understanding of safety better results. theory and practices and make accident pre In its modem interpretation, safety ex- . tends far beyond personal injury. It must include the broad spectrum of industrial loss prevention. There is a mistaken belief that too often a safety program.is built around ' goggles, hard hats, safety shoes, posters, and prizes. They are important offshoots, but can never substitute for an accident prevention . program. For example, if we talk more about the benefits of a preventive maintenance pro gram, good work order system, equipment . and cost records,- and other helpful adminis trative controls, we'll find ourselves armed with facts that only a muddlehead would dare to dispute. You know what these facts are--much less downtime, buildings and vention evaluations, not inspections. Evalua tion should mean, how well supervision imple ments the factory accident prevention program in a department That performance, in turn, must be evaluated by superiors. '. Management' must recognize they can get just as much accident prevention as they want, but they have to want it. In this sense, manager; works manager, ' division super intendent, or genera] foreman must set up a plan of-action aimed at improved perform-ance in areas. such as reduced scrap, time on -incentive, production, Occident preven tion, etc. The safety director must also furnish some measuring tools such as fre quency, severity, cost.of injuries, etc. equipment in better shape,' higher quality Accident prevention must emphasize re production, less rework--all affecting the sults, not activities. Results should be judged company. Accident prevention will pay big by a reduction in frequency rates, severity dividends in conserved material, manpower rates, number of non-injury accidents, and and money. ' . costs. To accurately evaluate an accident 58 Industrial Safety Subject Sessions prevention program, all of these measuring tools must bemused. In our operations in the United States, Canada, France; Germany, Spain, Argentina, Mexico, and South Africa, the Z16 method of measuring and recording lost-time injuries, is used exclusively as a common denominator. In addition, non-in jury accident costs are gathered and dis tributed as well, as accident cost in per cent . of payroll, accident cost per man-hour worked and, every once in. awhile, accident cost in per cent of productive labor in order to pinpoint a division or department that appears to be out of control as far as acci dent rates are concerned. induction of new employees; employee train ing by supervisor. 6. Accident Investigation and. Report-- accidents (injury, near miss, lost-time, prop erty damage) ; corrective measures; reports; accounting (costs). 7. Accident Prevention Records--form used; routing; analysis. 8. Joint Health, Safety and Sanitation Committee--as specified in contract - 9. Safety Equipment--control over issu ance; control over purchase;.'labeling haz ardous material; required. While we have cheick sheets,- manuals, and Someone may -question, "Why have the a host of other tools for use by the plant, safety director fill out the survey?" Why safety director, too often these are; taken not? He is responsible and accountable for for granted. Because it is- written down and the program at that factory. Any wrong or , available, everybody knows how it is to be erroneous answers will come to the surface done;.but live have had management changes, when the survey is reviewed with top man new staff men, new supervision, new work- agement and, likewise, foot dragging de men; -yes; even new safety men. Good prac partments or staff functions will also be tices are dropped or communications break apparent If the safety director has done his down. Here is where audits can be used to job well--furnished top management people inform management of their shortcomings figures reflecting frequency, severity, and or where improvement can be made. Audit costs (dollars and cents)--the safety audit procedures must be based on a safety pro will bring discrepancies to the top, where gram that is in use, understandable, reason management, men can review and. improve able, practical and adaptable to different upon: things that require management deci sized plants. sions and action to control loss prevention This fourteen-page "Accident Prevention as it'relates to-people, property and products. Program Survey" is sent to. each plant for Safety programs must be based on facts. completion by the person in charge of safety There is no place in.any safety program for and covers pertinent questions : opinions, hunches, or wishes that run counter 1. Accident Prevention Responsibility and to facts. The results of a safety program Participation--process and tool engineering; are humane, but optimum results are ob-. new machinery and processes; employee tained only if a factual approach is taken. safety;.executive safety committee; accident This approach requires sound procedures investigation routing; manuals and forms; directed toward basic factors. rates and costs compiled. It's true management may raise questions 2. Factory Inspections--unsafe acts and or objections to the. safety directors, but in conditions; who is responsible for correction; most cases, if facts are presented, manage routing. ment is questioning the program or method, 3. Factory Safety Director's Activities-- not the principle, and, there is a big differ per cent of time on safety activities-(train ence. It would be unjust to accuse them of ing, indoctrination,' production and staff meetings, accident facts, protective equip lack of interest A. few years ago in' my own community, the plant manager of a ment) 4.. Physical Qualifications of Employee-- pre-employment tests; re-examination; job fairly large' company -was asked to give a talk to our local safety association on safety as it pertains to guarding of machinery. His opening remark was a classic and certainly .class and physical requirements. did not speak well for the safety activities 5. Accident Prevention Training--produc . in his particular establishment He said, "I tion and staff training (who'conducts sub have spent more time learning about safety ject)-; special training; supervisory training; and accidents since I accepted this speaking 1969 National'Safety Congress assignment, than. I have in the past Maybe abhorrence of waste and its affect on profits. it's necessary that I make more safety We make profit by. eliminating'or minimiz speeches.in order to arouse my interest." ing. waste. It matters little if the waste is Analyse the. remark carefully. Management in equipment,- materials, interference with must be kept informed if they are to carry human effort, or damage to human bodies. out accident prevention programs. From his Of course,, there are more than profits in remarks, I drew the conclusion that he had volved. People are involved, and there is a not been kept informed in the benefits that sense of public responsibility. When you could be derived from an active program. ' get right down to it, only an. informed top . It is fair to believe that the motivating management can give safety all the attention force toward greater safety is management. it rates. A SURVEY TEAM'S EVALUATION By DONALD G. WINDSOR Mgr., Engineering Section, Safety & Fire Protection Div., E. I. duPont de Nemours & Co., Iho, Wilmington, Del. .One method Du Pont uses to evaluate the job and prepares monthly statistical ..safety is the field group,, which we call our reports on' safety performance. The group Survey Unit, that conducts annual audits. also confirms eligibility in our company To place the group in the Du Pont organ no-injury award plan. ization, we should know, that E. I. du Pont de Nemours & Co., Inc., has its corporate headquarters in Wilmington, Delaware* where we started in .1802. We are about 108,000 strong in the U. -S.. with 92 plants and 42 laboratories scattered throughout 30 of the SO states.. The 'Du Pont Company is divided into 26 departments, 12 of which may be called industrial 'or production de partments and the remainder staff-or sup 3. Insurance. Basically, the Du Pont Company is self-insured. The Insurance Section administers our self-insurance plans covering property damage and occupational disabilities. It advises generally on all-mat ters of insurance in the casualty and prop erty fields and negotiates for and places insurance with outside companies when nee-' essary. The files and statistics for appro priate reporting to management on property port departments. damage and casualty loss experience are The Safety and Fire Protection Division .- maintained. here. is a part of the Employee Relations De .. 4. Engineering. This section, for which partment. We feel that safety is, indeed, a I am responsible, encompasses two groups-- facet of good employee relations. With our the consulting engineers and the survey present organization, we are more able to unit Our consultants, four in number, are take . an objective viewpoint than if we assigned, specific departments, and work pri were a part of a "doing" or line department marily with our Engineering Department Our division, a relatively small group of advising on new construction and- alterations about 30 people, is the corporate safety to existing facilities. The second group, the. advisory body and is divided into four sec Survey Unit, is the field.group which con-, tions: ducts inspections, or surveys as we call 1. Promotional. This section provides in them, at all units both in the U. S. and at formation ' and furnishes ideas that Will our foreign subsidiaries. This group of engi assist company units in'tlieir promotion of neers is one of the primary means we have safety and. fire protection. Our promotional to keep our fingers on the pulse of safety engineer edits various bulletins and publi throughout the company. cations and' guides selection of ' visual aids The Survey Unit currently consists of a which are loaned to company units. supervisor and ten engineers. Each engineer . 2. Statistics and Reports. This unit main has at least a four-year technical degree. De tains records on injuries both on and off grees in physics, chemical engineering. 60 ' '  Industrial Safety Subject Sessions mechanical engineering, safety and fire pro- property damage experience from the Insiirtection engineering, industrial engineering, arice Section. electrical engineering, and avil engineering Reviewing all of this information better are represented. Most of our . engineers equips the engineer to appraise the safety come from Du Pont plants or. labs.. program and its accomplishments and short- The major responsibilities of the Survey coinings. If the engineer who conducted Unit in connection with their annual surveys ti*e previous survey . is in the office,. he is are' to recommend improvements in the consulted concerning his evaluation of; the safety and fire protection facilities and pro- plant's posture on safety and fire protection. grains and to make the necessary followup : Throughout these. preliminaries, the sur to effect compliance for proper action on vey engineer is .encouraged, to avoid pre these recommendations. They are, in effect; judging the unit. This may be difficult, providing an underwriting service for. our but experience indicates that first-hand assets; . including employees and physical on the site observations are the most val property. These men are safety and fire uable toward, obtaining a meaningful objec protection engineers. It's difficult to say tive assessment of safety. exactly where fire protection leaves off and safety begins, or visa versa. The. two are ' so closely interrelated that we prefer not to try to separate them. Our.'' engineer is representing a staff or ganization functioning in an advisory capac ity. He is' a salesman with a rather sub jective product to sell; that is, safety. He The surveys performed by these men are sells safety through his recommendations. of two types--one termed "regular"' and The plant is not compelled to accept his the other "interim." These are performed recommendations, and he, therefore, must be alternately; that is, a regular survey one as objective as possible in presenting them. year, and an interim the next. A regular The engineer can make a better survey if survey covers all facets of safety and'fire both he and the plant fully understand-this protection while an interim survey concen relationship. The survey effectiveness and trates on one or two specific problem areas. the acceptance of our recommendations The average length of a survey varies with hinge, to a large extent, on the attitude the size and complexity of the unit- bring with which the. survey engineer approaches visited.. Generally speaking, a regular survey plant personnel and plant problems'. would take from two to four man-weeks, Following our engineer to the plant, his while an interim survey would take some first morning is taken up with planning. what less than that On the larger plants, Early in. the day, he meets with the man we send two or three engineers, who divide ager and reviews tentative survey plans. . the work. He solicits comments from Kim regarding First step in a typical, regular survey is any special problems to which management office preparation. In the case of a plant audit, the engineer notifies the plant man may wish attention directed. Working with the plant safety .and fire protection super ager by letter about two weeks prior to the survey of his intention to visit the. visor, or whoever has- been assigned to coordinate the visit, plans are made for. plant. A copy of the letter- is sent to the the survey. If the engineer is not. familiar production manager- in' Wilmington, which with the plant layout, a high spot tour, gives him the opportunity to contact us is made. prior to the visit Our 'consultant assigned Generally, an engineer will schedule test- to the plant -discusses new or planned .ing of outside fire protection facilities early changes and special problems or concerns in his visit. If these activities are postponed- which may have come to his attention. The until the last few days, it inevitably' rains. plant file is reviewed, which includes cor We test and inspect fire pumps, sprinkler respondence' our division has had with the -systems, fire alarm systems, fire hydrants plant since the last survey, the last several and associated, equipment, sectional control survey reports, descriptions of unusual inci valves, underground fire mains, (including dents, and long-range plans of the site. The `hydrostatic tests, water flow, and coefficient injury' experience for. the location is ob of roughness calculations), fife brigade re tained from our Statistical Section and sponse and training, ' and foam, "Freon," 61 1969 National Safely Congress and other special protection systems. It is Following each, survey a report is issued not the intent that the plants rely on our . which evaluates the current safety and fire ; organization for periodic testing; we are protection conditions and - advises : of ira- . sampling1 to insure good maintenance and provements . 'deemed . /advisable; Specific adequacy of facilities and the ability of recommendations are . not included in the employees to use them. report as they are left at the plant The Let's pick up our. engineer, now about to visit a production area. He meets with those in charge and reviews the process, checking each , step' carefully and ascertaining'the report is not an outline of facilities or pro grams but conveys; otir' opinions arid the reasons. for them. It is organized into 10 general. topics: . status of the plant's process hazards review. l. Safety organization'and administration, We feel this is very important and request . Here we .evaluate the central safety organi that each. plant have a committee which zation, the subcommittees and special com- conducts annual process reviews in detail. : .-.mittees, area staff organizations, and the safety and fire protection group. Accompanied by a member , of operating supervision and generally a representative of the safety office, our engineer'then tours all of the plant including tank farms, loading spots, warehouses, etc. When possible, the process flow is followed. We include such 2, Safety, program aid activities: This describes and evaluates the overall program and the individual area programs. Here we .evaluate -such things as safety raeetings, publicity, and special, promotional activities. - things as exits, floor loads, fire cut-offs, 3. Environmental safety. This includes our electrical facilities, pressure reliefs, ventila opinion'of building arrangements, exit faci tion,' elevators, materials handling equip lities, lighting, ventilation, machine guard ment, guarding, eta Procedures stich as ing, housekeeping and orderliness, arid gen emergency shutdown, . operating practices eral ihaintenance.. This is'the more physical and safety rules are reviewed with employees, side of safety. to determine 'their knowledge and whether 4. Rules and procedures. How adequate are . good practices are being followed. Much at general and area. rules' and operating pro tention is directed to the people facet--how cedures? Are the personal protective equip are they going about their activities, are ment requirements satisfactory? Statements they wearing the proper protective equip - regarding the . adequacy of tiie plant safety ment, are they following the prescribed manual and employee safely kriowledge are procedures. Throughout the survey, the engi included here. neer keeps alert for some of the more sub jective items such as management participa tion in safety,' the safety organization, 'com munications, publicity, supervisory accep tance of safety responsibility, and employee attitudes and work habits. 5. Employee work' practices. This is a very important section and includes an evaluation of the' degree of compliance .with rules, procedures, and similar requirements. 1116 application of good safety judgment and the effectiveness of supervisiori in -controlling The engineer submits his' recommenda vwork practices. tions daily. These are generally reproduced 6. Process hazards.- A description of ma and passed to the staff in the various areas; jor process hazards and an evaluation of the At. the conclusion of the survey, a meeting adequacy of control and protection of the is arranged to summarize for the manager plant's hazards review program are-included and his staff the results of the survey in a here. logical, '.concise and hopefully, convincing 7. Equipment inspections and tests. What manner. have our field observations revealed about Upon returning to the Wilmington office, the engineer again reviews his findings with the production manager to whom the plant manager reports. Production management have requested'these visits and it is another the programs,' procedures, records, and .execution of equipment inspections and tests? This involves a great array of equip ment all the way from sprinkler systems to lift, trucks, pressure relief valves, rupture discs, portable electrical equipment, and indication of the sincere interest top man emergency apparatus such as breathing agement in our company takes in .safety. equipment and fire extinguishers. 62 Industrial Safety Subject Sessions 6. Fire and explosion control. This Is an a regular survey,. Meetings are- held with evaluation ofv facilities and -: arrangements ' management for evaluation, purposes but the. such as sprinklers, fire walls, separations, report that is written following the engi barricades. .We. include . here. unsafe prac neer's return does not... evaluate the total tices' arid employee's knowledge with respect. safety .and fire protection picture. to fire and explosion safety. -.> Each- engineer is assigned the responsi 9. Fire protection facilities. This outlines bility of - following, up on his reports and our. opinion of the water supplies, .fire pro-, recommendations. As we are not in fine tection water distribution system, fire hri> organization, we function in an advisory gades, mobile equipment, and' major . fire capacity and; have' no authority for enforc protection facilities common to all areas. . ing .recommendations. The engineer must 10. Emergency preparedness. We ask each site to have .a disaster, plan arid .a disaster, control training program,, including periodic drills, Here, we comment, on the adequacy, of. these preparations. sell his suggestions on their own merit . Even in this environment, the. last check revealed over 99 per cent of' the recom mendations made were accepted and carried to'-completion. Under: each of .these topics, we include general comments on corrective' measures if there is a peed to'-correct basic weaknesses. ^s revealed by our survey. In:evaluating safety in the field, we are constantly looking for other ways to im prove. We have established near-term goals for both on and off the job performance, and we're quite dissatisfied with current On the. interim surveys the engineer has . performance. While-our experience is .gen the prerogative of selecting one or :perhaps . erally more favorable than the average in two facets of safety or fire protection and industry, our management has clearly.let it delving into these in detail. The area'to be be understood that until we are able to op investigated on the interim survey is. gen erate our company without serious injuries erally based on his office preview. The sur they will not be satisfied' with our safety, vey procedure is very much the same as for posture. MAKING A PERFORMANCE AUDIT By C. E. WILSON Safety Engineer, Bethlehem Steel Corporation, Bethlehem, Pa. Before examining - the mechanics Of mak . do in relation to the basic techniques of acci ing a safety performance audit, and in order dent prevention. Once such activities, are that you will have a better understanding established, they become the responsibilities of the logic for making such audits, let us of'the various levels. To audit means-to- take a look at the subject of responsibility.- examine closely and verify, and .although it Every person in a company which is striving, is best known.from its use in accounting, to reduce accidents has a responsibility to any activity for which specific. procedures prevent accidents.' This is true from the top have been established can be audited. Con official to the lowest paid employee. The sequently, a safety program whidi assigns measure of the accident experience is really specific responsibilities to various levels , of admeasure of how well a group accepts and supervision and which' includes known activ carries out its responsibilities. A prerequi ities which supervision must perform in site to this, of course, is the identification of order to carry out their responsibilities can these responsibilities. be audited. However,, if a. safety program The activities.'of the various levels of man does not assign responsibilities and specific agement and workers must be established. activities, it is doubtful' it can be audited; Such activities must be based on the'.prin- In fact,. it is questionable if it is a safety dple.that each level does what it can best program unless it does assign specific re `i / ft 1969 National Safety Congress sponsibilities and activities. My subject to ' Another accident. prevention tool is. in day ;t the safety program audit procedure spection by. supervisors of tools, equipment of Bethlehem Steel Corporation. and the entire' physical environment in which One'might first* ask . why audit a safety men work. This is essential' because these program; don't injury frequency and sever things: change. The need for repairs or re ity. rates, tell all we need to know about placements must be determined before, the accident prevention progress? These rates equipment or work environment becomes are, however, often erratic in movement, and, unsafe. ' even if not erratic, do not tell us specifically How effectively and adequately these are what accident prevention tools are riot being done-. will determine how successful the used as they were designed to be used.' safety program is in eliminating accidents. Auditing 'provides a method for a detailed In summary, the accident, prevention tools examination of the way accident prevention .related to the worker side of the job result tools are being , used. . . in four things, which are: .' . ' In order to provide a clearer understand-* ,ing of our audit procedure operation and objectives, a short review of the accident, (1) a determination to do jobs. of the correct way prevention .tools in Bethlehem's program is (2) education of employees on the cor necessary.- The principal tools are accident rect way. investigation, job safety analysis, job safety .. (3) observation of employees to. determine training,-planned safety observations, correc- if they are doing the jobs correctly. ' tive. procedures and. physical inspections. Accident investigation has a dual purpose-: first, to determine the causes of an accident, (4)commendation, or correction of em ployees. (both man and environment) in order that The. same four results are necessary for action can be taken to eliminate the causes the supervisory jobs. Accident prevention and thus avoid a repetition of that accident;' responsibilities and the correct use of the and second, to provide cumulative data so - accident prevention tools available to- him that accident factors which are repetitive must, be .determined for each level of can be identified and eliminated. Cumulative supervision. Each supervisor must then be data also identify the jobs or tasks (as dif taught' his responsibilities and correct use ferentiated from occupations or positions) of the tools. He must be observed , to deter which produce the largest number of in mine if he is carrying out his responsibilities juries. This, in turn, identifies the priority and rising his tools correctly, and the ob- areas for the rest of the accident prevention ; servation should be followed^by either com tools. mendation or correction.y' A job safety analysis sets out in writing Bethlehem, aftggjdctermining what the re- the'steps of a job, the hazards'of each step ' sponsibiKtie5'~ofeach level of supervision and how to do the job so as to avoid these would be and how the accident prevention hazards. It describes the safe way to do the tools were to', be used, initiated a formal job. Job safety analyses, along with safety safety training course in the fall of 1962. rules, are material for job safety training. This'training was designed, to provide uni Job safety training is accomplished through form instruction on supervisory. safety re both group meetings and, planned personal sponsibilities and activities to all Bethlehem contacts/ We particularly, emphasize training supervisors. During the two-year instruc through planned personal contacts, that is, tion period, and for some months thereafter, person-to-person instruction from supervisor there was a marked and steady decline in to worker. Bethlehem's disabling injury frequency. After men have been instructed in how to do their jobs, they are then periodically ob- Then, however, and surprisingly, the. injury experience started to trend upward. . served doing their various jobs to determine It was. essential, of course, totfind out why, if they are doing them as they have- been and we decided that we needed to know instructed. If they are, they are commended. whether . and how the accident prevention If they are not,'they are corrected, which tools were being used and to change their is usually done through reinstruction on how use where necessary. After a period of to do the .job safely. . . study a procedure was developed designed Industrial Safely Subject Sessions to examine and determine the extent and . method of application of the tools. In other words, it was the development'of the obser vation step. .The procedure was based on the. use of check sheet forms,, and it was decided to refer to. the procedure as an audit. In November, 1965, the first audit was' made and the audits have continued since then. The time required to' audit a department varies from a few days to a full week, de pending on the size of the department The audit team convenes the evening before the audit is to start, at which time the repre sentative from-the home office orients the other .members of the team on the purpose of the audit and the procedures which are to be followed. Our first objective for study was ourlarge On the morning of the first day the audit ; steel. .plants .with many departments and team meets first with the general manager' Iargg,. numbers of employees. We decided of the operation and then with the super that auditing there would be on a depart intendent of the department to be audited. mental basis rather than plant-wide. The At that time the purpose of the audit is reason was that to audit an entire plant of the ' explained, which is.: to assist the plant and size involved would require an enormous department to determine weaknesses that . amount of time and personnel and that a rriay exist in the safety program. It is not total plant audit was riot necessary. Our on a witch hunt The procedures are also judgment was that whatever we found in a reviewed and any special arrangements re department selected for audit would be rep quired are also discussed. resentative of, and a-guide, to, the manner Following the meetings with the manager in which the safety program was being and department superintendent, the audit followed in other departments. > team familiarizes itself with the departmen Departments are selected for audit after tal organization and reviews the departmen a review of the frequency rates of all' de tal organization chart Among other items partments in that plant. The. department of interest, the team learns which super with the highest frequency-is it. For this visors might have an unusually large number, purpose we use our serious injury index of men to supervise.. The team at this time frequency rather than disabling injury for also familiarizes itself with the accident- the reason that serious injury index is more problem areas, in the department' by analyz indicative . of safety performance; As .the ing-a sufficient number of accident reports program was extended to include all types to determine which jobs or tasks are pro- of operations, it was determined that in' during the highest number of injuries, and smaller operations, the entire operation can to .determine the most, frequent accident be audited. However, since the audit'team types and accident causes for those jobs..' organization varies with the scope of the The team also studies, the length of experi audit, I shall describe the one we follow at ence of those injured on the positions 'to our steel plants on a departmental basis. determine if the lack of training and orienta Each audit team includes, two operating tion of employees .is one of the problems. department heads or assistant department : Using the check sheets, the use of each heads from two operations other than the. of. the accident prevention tools is then operation at which the department to be studied from both a quantitative and quali audited is located, one safety engineer from ' tative viewpoint, that is, to determine not each of the same two operations that sup only, that the tools are bring used-as fre plied the operating personnel for the team, quently as the program requires, but also and one representative of the compensation and safety division, industrial and. public that they are. being .used in the mariner required. Fotu'jcheck sheets were developed . relations department, from the home office.. for this purpose. Each deals with one of the Wherever possible, the two department heads accident .prevention activities or tools and, or assistants are have the same Or from departments which' similar production activity of course, is designed for use with Bethlehem's safety program. Corisequently, they as-that of the department to be audited. For are not shown here because they would not example, if a Blast Furnace Department is be applicable to others' programs. to be audited, the operating personnel come To secure the' information needed to. com from Blast Furnace Departments in the other plete the check sheets requires the. audit plants. team not only to study the safety activity 65 1969 National Safety Congress . records' of the department but also to Inter safety^ observations, that-is*-.the observation view hourly-rated employees and all levels of men at work to' determine if they are' of Ysupervisiairof- the department When all doing the job;according to safe job proce- check sheets are completed, the audit team ' dates. They also determine from the record has a good picture of how each tool is being of planned safety observations whether used and whether correctly or incorrectly, supervisors arerecognizingthe need for v The. check sheets for auditing accident. investigation establish the information by which to determine whether every accident is being investigate,' whether the investiga ritobservatioh where men axe; not working in accordance with, safe procedures and, if tliey are recognizing the need, whether they are making reobservations promptly. tion; is complete .in all required details, The audit team also makes.their own job whether the accident description is dear and observations using selected job safety analy-. complete^ whether all causes--both man and ses, observing jobs being 'performed arid environmental^-are being recognized and re determining if the jobs are being worked ported, and whether proper actions are being as prescribed by tha job safety analyses. taken to eliminate the causes. .Fran discussions with employees, this also The check sheets on Job Safety Analysis permit the audit team to determine whether job . safety analyses- were, in existence for . gives , the team an opportunity to determine the general level of knowledge of how to avoid the' hazards; the. jobs on 'whichemployees' were. injured With respect to inspections of the. work prior to the injury. If a high proportion ' environment; each first-line, supervisor should of injuries occurred , on. jobs on which safe . have and use an inspection'checklist for his jobprocedures had not . been developed .area of responsibility. The'checklist should.' 'through analysis, it indicates a weakness in be specific to the environment The audit the program in that- an inadequate number team determines whether or not each super of jobs have been analyzed: Using the chedc' visor has such an inspection checklist and, sheets, the team also determines the quality if he does, whether the lists are adequate, of the job safety analyses that have been arid whether an adequate procedure for cor prepared. By reviewing a representative rection of reported unsafe conditions is in sample of job safety analyses, the team effect Where any of these are lacking, it is determines whether these meet all the re an item.which requires correction. -' quirements for a good J.S.A. The. team also determines how the. analyses are used, that is, whether they are used for employee train ing and job planning as our program con templates. The audit team makes a physical inspec tion of the department and notes any unsafe conditions, unsafe practices and.poor house-, keeping for inclusion in the. final report of . the audit The check sheet for job safety training reveals the frequency of personal contacts and group meetings by: studying the indi vidual employee records maintained in' the department These records should show the dates of every employee's planned personal contacts as well-as the subjects on which he was contacted. The quality of the job safety training is then checked by interview ing a number of employees selected at ran dom to determine if they recall a recent personal contact, and, if they do, how much knowledge they have retained of the subject matter of the contact. . Although most of the audit is concerned with the accident prevention activities of the first-line supervisors in the department, the audit procedure is designed to also deter mine whether higher departmental supervi rion, such as general foremen, assistant superintendents, and the superintendent are carrying out their responsibilities in the acci dent prevention program. Since their re sponsibilities are also spei!?d out specifically, it is relatively easy to determine if they are being carried out In general,, the activities of higher supervision are in directing. guiding and controlling the accident' prevention A fourth check sheet determines the ade activities of the first-line supervisors. quacy of the planned safety observation pro After the audit team has collected all the gram, and the inspection programl. From available information concerning the func this check sheet .the audit team determines' tioning of the safety program in the depart- whether supervisors are conducting planned ment being audited, a written report is pre- 66 Industrial Safety Subject, Sessions - pared and completed before the group leaves When any new procedure or program fa -.- the operation. This report, in . sequence; -lists begun, there is always a question whether the ` findings aid recommendations of the: it is or will be effective. Auditing has befcn .audit , team for each of the safety program effective for Bethlehem. There is a very, tools- and includes the unsafe acts and con . noticeable improvement..in the proper .use of ditions observed by the audit team. accident prevention tools in departments No attempt is made by'the audit team to audited today hi comparison with departments assign numerical grades; to their evaluation audited at the beginning- of the program. of the departments program It is' simply There has also been a marked decrease in a. statement as to whether or not each tool the frequency of disabling injuries. As I is being used properly. When the audit. mentioned earlier, auditing was. started as team's report is completed, it is reviewed the result of an unexpected rise in `disabling and discussed with the head of the depart injury frequency. From the beginning of the ment which was audited and any rof his audit' - program, however, there has been a. staff whom he may desire to have in attend- consistent decline in disabling injury fro- !ance.'Thereafter, the audit team and the quency. In fact, Bethlehem's corporate dis department head meet with . the manager of abling injury frequency', reached,record lows.' the operation,; together with members of his . during the years 1066, 1967 and 1969 to date. tstaff, to discuss their- findings and recom Any angle activity cannot be given credit mendations. . for this improvement, but certainly perform 1 The audit, team's job is then .completed ance audits have been a major factor in the ....... and action on their, recommendations is for . reductions. ' the decision of the manager,and department -1 head; The result of the audit is not reported . An unexpected, but welcome, by-product to anyone other than' plant personnel. of the program has been the education and In addition to auditing by corporate audit motivation of the operating people, on .the teams; two other types of audits- are in use. audit teams. They have learned a grea^ deal These we call internal audits. In one, the' about the proper method of use'of the tools. manager of an operation names an audit They have learned more about accident in team consisting of operating and safety per vestigation, job safety analysis and employee, sonnel from his operation to audit a depart training.' The opportunity, to spend one week ment in" the operation. In-tile other type, a department head selects an. audit, team from his supervisors to audit a section of his . on safety is inspiration. in itself an education and. an ; department After a week of searching for weaknesses ! The mechanics of auditing are the same in other , people's accident prevention effort^ 1for each.type of audit These types audits- they see how their own programs can be' can be used even by angle operation com improved and return to their own plant with panies. ideas for improvement Back Injuries LOW BACK INJURIES IN INDUSTRY Medical Center, Denver, Colo. Asst Clinical Prof, of Preventive Medicine, University of Colorado : General Medical Dir., Mountain States Telephone and Telegraph Co.: By MARCUS B. BOND, M.D. Injuries to the low back take their place : among the problems, of businessmen along f : with troubles in. production,. sales, main- Ci tenancy safety, labor relations, etc. I state it this way because all businessmen have .. had some , experience with employees, who develop low back pain which becomes arer fe-, sponsibility of the employer.. This is true throughout the United States and Canada' V; . because- workmen's; compensation: laws provide that an 4employee who gets an injury in the course of his employment must.be pro vided with medical care and also with disability payments if he is unable to work because of the injury.' Low back injuries are not the only injuries,\.r causing problems. Hand and foot injuries and cuts and bruises are more common in those cases where the employer has a re sponsibility. But low back problems result in far more trouble, for the employee and em ployer' than any other, injuries. It is the purpose of this discussion to examine and evaluate this fact---.to review what we know , and don't know about low backs -- so' that all involved- in these cases can-at least be lieve we are . doing as well as possible in handling individual cases.' of employees doing heavy work.came.to.the medical department because, of low- back pain. Many of these were not compensation cases, but.it gives a clue to a fact known by many doctors, especially orthopedists and industrial' physicians: 'that' low back pain' is a frequent complaint in all people. We also know that fundamentally-this is because the back is "engineered" for four legged animals, and that man, when he- assumes' an ' upright posture on two legs, must extend tire back about 90 degrees at the lumbosacral junction. This`is where most of man's back problems occur. This knowledge is of little solace, however, since it is not likely that man will'start walking on all fours again.. Low back pain in any employee is of con cern to an employer, but it is -a respon sibility only if the circumstances cause .it to be a compensation case. Back pain may begin at any time. In Rowe's study of 500 cases, only. 15 per cent said their backache was caused by an-injuiy, and an additional 20 per cent believed there might have been a relationship between their backache and some unaccustomed activity. But two-thirdsof, his cases could not relate the onset of their back pain to any activity. If low-back injuries are so common, we should.be able to calculate how frequently these occur. Figures from New York and . Illinois a few years ago1 indicate that about two per cent of all employees will have a compensable back-injury every year. From these figures' it could be speculated that over a twenty-year period- nearly half of all em ployees will have a back injury at work. We know this is not usually true, and the explanation is that many of- the cases are recurrent injuries in the same person. The word recurrent is a key word. Sometimes- back pain will -first occur in an individual following some week-end activity at home. After experiencing the pain, the patient will learn that if he is careful and not very active, the pain isn't too bad. When he comes to work, though, and attempts more active bending, lifting; and twisting, the back pain recurs and from this mo ment thereafter the back trouble is a respon sibility of the employer. From a medical standpoint, this seems to be unjust, blit per haps it is not from a sociologic and legal, viewpoint Rowe, an orthopedist has reported* that, In a study conducted by Hirsch8 in Sweat the Kodak Park Works in Rochester, den on women of ages 15 to 71 years there New York, over a ten-year perio,d, 35 per was an increasing number with, increasing cent of sedentary workers and 47 per cent ' age who said they had had backache severe 68 BSiiPiRli 5S??S PS HI M Industrial Safety Subject Sessions enough.to interfere with activities or require 30's, unskilled, with jobs.that are physically medical treatment... However, after the-age .'heavy, they are poorly educated and often. ..".of..-54, there was ho further increase in the, have IQ's'below normal. In this, group there per cent who had suffered backache. -But are many who have evidence, of poor ad 70 per cent of: those at age 54 admitted to justment to life circumstances -- they have . -prior back trouble at-some time in 'their morb . than "usual difficulty coping with life. At the time of the' study, all women family arid other, interpersonal problems; arid were carrying on normal activities. with financial problems. A final, extremely As I interpret these various' reports of important circumstance in. this group is that - other' doctors;.arid in the light of my own experiences,' low back pain- is a very common, light' or modified work is usually not. avails able to; them during convalescence. In some . complaint in persons from, all walks of life. . instances these workers lack education and . Also, it . usually begins during ages 30-40, training that would permit temporary assign and recurs in episodes that last only one-two . ment to other jobs, but frequently the em . weeks. Episodes of back pain Occur in these ployer makes little effort to find suitable persons every few to several months and be temporary work. tween episodes there are usually; no symp In contrast, those employees injured on the toms at all. Probably half of the recurrent . job but who have little or no lost time-'from episodes' are precipitated by- some unaccus work are more apt .to be skilled or clerical tomed activily or accident and rib-put half workers, with better education rind ability begin -during simple acts such as tying a to cope with life's problems. Also, persons shoe, getting out of a car, bending over a in this group 'are able to be given light or sink, eta - --. - modified work of temporary or even per- ' From the above it follows that most cases of low back pain are not serious and recovery will occur with almost any treat ment or even none at alb During "the `pain ful period it-is necessary, to avoid strenuous activity. Here is a key to explaining many of our problem compensation cases which are the responsibility of the employer. manent nature, or the.nature of their work is such that it can be done without exces sive stress on the back. It should be men tioned that of these two.groups, evaluation by physicians do riot reveal differences in .the severity of the injuries when first ex amined, based on. history, physical exami nation, and X-ray. It is just that the first group do not respond as well to the same In an analysis' of 12,000 compensation .low. treatment under the circumstances of on the back cases in Ontario,* more than 80 per job injuries. cent were back at', work in less than three weeks, and 90 per cent'in less than six weeks. In a small 'study of 226 randpmly selected compensation -low back cases I made in Ohio several years ago, 90 per cent lost less than one week of' work. Other reports of low back compensation cases are similar. But there are always a small per cent of cases who are off work for many months arid a small per cent who never , are able to return to work and are awarded conpensation for total permanent disability. When these few who lose much time or never' ' The initial treatment' for low back in juries includes a. restriction of activity --:the- painful area is put to rest This. is a most important factor.. Other measures are used to a variable extent, depending on the amount of pain and.muscle spasm -- medi cine for pain, physiotherapy in the form of hot or cold packs, diathermy, ultrasound, or traction. Only those with severe persistent pain are put to bed;.most are.allowed up and about and most can perform light or sedentary work for at least part of -the time. return to work are studied in detail, some The medical management just described is interesting facts emerge. . used whether the injury is thought to be to The persons who sustain industrial low back injuries arid have prolonged disability and prolonged medical treatment differ from an intervertebral disc or a sprain of one or more of the small posterior. joints, or of ligaments, fascia, and muscle. Improvement a group of similarity -injured persons who usually is apparent in one or two days and have good results with little or no loss of often by orie or two weeks all, symptoms time from work. The "poor results" group have disappeared. A few cases will have are apt to be in their late 20's -or early symptoms for a few to several weeks but '-,.x ''".A :=-v? . v;' y. 69- : vl 1969 National Safely Congress if improvement continues gradually, recciy- : After a week- of diathermy, treatments' his eiy will ttsnally.occur; Many persons fitting back is better but still somewhat painful, ; thisdescription -will shave subsequent ;-epi- and the doctor releases him from treatment- sodes of. low- back- pain; some Will; have . with the. advice to; doJig^t work for. another / many episodes. Each one is apt to be about two weeks.'If no light work is provided, the the' sarne^ 'with; recovery .taking splace each man1 will be dismissed. If' no light work is :time. A' small per cent may develop-evidence available/ he may attempt his; regular work of .nerve- root-pr^ure: hi the' low .back; with and have .a flansup of his painful back. In persistent;pain down -. the sciatic . nerve on either instance; he will seek out adbtiter doc-; one ride, with - numbness and. weakness; in tor /Who will repeat all the examinations : the lower extremity on file same side. These and . X-rays and treatment, When no im- rignsiand symptbms- are often caused by. a prpyeinait - is adtnitted after a week or two; protruding intervertebral disc. Treatment is the; doctor becomes frustrated, calls the bg bed rest/ perhaps with: traction, for two man a malingerer, and sends him to another 'to Tour "w^eks.- If' improvemerif does not . doctor, " probably an orthopedist or neuro occur, surgery is undertaken to remove-. surgeon. ,. Hospitalization and myelogram the protruding disc from pressure on the . follow,, and; now the patient is thoroujghly . nerve roots. This is .certainly ,major surgery scarOd., He;iiow complains of pahi all. file Imt; mit. suifii ^persons are improved and time; so.: tie- is referred to a neurosurgeon able ito troiime tight ,to moderate..activity a . by the orthopedist, or to an orthopedist by few weeks after surgery. The skilled crafts the' neurosurgeon. Probably no reason for man or clerical worker can usually resume surgery wiU be fqund and the patient will be hia regular /work/. even. though, .he has dc-t given physiotherapy for a week or tivm rosional back pain. It is important-in. these*. When, released from treatment he-still com cases fiat the individuals do accept their plains of pain, so compensation payments back. trouble. without panic, they tend to may be continued for a. few more weeks understand the nature of the problem and while still more doctors, including a phychi- to restrict activities as .necessary and, do atrist, examine him, for evidence' of penna- , not see this as a threat to their jobs, or nent partial'disability. their future life. The future of -our patient may take one of If we return to the group who have poor several paths from here, but often he will results in recovery from a low back injury, have recurrent back pain and eventually we see several contrasts. A description of a have surgery. The results -of surgery may typical case will emphasize what I mean, be fairly good from the surgeon's standpoint A laborer whose Work is .heavy sustains a hut the patient considers it a failure because low back sprain and is taken to a physician, his back is not strong. Disability is pro- An examination is made; X-rays are taken. ' and the chances of a successful ' diathermy is given to the back, the patient career as an employed laborer are gone; 13. given some pills and told to report for It is fortunate that this typical case makes diathermy daily and either to stay off work.. up only a .small per cent of industrial in- or do desk work only. No such light work is juries. But it is common. enough that all available for a man with, no education or doctors who do.industrial work see quite a' sophistication, so he is sent home. Little or few. Hirschfeld has made a' psychiatric no .detailed explanation of the nature of study of industrial injuries that has become - the injury is given by*.the busy doctor, and famous. Hirschfeld studied hundreds of the patient fears the worst. He fears he will cases of persons injured on the job who did lose his job (this is sometimes not an un- not.make normal 'recoveries and return to realistic fear).. He fears also that he won't work. He evaluated in depth what I have be able to get another job because of the described simply as difficulty in roping with back injury. He fears.being an invalid. He life's.problems. In brief, he found that most is. restless and concerned just from staying of. the cases who won't get well have deep off work--j'he fears his family will think seated personality problems and, prior to him weak and unable to provide for them, their injuries, were barely able to assume He realizes the payments tinder. Workmen's' role&of husband, father, breadwinner, eta compensation will not cover his expenses When injuries occurred that took them out - and fears loss of car- or furniture or. home, of their-normal roles, their personalities col- 70 lapsed and-they found it easier to play die person in our low back.case. Too many role of a sick or; injured person, than to doctors are not objective in handling com continue in a barely successful life situation. pensation cases. One common attitudeis The provisions of compensation laws played to-identify with the employer and look into their hands and aggravated the situa disparagingly on patients who come for tion. Many of these persons never achieved treatment at the employer's expense. This rehabilitation in spite of (or perhaps be attitude is - rapidly communicated to the cause of) several doctors, nurses, other employee and it arouses fear and hostility. medical personnel, lawyers, counsellors, vo .Any treatment is less effective in such an cational experts, etc. , atmosphere. Paramedical personnel who The. purpose of this discussion was said assist the doctor have attitudes which in to be to review what is known about low fluence the injured worker--most often the. . . .-!:i back injuries in industry so that all of those assistant's attitudes parallel those of the ,4 involved could do their parts properly, thus doctor. If the doctor's schedule is busy, minimizing the number of problem cases. We. ' neither he nor his office help appreciate an ' 4 would, .of: course,- much prefer to prevent unscheduled patient; and this inay lead to a these injuries in the first place. But since rapid and less than thorough examination low back pain is so common in people, we and explanation to the patient know some of these will be called on the Another attitude frequently seen in doc job injuries according to our compensation . tors is the opposite of that just described- laws. The. fine efforts of safety engineers in this instance; the doctor identifies with, 4. - have already, reduced, the frequency of in the patient This is more apt to be the case, juries of all sorts. In the future I believe in those states' that permit the injured we will see much more improvement. in employee to choose his. doctor. In this sit making the job a safe place through uation, the employee who has received a studies of biomechanics -- an effort to recog punitive reception from bis boss will, find nize human factors in job design. But these. a sympathetic tor in the" doctor, yvho will efforts will never eliminate the low back then align himself with his patient against compensation case and its problems.' the employer. This drives the- adversary By applying, the best knowledge available, - nail deeper between the employee and em- we should' reduce the problem . cases. even - ployer and will have repercussions through if,not the total number. The first key per out tire, career of this employee. This kind son in handling employees with on the job of doctor sees his role as protecting his injuries is the supervisor or foreman. A patient against an unsympathetic boss. The sympathetic but businesslike attitude in a treatment he prescribes is apt to be some supervisor . can lay favorable groundwork what dramatic and long lasting; with much for recovery when an employee says he has time off work. He may over-diagnose and hurt his back. Unfortunately, the opposite caution the patient that his. injury is severe attitude -is so harmful and rather common. and paint a gloomy picture of discs and . It is too common that when an employee spinal fusions and prolonged treatment He - tells his boss he. hurt his back lifting, may point out that backache will rectir twisting, pushing, etc., the supervisor reacts' the rest of his life, all due to this one on in a negative way...He attempts a denial the job experience. This behavior is not of injury by explaining the work was not popular with the .employer, and the boss hard, that it was usual and common activity, then' takes the position he will get even with and further alienates his employee by sug the employee when he does return to work. gesting he might have .hurt his back at This story, could go. on and on with mis home or during recreation/. This behavior takes that lead employees to-become chronic by the supervisor instills and arouses fear low back cripples. But I am trying to and hostility in the employee and he must emphasize where we should use prevention. defend himself. Htf- feels weak and some In the past our efforts have been directed- thing of a martyr pitted against the big toward preventing the low `back on the job company, but he knows the law protects injury under workmen's compensation law him when injured on the job. by teaching safe and efficient methods -of The supervisor' will send or . take the work. Certainly, this is helpful. Also help employee to a doctor, who is the second key ful are pre-employment medical examina- 71 4) 1969 National Safety Congress . tions. But tiiese -are not helpful unless thorough evaluation of a back case; this physician does this history of past he starts with a good history, followed by and the examination with great care * and detailed examination and X-rays. Then the thoroughness.. This is often not the case condition should be explained to the patient unless' the doctor- is truly interested in; in - terms. he can understand; Specialists in- industrial medicine. X-rays of the low back the .fields of. orthopedics or neurosurgery have been and are used by some - doctors should be consulted in appropriate'., cases. in ah attempt to predict those whose back . The doctor should be alert to failure of will become painful, .especially under hard the patient to improve gradually but prompt work I am not impressed with X-rays as ly. Restricted activity is necessary for low a screening device used routinely. But 1 back' pain- and this is where our first key . have pointed out that low back pain is man, the supervisor, comes back into an common in all types of persons and that other important role. Light work should most low back-pain is not from accident Our be provided and the doctor should know, laws state simply that injuries or conditions this is available. Nearly all back cases can that arise out-of or in the course of'work do useful work during convalescence. are compensable. Under this definition,- we I have said that certain persons tend to simply are going to continue to have a lot. have recurrent low back pain over many of industrial low back injuries. Prevention years. When 'such an individual is identi should, also be directed toward the employee fied he should be provided with a perma who has already been hurt--we should try. nent job that is not stressful to his back to prevent poor results. I have-said most low and retraining given if necessary. This may back injuries are mild and permit recovery protect an individual with a weak back from and resumption of all activities. Only a few serious trouble involving disc surgery and involve long disability and treatment Many fusions with the possibly serious complica of these poor results could probably have tions that can occur with this type of been prevented. This, is where prevention surgery. ,x should now be directed. Supervisors should be trained in com Summary pensation' law. When an employee alleges Low back pain is common in man in all he has hurt himself in a manner that would walks of life. State and Federal laws constitute an injury under the law, the provide, that employers are responsible for supervisor should tentatively accept this-- injuries at work. Therefore, we are not tentatively only in that subsequent informa- going to prevent all low back injuries that tion might indicate an injury did not occur . become a part of the cost of doing business. in the manner and at the time employee Traditional safety e/forts are important and stated. He should show concern for the should be supported by top management, employee, r.ot disdain. If employee careless Blit equally important is the prevention that ness is partly responsible for the injury, can startrafter the back injury has occurred. it still will be the. employer's responsibility to care for him; this care should be given This is prevention of poor results. The key persons in this prevention are the super first and reprimands later, when the job is visor and the doctor. The role *of safety resumed. Medical- care should be provided personnel is to see .that-these key persons promptly. This will depend on several cir play their roles properly. cumstances. Employers, should have ar rangements with or knowledge of doctors who will, accept compensation cases and will provide first rate care. If the employer is permitted to choose the doctor for.injuries,' . References 1. Bond, M. B.j "Occupational Injuries to the Low Back."-University of. Cincinnati Doctoral Thesis, I960. 2. Rowe, M. L.; "Low Back-Pain In Industry. "J. Oacup Med. 11:161-169. April 1969. this is much easier. Employers, with .large '8. Hlrsch, Carl; "Low Back Pain In a Swed- ' work forces wil*. usually have a medical department, at the'work site, which is ideal. lflh Female Population." Clintcat Ortho pedics, 68:171-176, 1969. -4. White, A. M. W.: "The Compensation Physicians should be chosen who will pro Back.'1 Applied Therapeutics, 8:871-874, vide proper care in an unbiased manner; October 1966. we have, described some of the problems G. Hlrschfeld,- A. H.; and Behan, R. C.; "The Accident Process." JAMA, 186:193- if this is not so. A.doctor should make a. 197, October 19, 1968. 72 Industrial Safety Subject Sessions PSYCHOLOGICAL ASPECTS OF LOW BACK DISABILITY IN INDUSTRY By JOHN MacIVER, M.D. Director of Psychiatric Services, U.S. Steel Corp., Pittsburgh, Pa. I start my presentation 'with two specific advantages. First, I've had. the opportunity of reviewing Dr. Bond's comprehensive re view of low bade problems as seen from the industrial point of view. Whatever I haye to say win be an extension of a selected number of topics aU-of which he has already touched on. My second advantage is to have read and to be able to refer to, as has Dr. Bond,/.a'paper which appeared in the April 1969 Journal of Occupational Medicine by M. L. Rowe, MJD, entitled "Low Back Pain In Industry." can be considered mentally retarded, How ever, the vast majority of the mentally re tarded, perhaps over 90 per cent, fall into, the categoiy of mild retardation and within this group of several millions, a very great number are what we call "borderline re tardates." In recast, years we have begun to realize that a great many of the mildly retarded are . so' because they have been, deprived in a variety- of ways, including poor nutrition (before and after birth), and . poor or pathological nurture in the early years of life. '', * ' One of Dr. Rowe's striking finds is that Many such individuals grow up essentially ' 70 per cent of low bade disability is pri without saleable skills. These, individuals marily and causally related to intervertebral .often have a good deal in common. They disk degeneration, which appears to be part are.not bored by simple and repetitive work;. of the aging process in a large segment of they are willing and want to please, and the population. Moreover, to quote from they are not trouble-makers--they wouldn't Dr. Rowe's paper, "1116 kind of work done know how. Occasionally (and it has probably does not seem to be a significant factor in happened at 'least once' to everyone in heavy-.. the production of low bade disability al-. industry) one sees a slow individual who'is though it is reasonable to assume that a man :a magnificent physical specimen, which inci With a backache would have more difficulty dentally; at least suggests that the retarda- " performing a heavy job than a light one." tion' or slowness is a product.not. of the What emerges apparently is that, the inci dence of low back disability is not related, to what a 'man does at his job (whether he is white collar or bine collar, whether he individual's basic inherited constitution but of a deficient environment Thus comes the cruel but not entirely inappropriate old army '' saying, "A strong back and a weak mind." does heavy work or light work, etc.). What Now . comes the problem.'We have solid is significant in determining what will hap hard data such as iii the Rowe' Study that pen to the individual when low bade pain there is no such thing as a guaranteed - arises after the attack occurs; this depends permanently strong back. Indeed it would on who he is; what kind of individual he appear that the back-pain-free-life is close, is psychologically and - socially; what' his to the exception rather tiian the rule. How work status is; and what bis overall level ever,- we find that most individuals, blue of psychological security happens to be. collar and white collar, can and do return Dr. Bond has pointed out that in . those relatively few (but absolutely many) indi viduals with severe disability, the worker strongly, tends to be unskilled, to have limited education, and to have low intelligence. I to work after recovering from episodes, of low back pain, and most - can manage to avoid surgery. (It should' be added that studies comparing private and compensation cases have 'shown that the latter are off agree with this and should like to give you' work for comparable. conditions for much my -impressionistic, view of the profile of longer periods of time.) these severely disabled workers. The individuals who, return in good time, It 'is estimated that 3 per cent (or and these are the majority, are those in 6,000,000) individuals in the United States general, who have considerable personality: 73; 1969 National Safety Congress , strengths. Technical phrases for this arc "ego-strengths" and "cqping-abiKty." .These; also tend to be the people who gain support from their environment^ both the family environment and the work environment. work group which provides his and ;his family's subsistence^yve will have gone a long way to improving the chance for eventual recovery. If we can in any way maintain the-individual's self-esteem we will However, the unskilled, uneducated, intel lectually deprived individual is not- only unable to cope with- the pain' and other symptoms, in addition he does not get sup port from his environment His marginal psycho-social integration now becomes dis-; have provided motivation which again may lead, to' successful' rehabilitation. The indi vidual with diminished self-esteem is prey to' all the negative emotions of guilt, feelings of worthlessness, despair, and actual clinical depression. integration. He becomes fearful. He cannot Psychological problems do. not; of course; communicate verbally and so regressively he reside only-in the most serious cases. Low. falls back' to communicating with his. symp back pain, with or without symptoms of toms. This mode of communication does not, 'nerve root irritation, can evoke considerable, needless to say, endear him to medical or ' amounts of anxiety and fear in any one; no supervisory personnel.- Indeed, it is- not matter how well integrated or psychologi even understood as a mode of communica cally healthy. This is largely fear of the tion, a call for help. It is clear, I believe, unknown. It is natural, for example, for that the picture here drawn is> a psychology- - .the individual to wonder whether the pain cal and sociological problem. It is not basi will persist, or. indeed not only persist but cally a back' problem; it has just surfaced get worse. as a back problem. Here I believe is where the physician has The human body, the mind, and indeed' the golden opportunity to practice preventive the family and social, including industrial' psychiatry by doing a good clinical . Workup, systems are all to a great' extent what we which includes careful history, physical would call self-regulatory, that is, these sys evaluation, and other appropriate diagnostic tems all- tend to minimize deviations from procedures. The two. important steps which tiie usual or from the norm. However, some then follow are (1) giving clear informa- - problems seem, to be by their nature devia tion to the patient, as to what ails him (in tion-amplifying; this is the "vicious circle'' cluding the use of visual aids, demonstra type of problem. It can be characterized by tions,, and pencil diagrams) and (2) laying the statement: The worse it gets, the worse out a comprehensive treatment plan. Iq all it gets. Very often the marginal individual of - this the physican - Should be supportive with low back disability has this type of and encouraging, and emphasize the improve deviation-amplifying problem. What is to.be ment that is likely to take place if recom done? mendations are followed. ' There are no simple solutions obviously, Bang in a hurry and'abrupt with the but in general it would be helpful , if all patient in the acute and sub-acute stages of concerned parties did have a better notion the disability will likely be paid for in sub of some- general principles of human psy- sequent chronicity. Need I add that super-' cbological needs. Professor . Maslow, an vision, personnel, and safety personnel as eminent psychologist, has listed five types of needs, the so - called Hierarchy of Needs . well as medical much in. giving personnel can contribute appropriate support and common to every human being. These are encouragement to the patient (1) physical needs '(2) safety needs, (3) To sum up, only the occasional patient. .- need to. belong, (4) need for self-esteem, presenting a low back problem presents a and (5) need for self-actualization. . purely psychological condition which has no We can emphasize here the third, and physical concomitant Everyone with a phys- . fourth sets of needs, those for belonging and ical low back problem also has. something self-esteem. If we can help the individual of a psychological problem, the type and with low back pain to feel that he is not degree bearing' a relationship to the level of alone, and that -he can maintain a useful mental health of the individual. And lastly, identity with various groups, especially the there are those that , tend to be the most 74 Industrial Safety Subject Sessions serious and the most costly whose problems REFERENCES are not only physical and "psychological but Bond, M. B., "Bow Back Injuries in Indus are further. complicated by social and; cul try." Presented atNatlonol Safety Congress . and Exposition, Chicago, Illinois, October tural factors usually reflecting various kinds 29, 1969. . of deprivation in infancy, childhood, and Hlrachfeld, A. H.; and Behan, R. C., "The Accident Process," JAMA, 188: 198-197, Oc- adolescence. Our failure more often than'not . ,, tober-19, 1968.' reflects our blindness in not seeing and Rowe, M. L., "Low Back Pain in Industry," treating the whole man. ' Journal Of Occupational Medicine, 11:161169, April 1969; Measurement of Industrial Safety Performance TWO APPROACHES TO A NON-ACCIDENT MEASURE FOR CONTINUOUS ASSESSMENT OF SAFETY PERFORMANCE By V. D. BHISE and THOMAS H. ROCKWELL Department of Industrial Engineering', System Research Group, Ohio State University, Columbus, Ohio For those dose to the acddent prevention The theory of accident causation has re problem, die difficulties in measuring safety mained elusive even with, the advances of performance are well known and need not physical and behavioral .sdences. We are be elaborated in this paper.1 It is suffident forced to live with a causal model of acd- to point out that the present measures are. derits which in essence insists that the causes ' ndther stable nor sensitive to changes. in of. acddents can be identified , and thdr sub system inputs and have dubious reliability. sequent removal will diminish .the' likelihood Moreover, and most importantly, safety of similar occurrence. The causal modd rests measures depend on acddents to occur before minimally on the following basic assump they can be calculated. Such a post-mortem tions : approach means a long lead time between 1. Causes can be dichotomized into unsafe' action- and' subsequent effects, both when acts and unsafe conditions. action is viewed as negative forces (the introduction of unsafe practices) and as positive forces (such as the introduction of acddent prevention programs).. It is ana 2. Every accident has one or more causes which can. be identified. 3/ Elimination of past accident causes logous to a man taking a shower with fifty will eliminate similar and related future feet of pipe from controls to' the shower . accidents. . '' head. It is little wonder that safetv directors 4. Contributory sub-causes for the proxi are unable to predict performanceSuxd are mate causes can be' determined for most usually unable to explain either' upturns or acddents. Common, causes which have no- ' downturns in acddent experience. objective measure or easy counter-measure- The purpose of this paper is to take an abstract view. of the safety measurement problem, indicating several useful research tools of the past to. arrive at a non-accident lie behind the occurrence of many types of accidents, while unique causes with effident counter-measures account for only a small . percentage of total accidents. ' measure for continuous assessment of safety The ' drawback of the causal model is performance The authors have attempted to that it-is deterministic, and'-frequently it move from an academic posture to a quasi- is. found that acddents do. not occur even practieal approach for individual application. in the presence of unsafe acts and unsafe Two approaches based on the same premise 'environments. Moreover, acddents can occur are outlined: a passive one, in which workers when either known unsafe acts. or unsafe need not cooperate In the elements of the conditions are absent.. measure; and an active one, which depeqds At present there -are two approaches to upon employee cooperation and participation. safety performance measurement being used Both, approaches are,based upon the past in industry in order to determine the level j research experiments and, thus, it must he of plant safety. The first approach involves admitted that both represent experimental ' the use of available historical data, i.e., proposals rather than de facto safety per acddent cost, accident frequency rates, se formance measurement techniques. verity rates, etc. The other approach involves . 76 Industrial Safety Subject Sessions indirect indices based on the occurrences of After the scaling, all the items are' events which are believed to be related to screened oh the basis of expected frequency accident causation and are statistically much (step three).- The methods used for obtain more frequent in their occurrence. Measur ing the estimates of frequencies in both ing unsafe acts and unsafe conditions are procedures .are different. For the active important in evaluating accident prevention procedure the method is based on subjective. methods, training programs,. safety'proce judgments of persons familiar with the dures, and inspections without waiting for work area, while in the passive procedure accidents to occur. the method used is analytical in nature It is this latter approach which will be (to be discussed later). treated in this paper* with emphasis on The fourth step is to design a scheme methodology for determining existing haz for measuring (sampling) frequency of un ards, weighing the relative critically of safe acts, unsafe conditions, and-their com such hazards, and operational procedures binations. For active procedure this scheme for their, measurement and analysis. consists of designing check-lists, which will The General Plan be distributed to plant' employees and for passive procedure the scheme involves de Both the active and. the passive proce signing of a behavior and environment dures developed in this paper are basically sampling study. similar in structure. Each procedure in volves eight major steps and the correspond ing steps in each of the procedures are functionally similar and have identical precedence relationships. Step five is to -develop a scheme (method) for obtaining scores for safety performance, based oh measured frequencies of occurrences of unsafe acts and unsafe conditions and the hazard indices' associated The first- step involves identification of - - with each of the unsafe acts, Unsafe condi major unsafe acts 'and. the unsafe condi tions, and their combinations. The scheme tions that can occur in the work area under to be developed yields three scores for.gach consideration for the assessment of safety. of . the procedures. The scores are denoted' The person or persons involved .in this task by the letters. A, B, and C in the active should be very, familiar with the operations procedure and A,- B, and C are used in performed in this department, the type of workers involved, their habits, the unsafe conditions that can take place, and accident reports from the .work area. Since -high accuracy in identifying the unsafe acts and' unsafe conditions is necessary for successful applications of both the active and the passive procedure. The scores A and- A are associated with the occurrences of unsafe acts only, and the scores B and B are associated noth the occurrences of unsafe conditions. only. The scores due to combi nations of unsafe acts and unsafe condi passive procedures, the authors propose to tions are denoted by C- and C. A score in use the. critical incident technique for the active procedure represents the sum of former and detail analysis of the previous weighted hazard indices (expected lops) for accident statistics (reported according to all employees in the department per period ASA specifications) for the latter. The ap and a score in passive procedure corre proaches are -discussed in the later part of sponds to sum of weighted hazard indices the paper in detail. for all employees in the department per The second step in the procedure is to observation. scale all the identified unsafe acts, unsafe The sixth step consists of collecting the conditions, and their combinations (some ' data according to scheme developed in step times called interactions) with due.consid four, and step seven' involves evaluation eration given to the ' process, equipment, of the three scores from the collected infor working conditions, and the potential injury mation about the occurrences of unsafe severity and loss that can occur in case of acts, unsafe conditions, and the joint occur accidents. Each item (unsafe act or unsafe rences of both. Control charts can then be condition or their possible combination) will constructed similar to statistical quality con be given a hazard index and variance asso trol procedures to assess the safety of the ciated with such an index'will be computed. system. Inferences about plant safety.can 1969 National Safety Congress then be drawn from .these control charts and thus are not inhibited in. disclosing' and necessary corrective actions can be unsafe acts' and the unsafe conditions. generated to keep the safety performance The second step is to scale the relative under control. . danger of. each unsafe act, unsafe condition,-, In (the following part of this paper two procedures:' (1) .'active; apd (2) passive are developed and discussed for assessing safety performance in any industrial situa tion. Both the active and passive procedures are based on the same fundamental concepts' as discussed, in. the preceding part of this paper. The active system evaluates the safety performance based on-.information obtained through the cooperation of- people on -shop-floors whereas, the passive proce dure evaluates the safety^performance on arid their .' coiribinations. Several psycho- metric approaches are possible, Thurstone's method of successive intervals is a scaling method- that appears to be' well suited to use in this case. Selected persons-'(perhaps all workers), who,, as expert judges, are. familiar' with the work area can. be asked to rate, each of the unsafe acts and unsafe conditions and their.' combinations. ' This method also can be . easily adopted to handle large numbers of experts. The assuriiptions made in scaling are.as follows: the basis of the behavior .and environment 1. The total number of. hazrird levels used sampling studies developed from an analysis for scaling .are siriall enough so that a ' of historical data. worker has no 'difficulty in discriminating Active Procedure between various levels. (Anchor effects suggest seven levels.) .! The active procedure is divided into eight main steps as discussed in the general plan. The first involves. the use of the critical incident technique to. identify unsafe acts, and unsafe conditions..-This technique has been Successfully employed in pilot error studies and in industrial applications. 2. Workers are.consistent in their scaling ability.. (This has been verified in past studies. ' 3. A-worker, has .enough knowledge about his work so that he understands the unsafe acts, .the unsafe- conditions, their- conse quences, ' and -the nature and severity, of .the The interviewer in this , case will inter hazards associated with each of these and view workers, leadmen, and - foremen from their combiriations. the area selected for evaluation of safety performance to get details about all unsafe acts observed during working hours and the 'different possible unsafe conditions . that have or cpuld have existed in that work area. For obtaining the relevant information from the critical incident' technique,. it is necessary to make the following as sumptions. 4. The Thurstone's method. assumes that the individual scalings are independent and normally distributed.. One of the outputs of this scaling tech nique is a measure of agreement called the discrimination index (Dl). . Large values of DI suggest that the description is either too vague and must be restated or that the item simply receives widely- different views as to its seriousness. -In the latter case, 1. The full cooperation of all individuals is obtained when they are interviewed by this is a reason to discard the item for future use in a check list. In order to come the interviewer, conducting C.~1; T. Stated up wittf reasonably stable hazard indices, differently, positive motivation exists. this scaling procedure shall be tested and 2. The interviewer - is familiar, with the detail operations . of the department under study and also the various associated unsafe acts, unsafe conditions, and the depart ment's accident-injury history. retested until the hazard indices and their associated DI values are. found satisfactory. The third step is to rate each of the unsafe acts, unsafe conditions, and. their combinations according to frequency. In dividuals experienced in the work area are 3. The workers are knowledgeable enough requested to scale, each of the unsafe acts, to point out their errors and can recall if unsafe conditions, and their combinations asked by an interviewer. according to their, relative frequencies of 4. The workers are fully aware of the occurrence. This frequency analysis is nec ' objective of this safety assessment program essary in designing a useful check list. The .fourth step involves designing a .check list- The check list should include unsafe acts and conditions which have high probability of occurrence, a wide range of hazard indices and low discrimination indices. These, check lists would be period- ically distributed in the department arid the workers would be asked to participate in completing the! check lists. The following assumptions are made in connection with filling out the check lists: / .. 'scores. The method suggested in this paper gives three separate scores A, B,.C.' for unsafe acts, unsafe conditions, and joint occurrence of unsafe acts and unsafe conditions, respectively. The scheme for scormg,'involves, obtaining mathematical expressions for calculating each of the, scores, The mathematical expressions are derived by using the hazard indices obtained in step two and the infonnation'obtained from' the check lists. L Worker is interested in participating Let us assume that there are N number in the safety activities and is willing to of .employees working in the deparfaent cooperate in filling but the.check lists. and, at the end of a period, the total num 2. Worker understands what' the (heck ber of died: lists. collected is equal to ft. list means and the purpose of the check The values in the corresponding cdls (ex v list in connection with the study. cept in the first row) of each'of the check 3. The worker can read, and interpret . tiie check fist with - no difficulty and has no hesitation in giving correct information. lists are then, added' to obtain the total frequency for each of the unsafe acts and the joint- occurrences of unsafe acts and unsafe conditions. Since' the workers are 4. The worker does hot forget die unsafe. instructed to. put Checkmarks in', the first acts that -he and others in the department row, which corresponds to no unsafe, act, performed and the various different unsafe to obtain frequency of only the unsafe conditions - that existed during the period conditions we add up the checkmarks for for which he is asked.to fill oat the check each unsafe condition. list ' > The-, scores are then evaluated by the 5. The check' lists are filled out according following formulae:' ' to instructions and contain correct infor mation.' ' The instructions". given to the . workers for filling the check lists would-be as follows: ' . N A -- -- 2 PIUA(i) * fUA(i) n j el N B =-- S PIUC(j) * fUC(j) , 1. Before completing this check. list fa njej miliarize yourself . with ' the unsafe acts . listed in the rows of-the check list and the unsafe conditions that are listed in the columns. . . N. C = -- 2 PIUAUC(ij) fUAUC(ij) n i*I - 2. Place-checkmarks in the first row under where: . I tiie appropriate unsafe condition which you have observed during this period in your department if no unsafe acts were. per-. formed by either you or anyone else in - conjunction with these unsafe conditions. A -- safety performance score for the oc.currence of unsafe acts; B -- safety performance score -for the oc currence of unsafe conditions; 3. In each of the other rows; indicate C ~ safety performance score for the oc currence of combination of unsafe acts' the - number. (1, 2, 3; etc.) of incidences and unsafe conditions; which you recall where the specified unsafe acts (rows) were performed by either your I -- set of unsafe acts; self or someone else in. the department J = set of unsafe conditions;. under the specified unsafe conditions (col PIUA(i) -- hazard index for'i** unsafe umns) during this period. act; The fifth step is to develop a scheme PIUC(j) (method). for obtaining safety performance = hazard index for j*h unsafe condition; % y v`. :y 79 K' I960: National Safety Congress PIUAUC(ij) -- hazard index, for the joint The Passive Procedure -.. occurrence of ith unsafe act Information, required, for this procedure:;:?,' and /tft unsafe condition; can be obtained by using .the various, aedr -;! fUA(i) fUC(j) = total number of incidences involving i(,* unsafe act ob tained from the n number of check lists collected; = total number of.check. marks counted for the /** unsafe condition from the . n number of check lists collected dent reporting procedures, e.g., ASA Z16.2, y:' and also the information available in the safety office, from safety inspection. The Bureau of tabor Statistics, has published . several reports (for example, BLS Report Number 341 prepared at The Ohio State University) presenting an analysis of- acci- . dent, causal information, which can be used for developing the. passive procedure. This procedure, therefore, assumes the availability fUAUC(ij) " total number , of incidences -involving the joint occur rence of ith unsafe act and jth unsafe condition ob tained from the n. number of check lists collected. of such information in detail according to different accident criteria and it .further assumes that categorization of the unsafe acts and the unsafe conditions according to different hazard and accident criteria, is possible. Note that A/N, B/N, and C/N corre spond. to average weighted hazard index (loss) per worker per period of collection of check lists due to unsafe acts, unsafe conditions, and the joint occurrences of un safe acts and unsafe conditions, respectively. Thus, by. using the scoring scheme and the information obtained from the check lists the scores A, B, and C can be evaluated; This procedure also involves dght steps. Step one consists of identifying- the cate gories of unsafe acts and unsafe conditions. The (lata in each of' the categories will be presented in format similar to ASA specifi cations. The second-step is to assign weights or to scale the different categories of'unsafe acts and unsafe conditions and their possible , combinations based on criteria such as num-. ber of days lost due to accidents identified After evaluating the scores A, B, and C' with particular unsafe acts or unsafe con they Should be tested for significant correla ditions or the joint occurrence of both of tions with: (1) first-aid frequency, (2) lost these. Assume that each, accident is reported time accidents, and (3) production efficiency, giving the following details: unsafe acts and ;these should be found satisfactory be responsible . for accident; unsafe- conditions fore proceeding further, with the procedure. present at the time -of the accident; number Sincfe the estimates of the variances of of'days lost due to the accident; and severity of injury according to ASA specifications.- A, B, .and C can be statistically determined from the collected 'data; separate control charts for A, B, and C can be drawn. The new estimates of A, B, C should be plotted The next step, is to' assign weights or hazard indices for each category of unsafe acts, unsafe' conditions, and their cpmbinations. To determine - the hazard- index for periodically to assess the safety performance unsafe acts of ith category we obtain a of the department The procedure- can be frequency distribution for the number of . called "continuous" in the sense that the days lost by considering only those accidents workers will-be asked to complete'the check, which were reported to have been associated lists and the information about unsafe acts with the presence of unsafe acts of itK cate and conditions is essentially fed to the safety gory. The hazard' index then can be derived controller regularly and compared over. time. from the parameters of the' distribution. It The success of the procedure entirely lies appears that either the median of the dis in the cooperation of the workers with the tribution or the second moment about the plant safety' agency and, therefore, it is axis passing through zero number of days essential that the workers understand the lost may be used to define hazard index. No importance of this procedure. This procedure significant research has been done in this is not likely to succeed if proper cooperation area so far, and therefore, no general method from men on the shop floors is not obtained. can be suggested at this moment for defining 80 s Industrial Safely Subject Sessions ijj- hazard indices from the frequency distribu- : The most important part of designing the . tion without further research?^ 1 behavior sampling and environment study is After the distribution curves of accidents . .with the criterion of days lost dhe to acci dents are obtained for each of the ith unsafe adcvtlso,i 11 th uUnttsOaufiev cvUonilUdliUtiownIlsd,| andriilU flUori evdacvhll oU1f to design the observation sheet Since the. sampling study consists of actually observing the workers'and the work area at random points in time, it is often a difficult task to (- f Y s their possible combinations,- then a suitabir^bfrve workers. In such cases only method can be arrived at to corresponding hazard indices. -. obtain the a few workers can be selected for observa' tion. The workers can he'stratified according to their- job description and a proportional The third step involves a frequency analy-- sampling plan can be used fof stratas so that . sis for an unsafe, act and unsafe condition. the- sample consisting of selected workers. In BLS accident causal reports such analysis would represent the population of workers is already available. in the .department under study."' Step four involves designing 'an a.ctivity The observer observes selected workers sampling study to determine what percentage and completes an observation sheet for each of time a .worker is engaged in unsafe acts observation. The number , of observations, and unsafe conditions. This technique has the time of observation and the total period been used successfully in the past.?-36 4A* - over which the observations are taken are study very similar to behavior sampling can ^decided before- the study. After- conducting be conducted, but since we are also recording the study the observations can be^summar- unsafe conditions (hazardous environment) ized and recorded on a "Summary-Record and the joint occurrences of unsafe acts Sheet."'. and unsafe conditions, it seems more' ap propriate to view this technique as behavior and environment sampling. The fifth step is an important one, which deals with' the development of a .scheme (method) for scoring. The scores, obtained The following assumptions are made in designing and conducting a behavior and. environment sampling study: from this scheme are denoted by A, B, and C, which correspond to the unsafe acts, the unsafe conditions, and joint occurrence of 1. The observations are independent unsafe acts and unsafe conditions, respec- 3. The observer has the ability to dichoto mize between safe and unsafe and is familiar with' the operations of the study area and can recognize and categorize, the observed' unsafe-acts and unsafe conditions. tively. The method for scoring is similar to-that used in active procedure except that percentage of time in which employees are engaged in unsafe acts and unsafe conditions exist, is used instead of using actual fre- . quencies. Note that the values of- A/N, B/N, 3. Person designing behavior and environ and C/N obtained by using this scoring ment sampling study has knowledge of sta scheme correspond 16 average weighted haz tistical sampling theory and can determine: ard index (loss) per worker per observation (a) type of sampling plan (simple random made in the behavior and the environment or stratified fandom);' (b) precision and ' sampling study due to unsafe acts, unsafe confidence level desired; (c) number . of conditions, and their -joint occurrences observations required; (d) economic, con respectively. siderations ; (e) scheme for `randomization . The next step therefore involves the eval- ' of observations over working period accord nation of the safety performance score, ing to type of sampling plan; (f) scheme for taking observations. . which is done by using the "Scheme for Scoring" and the data recorded on the 4. Workers do not change their behavior -"Summary. Record Sheet." The three safety when an observation is made.. This can be performance scores A, B, and C are then assured by either of the following two checked for significant correlations - with methods: workers are unaware that they are existing safety performance measures, e.g., observed; or workers are informed and are first-aid frequency, lost-time accidents, and convinced about, .the objective of the study production efficiency, and if.found satisfac and are interested in safety. tory are then plotted on the three different 81 1969 NationalSafety Congress control, charts. From these control charts grams, workers, and engineering, mainte . inferences are' drawn and the necessary cor nance, and housekeeping Score would- rective. actions are made to accident preven be more sensitive to. changes. in the plant tion programs. wide general safety precautions and safety rules. . . ..- . Discussion, on the Proposed Scheme: .' The safety- engineers should take care in The',important aspect of developing this drawing inferences arid initiating -.control type of dual procedure approach is the ad actioris on the bass of the scores A, .B,-and vantage that one gets in obtaining more C on the control charts. The interpretation reliable information about the safety per-, should be based on detail investigation. Per formance. The- scores obtained from each haps.the simplest way to investigate would procedure serve, as checks for each other. be to review the check lists individually and, Since the active procedure relies on.current then track down the occurrences of unsafe rather than historical data for developing acts ahd unsafe conditions, which contribute, a. scoring' scheme it should be' favored for the most in pushing the safety score outside decision making, and passive- procedure the control limits. . should be used as a check. The frequency of such checks depends upon the support and accuracy of the active,procedure!. Thus, to insure that active procedure yields scores which'reflect true safety performance, crosscorrelation of the three sets of scores-- A and A; B and B; and C and C--should be done to serve as a check. Another im portant factor is. that since a behavior and environment sampling study, will require a . The safety engineer should also be on the. lookout, for changes in worker behavior towards safety, after introducing the active procedure. Since' the workers are asked to - fill out the check lists, they are made aware of what is unsafe everytime they fill'out. the list It may be found that just providing this check-list will improve the safety of the department Therefore, it majr not be surprising to find that after some time, the very large number of observations to get sufficiently high precision for small percent check-lists and the whole active procedure are not effective. It is, therefore, advisable ages of time in. unsafe, acts and- unsafe . conditions, it should be used as little as possible as compared to the active system which is comparatively inexpensive,^. to be always oh -the lookout for this- effect and to make changes in the check-lists- from time to time to see-that the check-list does provide useful information and is current As discussed in the previous section,, the with unsafe practices in the work area. active procedure will'be more practicable in assessing the safety performance and, there Conclusions fore, it is important to make a Jew com ' This procedure of continuous assessment ments on deriving inferences from the of safety performance without waiting for scores A, B, C. The main idea in having three separate scores is to give a better indication of safety performance to the ' evaluator. The score. A,- being evaluated by measuring only the 'unsafe, acts, mainly re. fleets the unsafe working habits of the accidents has several advantages. The active procedure provides for worker, participation * and awareness. Its use may be limited to special.hazardous operations, although it may be time to test the myth that workers have little interest in safety. The idea of eval workers in the individual jobs and the effec uating three separate scores will help in tiveness of safety programs. If it is found, locating, specific weaknesses in the safety that the score A remains out of control effort The effectiveness of the active, pro limits even after introducing new safety programs, one should investigate the meth ods, equipment, and the design of the work place, as the causes of unsafe acts may be related to the. design of the work place and the wprk method where safety was possibly overlooked. A problem of this'type, can be cedure as mentioned earlier was demon strated' from the study conducted by the author with the cooperation of the. 166th Tactical Fighter Squadron of,, the Ohio Air National Guard and the results were en couraging. It would appear that an active procedure coupled with occasional cross checking with the passive procedure will traced by observing the score C, which prove to be an effective tool assessing and would be sensitive to effects of safety pro controlling industrial safety. ' 82 Industrial Safety Subject Sessions REFERENCES X Rockwell T. H.; "Problems In the Measure- the Industrial. Conference of the National , ment of- Safety. Performance," Unpublished Safety Council, Chicago, Illinois; May, 1968. - paper . .presented at the Symposium on . Measurement of Industrial Safety Perform ance, May, 1S68. . 2. Rockwell, T. H.; "Safety Performance Measurement," TJia Journal of Industrial Engineering, VoL X, No. 1, J<wuary-Febru- 6. Tarrants, W. B.;"- "Applying Measurement Concepts to- the Appraisal of Safety Per-, formance," TerfintmlSection of the Jour nal of American. Society. of Safety Engi neers, VoL X, No. 6, May, 196B. 1 ary,. 1859. 6. Tarrants, W.- E.;- "An Evaluation of the 8, Rockwell, T. H. and Cleringer, T. R.; Development and Application of "a'Non-' Accident Measure of Plying Safety Per formance. Unpublished paper, The Ohio State University. ' Critical Incident Technique as a Method for Identifying Industrial Accident Causal. Eactors,": Unpublished Fh.I>. Dissertation, New York University, 1963. (Also available from University Microfilms, Inc., Ann 4. Tarrants, W. B.; "Research," Report on Arbor, Michigan), the Proceedings of the Research Workshop 7. "Work Injuries and Accident Causes In of the Symposium on Measurement of. In- Hospitals,'7 U.S. Department of labor, BUS . dustrial Safety Performance, Sponsored by Report No. 841. .... ISSUES IN SAFETY MEASUREMENT By HERBERT H. JACOBS, PH.D. . yicc President, Corporate Planning and Research, Hallmark Cards, Inc., Kansas City, Mo. ` * Problems of observation, measurement, analysis.- In general, conventional procedures' evaluation, and inference are probably more for evaluating the degree of'hazard or. the acute in'that' strange area of science engi level of safety performance associated with neering management which deals with acci a given behavioral situation or physical en dental human trauma than in almost any vironment are based on measuring and com other field of investigation. The basic reasons. paring the'.number or frequency'.of acci for this are inherent in. the common prop- . dental occurrences. As most workers' in this. erties of those otherwise diverse events field, have come to learn, -such comparisons which are classified as accidents. are difficult to interpret first, because of To begin with, accidents are inadvertencies the statistical "fiukiness" which governs the or errors--uncontrolled and unplanned hap occurrence of rare events; next, because penings. This fa simply another . way of each occurrence is different in ! its nature describing chance-caused events. On top of arid its consequences; and, finally, because this, it is in the nature of things that man the expected,frequency of occurrence is the will control his environment and his expo product of the risk or probability of occur sure to hazard in such a way that the risk rence aind the magnitude or amount of of accidental trauma will always be extreme human exposure. The last of these elements, ly small. Taken together, these properties of exposure, represents a variable which gen chance and improbability characterize a class erally receives little attention even' .though. of incidents known to statisticians as "rare it is accounted for on a purely, arbitrary events." basis. Since accidental, happenings cannot be con trolled or predicted,' they cannot generally be.produced or reproduced under laboratory . conditions. Furthermore, because of ex tremely infrequent and unpredictable times of occurrence, they are not generally sus ceptible to direct observation. What all of this means is that the field of accident control (better thought of, per haps, as safety management) has' found itself ' constantly' beleaguered by the diffi culty of measuring, compring, interpreting,evaluating, and. hence controlling the phys ical and human situation of interest In For these reasons, most techniques; for reviewing this problem, let us consider some investigating the causal or preventive of the requirements of a measurement' sys .aispects of accidental trauma are based tem for evaluating safety management on post-mortem inquiry and retrospective performance. j /ji 1969 National Safety Congress . The first need is to remind ourselves that ization- over time.and across the full range, the ultimate subject of measurement is not of situations, unit sizes, safety management "accidents." Rather, it is some intrinsic personnel, quality, .etc., likely to be of com property which - might .be thought of as parative interest. Standardization is impor "safety expectation." This is a property tant in that it provides a. constancy of mean which, depending upon the generally, strong ing or interpretation of. measures to be role of chance, governs the probability of compared and that it ensures that observa- . occurrence of any given number and sever tions of performances reflect only oh the ity of human accidents during some specific observed, not on the observer.- future time interval or some particular amount of human' exposure. This property is, of course, not directly measureable, but must be inferred from the measurement of other attributes or events which are observ able-including, but not .necessarily limited to, current accident rates. . Fourth, we require, measurement systems which are capable of sensing those changes . or differences which represent a proper, re-, flection of safety management effectiveness. This means that we want, if possible, to avoid measuring, the effect of uncontrollable or exogenous variables (outside influences).. Second, it would appear that it is impor-' We also want to avoid the confusion which tant to measure those attributes of an would result from using measures, of effec operating system which relate to the specific ' tiveness which respond merely to differences occurrences which we are attempting to in the quality or quantity.of human ex control. A :useful and efficient measurement posure.'This requirement represents, the ra- scheme need not cover all occurrences, but tionale for attention to the variable of ex it should at least cover those occurrences posure which, it should be noted, possesses which are the subject of particular control both qualitative and quantitative aspects. interest. Also, we need hot confine ourselves to the observation or measurement of the events of ultimate control interest; it may be: preferable to focus measurement- atten tion on precursor events or other attributes; of the system.which bear some appropriate relationship. The nature of this relationship should be such that effective control of.the measured properties would result in com parable degree of control of the ultimate events of interest; The. important ..thought here is that an effective measurement system aimed at! the. control of accidental injuries need not be concerned with the direct meas urement of injury rates, but should'at least be responsive to controllable forms of unsafe activity. Also, since most control activities . or interests' tend to be focused on specific types and kinds .of accidents, an efficient Finally, we require measurement systems which are capable- of achieving a known and acceptable degree of precision with re-, gard to inferences to be drawn about rela tive levels of safety expection. This means that' the random error or. chance residual associated with statistics derived from those : attributes observed must be capable of statis tical estimation and- must, fall within an acceptably narrow range. This degree of precision will in turn be a compromise be tween three kinds of factors: the allowabledegree of uncertainty; all-other elements of .purpose such as specificity, timeliness, etc.; and the cost of measurement. : It is of interest to review some of the more conventional measurement concepts .and practices against this background of , measurement system ought to have a similar implied, measurement needs. sharpness of focus. , :Conventional Measurement Third, it would appear that for most pur Concepts and Practices pose's at least, relative measurement is more Most of the measurement questions which important than absolute measurement, We' have arisen in this field have been concen- ; ' are much more interested- in evaluating the trated on the appropriate statistical treat magnitude of change over- time or in the ment of accident reports. By and large, these comparative evaluation of two similar situa - issues are the result of a conflict between tions than we are in establishing the abso wanting to pack gs much information as lute level of accident risk in a given situa possible into a few simple statistics while tion. This implies' that any measurement desiring that these statistics possess similar' concepts and techniques adopted must be descriptive qualities and sufficient reliability capable of a reasonable degree of standard so that they can be meaningfully compared 84 . . Industrial Safely Subject Sessions . The following, questions reflect the kind severity, aspects entirely and to aggregate of Issues which U. S. Standard Z16.1 was all events regardless of severity into an partially designed to resolve.1 overall frequency count The other is to 1. How do we. combine injuries resulting introduce some measure of severity such as from a wide range of non-homogenecus the number of man-days lost, and then to accident situations? 2. How do we count and combine acci dents which range in severity from paper cuts to fatal injuries? 3. How ; severe must an accident be to count at all? 4. How do we aggregate accidents which involve only -property damage with those cumulate these as. a measure of'. accident experience. The'third is to separate out and report fatal accidents only. The first of these procedures has the disadvantage of being-oversensitive to minor incidents, since these are always in the preponderance, but greatly amplifies sample size and statistical power. The second measure, which includes severity information, is obviously more sen-. which involve huinan. damage?. - sitive to severe and fatal injury accidents, 5. " How-do we count and combine acci but at the cost of effective sample size and dents which involve the simultaneous injury,' statistical power. The third, cumulating fatal of more than one person? accidents only, is a still further step in this 6. How do we allow for the fact, that- direction, focusing entirely on the most im during different periods of . time and-.in portant class of events, but with very severe . different situations, the quantity and quality statistical limitations because of the small . of human exposure to risk varies? number of events included in most samples. 7. What statistical treatment is required To the- extent that it can be argued that' for. inferring real differences and interpret all injury-producing events are the conse ing and acting upon observed changes in quence of the same causal structure and that accident counts? , the degree of injury is merely a matter of Although it would be difficult to describe chance, there are clear advantages in a the full range of conventional practice or measure which includes all events , in the thought regarding these problems, it. is sample. On the other hand, and more typical possible .to take up each of them in turn ly, perhaps, the situation is quite the opposite. for brief review and appraisal.* Not only would a paper cut and a fatal 1. How do we ' combine accidents which differ in nature and circumstance? Typical electrocution not' be of . equal importance, but it. is hard to imagine that ` they are ly, accidents are'combined for measurement purposes if they involve human injury or equivalent events insofar as reflecting safety' attitude, supervisory effectiveness, education, death, regardless of similarity. For example, . simple lifting accidents would, ordinarily, environment, or most other aspects of safety management are concerned. be combined with electrocutions. While this . 3. How severe must an injury accident be procedure has. value for gross measurement to count at all? The customary answer to purposes; it forecloses. the possibilities of this question is to count, an accident as an more detailed examination pf\acddent situa-' injury producing accident if it . is disabling, tions, circumstances,, or causal factors. The (costs a human workday). This is, it seems/' principal rationale for this form of aggrega an arbitrary standard of inclusion and can tion is. to obtain the largest possible sample only be .defended on grounds of reporting size for statistical purposes and thlis. to uniformity and convenience -- which, - of facilitate , the detection of real changes or course," is the argument for standardization. differences in the gross environment In Clearly, the lower the criterion of severity effect, in the absence of standard reporting the larger will be..'the sample size, but categories, established procedure tends to the more sensitive will any measure be to ' . discard important specificity and detail for the more trivial class of accidents and the the sake of statistical- power and gross more difficult will it be to establish a stand description. ard reporting basis. Recently proposed mod-, 2. How do we combine accidents which ifications to the established reporting differ in severity of human injury? Three .standards have tended in the direction of conventions apply in the customary treat lowering the severity threshold in order to ment of accident- data.3 One is to. ignore' augment the number, of reportable events. 85 1969 National Safety Congress / ... . - .4.-How can' non-injury-producing acci non-linearity (accident expectation is pro dents tie combined with,those wbich.result in portional to the square of traffic density human injury? In most, safety management as measured, by Vehicle-miles). practice'these two classes of accidents are Consideration of some of the questions not combined since safety management by posed by the exposure issue will help to its nature is concerned only. with human illuminate the problem. Is it reasonable, for damage. There are however, 'some who example, to' compare accidents per mile argue that non-injury accidents do. indeed drivenTorcity drivers and rural drivers?.Is reflect die same type of failure experience it. reasonable to use man-hours as an' ex as injury accidents and, since they are closely posure base for comparing the accident related events, should be included in any experience of plants or industries without measurement system, for the purpose of regard to work force' composition, tasks, boosting, sample size. There are circum equipment, working environment; etc. ? Is. stances where this argument, might be shown there meaning in following changes in Acci to be valid (e.g^ vehicular roll-overs), but dent frequency rates from year to year even -for most applications it is likely to produce though job structure and content are. con serious distortions of interpretation. For stantly dianging? There are many questions example, it would be equivalent to combining of this kind which are much easier to ask parking lot fender dents, with high speed .than to answer. Fortunately,'this component turnpike collisions: The implications of this of the measurement problem is well sub -. issue ate similar to those discussed above. ordinated in most situations by the problems 5. How should accidents which' produce associated with the imprecision or variance multiple-person injuries be counted? The of the accident statistic,, usual treatment of multiple-person injuries 7. What statistical treatment is required is to allow tire measure of severity to lellect for inferring real differences? Standard the 'aggregate loss. The effect on severity procedure ignores entirely the question of rates is to decrease effective sample size statistical inference.. Performance statistics by. weighting most heavily those . events are almost always reported without esti which produce multiple damage. For exam mates of an appropriate confidence interval. ple; a single automobile accident resulting, Furthermore, it is generally impossible to . in fatal injury to two passengers aid a impute such a confidence interval retro-' driver would be weighted -three times as ' spectively to a ratio statistic. It is equally heavily as it would have been in the absence impossible, of course; to make confidence of passengers. This issue would tend to have statements regarding the difference between greatest interest for those activities, where two or more' of these ratio statistics. multiple-person accidents are not uncommon In summary, then, and reviewing together . (mine rave-ins, maritime, collisions, - Iras all , of the foregoing questions, one issue accidents, airplane crashes, etc.). appears repeatedly. This is the need to con 61 How do we allow for variation in the sider aggregating or combining as many quantity and quality of human exposure to events as possible--regardless of similarity accident risk? The problem of exposure of cause or importance--In an effort to measurement is one. of the most difficult enlarge the- sample size as much as possible aspects of accident measurement to deal with by extending the range of incidents included. and, consequently, has received little atten It is apparent that the heart of the un tion. The standard and most common tech certainty problem is the small number of nique is to adopt an arbitrary but common occurrences being compared. For example, sense measure of exposure: man-days at typical. industrial- accident fatality rates worked, vehicle-miles driven. To the extent (.10 deaths per million man-hours), twenty, that ibis' measure does not reflect uniform -fatalities per year would correspond to 200 quality or degree of exposure over time or million man-hours of exposure, or to the. between situations, then it will not respond . exposure of 200,000 men oyer one year. proportionately to real changes in the hazard Chance variation alone could cause the num situation. Beyond this, it is commonly as ber of fatalities for this rate of exposure sumed that there is a linear relationship to range between 13 and 29--even if the between . exposure and. safety. expectation. situation were constant There is at least one area, that of traffic It is reasonably clear that except for the safety, where it is more plausible to assume crudest kinds of comparison--such as com- 86 / > Industrial Safety Subject Sessions paring the safety experience of entire indus tries or cities over relatively long.periods of time--fatality, measurement as a yardstick of safety management. is an exercise pi futility. If measurement is extended to in clude all disabling-injury producing acci dent, a somewhat more reliable statistic is generated, even though it may be a: less valid measure of safety performance. management activities and performance: be cause of the statistical, limitations just de scribed. One of the consequences of this has been the, development and application of various reporting modifications, generally proposed for application concurrently with 'standard reporting. ' Some of the modifica- ' tions which have been put forth in' recent years are described on the following pages. Consider first the'Tmprpvement in reli 1. The Serious Injury Index*<o>6,7 The ability which would result from'this exten Serious Injury Index represents an attempt sion. In 1967, the National Safety Council to enlarge the sample of occurrences beyond estimated the national work injury rate at - those which , are defined as disabling injury' 14.7 injuries' per. million man-hours of ex accidents. In effect, it includes certain types posure, which is equivalent to 29 injury of .noil-disabling - injuries along with those accidents per 1,000 men per year. Although disabling injuries which meet the . lost time the expected number of injury accidents criterion. These include specified lands of then would be much higher .than that , for non-disabling eye injuries, fractures, lacera fatalities. (147 times higher by estimate),, it tions, and other injuries for which work is.still too low to.serve as,a reliable sta restrictions , are prescribed. tistical index for most purposes--that is, The proponents - of this modification, for. all but the largest operating units. Blind (which has apparently- found substantial chance would cause the number of injury useful application), argue that it results in a accidents for a work force of 1,000 men more meaningful, as well as a more sensitive with a (nationally) average safety level to measure of safety performance. fluctuate 'between 18 and 40, 95 per cent of Other advantages claimed for the; Serious the time. It has been reported that two- , Injury Index include the greater degree of thirds of all industrial injuries occur in specifidty and detail which can be developed operations' with fewer than one . hundred regarding type of accident,- place Of occur workers: The consequence of this fact is that rence, etc, because of the substantially for. most units or operations the expected number of disabling-injury accidents during one- year of exposure is so low that even minimally precise statistical inference re garding the level of .safety performance' is jsut of the question. greater numbers involved. It should be noted, however, that while the higher frequency of occurrence of these less severe injuries would surely tend to produce a -more sensitive measure, it would also be a measure which would probably The issue of statistical reliability, arising tend to reflect a different: class of . events as it does out of the limited sample sizes and which would be extremely sensitive to associated with a rare-event process, has such situational factors as propensity to proven deeply frustrating. It is clearly evi report minor injuries and consistency of dent that it must continue to serve as the medical treatment standards. These issues major impediment to the achievement of ' ought to be susceptible to some kind of ob suitable levels of precision for any measure jective evaluation and clearly deserve fur based on injury-producing accidents. Con ther .study. ' cern over this problem has resulted in a 2. The High Potential' Accident Index* .number pf proposals for new measurement The-High Potential Accident Index repre techniques, ranging from minor .modifica sents an attempt both, to enlarge the uni tions in existing standards to radical inno verse of events beyond disabling injury vations in concept. ' . accidents alone while at the same time gen Recently'Proposed Modifications of Standard Measurement Practice Experience with, the current standards for reporting and measuring accident experience erating a safety performance measure which remains sensitive to serious rather than minor hazards. In practice, a reporting sys tem was established to encourage the report ing of all injury-producing accidents . has led to widespread dissatisfaction on the whether disabling or not, These events are . part of many officials responsible for safety then studied for the purpose of identifying . 87 1969 National Safety. Congress those few which; in the judgment of invest!- rience' -- it is appropriate to consider .pos gators, had the potential for serious human sible !; means for estimating prospective or property damage (estimated :at 4/10 of accident experience through some - direct one per cent of all accidents vs. 7/1000 of measure of accident propensity. To be useful one per,cent for lost time accidents). These, for this purpose' it is desirable, but not nec high potential accidents represent the meas essary, to be able to transform. measures urement base of interest In support of ..this of propensity directly into estimates of proposal it 'has been: argued that indexes future accident experience, or at least, ' based, merely on raw minor injury data tend insofar as the objective is to make relative to reflect reporting rather than* incidence, rather. than absolute assessments. result in pressure on reporting and minor injury reduction,' and db not reflect the overall'level,of accident cost performance. On. the other side of this case, however, Near Misses as a Measure of Accident Propensity One possibility for such application would is the-issue of whether the hipo index tends be. the so-called "critical-incident" technique.. to reflect changes in the level of safety or. Basically, this technique attempts to obtain changes in the standards by which minor reports of near-misses or accidents which, in accidents are judged to'have .been poten-.- the'opinion of those reporting, almost hap tially serious. Although there is no logical pened. It is.intuitivdy apparent that much reason for excluding the role, of human of the accident-avoiding behavior.of individ- judgment'in any measurement process, it is . uals is 'bas.ed on near-miss experiences, and important. to. develop rules for .applying it is . surely sound in principle to expect that judgment which can result in ' verifiably operating groups and organizations can consistent' performance. There is much in-' similarly profit .from the study of near-miss tuitive appeal in this proposal and it clearly occurrences. warrants intensive development, refinement,. The critical-incident or near-miss tech and evaluation. niques has many, values and much promise 3. Property Damage Accident Index? in particular- for investigating causal aspects The proponents of a measurement system of accidents, but until now it has found which includes property damage accidents only limited application as a measure 'of point out that the ratio of property to dis accident propensity.11'The major reason , for abling injury accidents is at least 500:1. The this is-that near-miss data are totally de measurement index most commonly men pendent on reix>rts from those who are part tioned is that of total realized. dollar cost of the situation and, in fact, close to the for replacement, repair, lost production time, scene. This is a requirement which is likely etc. The plan as. it has been applied 'in to result in intrinsic - deficiencies from the ' practice requires a workable scheme for standpoint of reliability. As h measurement enforced reporting of all property damage technique,. critical-incident recording may. be -. accidents. less a reflection of accident propensity than Although this'proposal has the least surface of propensity to report. Beyond this, near- appeal--it is not clear that property damage miss measurement is not independent of the costs should bear any relationship, to human quality or quantity of human exposure and safety--it too should be susceptible to some contains the same exposure measurement kind of: objective evaluation. . problems as actual accident data. Other Potential Measurement Approaches - Nonetheless, although it is far from cer tain that the various problems of definition In an effort to circumvent the trouble (what events are to qualify as near-miss?), some problem of statistical reliability in of^jreliable reporting, and of - exposure accident measurement, attempts have been measurement could be solved well enough . made to introduce other measurement tech to develop a continuing and wisely applica niques for characterizing the relative-safe ble measurement system,, there appears to be ty or relative. danger inherent in a given enough promise to justify serious develop : situation.10 Whereas most of the more. mental effort. Of all of the proposed meas traditional measures deal with retrospec urement techniques which do not depend tive accident experience as -a basis for upon, actual injury or fatality data,1 this one estimating actual accident expectation -- possesses the strongest face validity as an . or for gauging .prospective accident .expe- index of accident propensity. The issue of . 88 . 'j Industrial Safety Subject Sessions statistical reliability will surely be less acute ' merit As originated and tested by Schreiber, since near-misses probably range anywhere it includes three. basic. properties.18 First from tens to hundreds of times more fre it is based on the direct sampling of speci quent than actuals. This greater frequency fied types of deficiency or discrepancy with should- make it possible to categorize more regard to human action or behavior. Second, finely the types of occurrence and to avoid the sample size is directly controllable intermixing potentially trivial with poten . through the riumber of. observations or tially serious incidents. ' opportunities selected. Third, it allows. for-, A recent contribution to the potential the identification of change in the level of applicability of the critical-incident technique acciderit propensity through a form of statis has been the development of a data collec tical control chart technique which is tion procedure, which employs a stratified analogous to that employed for statistical random sample.of participant-observers who quality control. are asked to recall, and describe unsafe errors or conditions which, have come to their attention.1* Employing periodic sam plings of this kind might epable the devel opment of a useful index of safety perform ance. Clearly, much work remains to be done to establish that this measure is not only one which .is statistically reliable but also constitutes a valid reflection of safety expectation. Without attempting to spell out the details of the work that might be undertaken along these lines, it should be possible to establish a'number of experiments in various' installa tions -to study various forms of near-miss data collection procedures. The key proce dural stumbling block will be the develop ment of a stable operating method for . collecting data so that any near-accident which falls .within a specified description and a specified closeness will, be equally likely to be- reported. In essence, what is proposed is the initia- tion of experiments to establish whether or not the critical incident technique has poten In practice, this technique consists of using trained observers to examine or in spect operations .under safety surveillarice on a carefully scheduled basis (with respect. to time,'locale, etc.). Each observer is re-; quired to note the behavior of a given 'sample -of operatives and to record each .instance in which a specific breach of safe .practice is seen to occur. From these obser vations a discrepancy fraction statistic can be developed on a daily or weekly basis as the-roof measure , of accident propensity! Schreiber has shown how appropriate statis tical confidence intervals, can he calculated and statistical - control charts developed. He has demonstrated the actual application of this basic procedure to a variety of- hazard ous operating 'situations over time, periods lasting as long as several months and has indicated the utility of this type .of measure ment system for identifying changes in the: level of accident, propensity and for corre lating these with known or suspected changes in the social arid' physical environment;.; tial application, not simply as a means for There would appear to be promise in ex studying accident causation,, but as a meas tending this basic measurement idea to a ure of accident propensity oriented towards wider range of applications and in exploring the larger purpose' of safety management. a variety of observational and statistical., The question is not whether this technique . techniques. For example, it should be possi has potential but rather for what situations ble to develop sample measures of accident its potential is greatest. There are some propensity for purposes of comparing two applications--near-collisions to commercial. or more situations of similar nature To ajrliners, for example--where the combina illustrate, the frequeneywith which estab tion of professional reporting and self- lished safety, rules- (such as- not wearing interest .would surely favor' successful appli safety . glasses, standing under operating cation if effective procedures can be hoists, smoking in unauthorized places, etc.) developed. are violated could readily and meaningfully be compared between divisions of an organi Unsafe-Behavior Frequency as a zation or between shipyards. Sample meas Measure of Accident Propensity urements of safety knowledge or skill could , There exists ' another, little known, pro be compared between drivers or operators posal for measuring accident propensity from various installations. Proper condition which deserves further testing and develop- and functioning of equiprrient can be sam- 89 19(9'National Safety Congress pled in exactly the same way arid used as' directly. But it can be considered to have a basis of accident propensity measurement many components or ingredients, which are In fact, it should even be possible to develop measurable. Some, perhaps many, of these' composite indexes which, combine sample ingredients are measurable with considerable observations of many aspects of operator precision, and it may well be that these can behavior, equipment condition, safety knowl-. be combjned to form some kind of an ac edge, etc. These indexes would have' known ceptable index of accident propensity.-' statistical propensities, would not be of lim ited reliability, because of sample size re strictions, and most importantly, could be constructed to reflect the controllable aspectsof safety management . One type of accident propensity measure is the frequency.of occurrence of various kinds of near-misses. These can be sampled within specific categories or. classes of occur rence or can be. combined into aggregate Summary of Progress to Date 'indexes. This measure, of course, still re In summary, then,-it is seen that the con ventional standard measures of safety effec tiveness have serious, perhaps insuperable' problems, insofar as the principal purposes of measurement are concerned. 'Foremost, among these is the .problem of statistical quires consideration of the exposure factor and is still not entirely free of reliability and sample size limitations. Some work has been' done , in attempting to apply this idea although it is not yet possible to. establish its merit unreliability dud1 to the variability of a rare- ' Another type of accident propensity meas- event process in combination with small to . ure is that of. unsafe-behavior frequency. very small sample sizes. This problem is This can be applied to any specified type or basic and cannot be bypassed by refinement form of unsafe behavior, unsafe condition, of interpretive procedure." - or unsafe equipment It is independent of Attempts to circumvent this obstacle by such, means as aggregating non-similar events, extending base measurement periods,. lowering the severity threshold to include non-disabling injuries and even non-injury accidents have been proposed. While modi exposure, variation, possesses controllable precision, and is directly related to the effec tiveness of both general and specific safety management programs. This, too, has had some intermittent application -- 'enough at least to establish feasibility if not value. r fications of this , kind tend to relieve some', .It should be pointed out that neither of of the problems posed by statistical unreli these latter measurement concepts has -been ability, they necessarily tend to cast doubt developed much beyond the proposal stage. on the validity and significance of the results Both require considerable, conceptual and reported and to reduce the meaningfulness practical refinement as well as extensive of the entire measurement process. Despite practical testing and evaluation. In view .of these problems there are reports of satis-. the increasing dissatisfaction which conven-. ' factory experiences with- some of these ' tional methods have encountered, further modifications. exploration of these possibilities seems war In addition to questions-on accident classi fication and reporting, there are complicated problems of exposure measurement which differ from situation to situation and which ranted. And-of course, there will be other schemes put forward from time to time which may offer superior promise and which will require, careful test and evaluation. importantly detract from useful interpreta tion.. There has been relatively little discus sion on this issue, yet anyone with experience in this field appreciates its con tribution to the confusion produced by the . "accident numbefs game." Further Development of Safety Measure ment Concepts and Techniques Any reasonably objective outsider review ing the development in this field can't help but feel a certain sympathy with the dissatis faction and frustration which conscientious The major alternative route to a concept practitioners of safety management must be of -measurement based on the. recording of experiencing. In most small and medium size actual injuries is one which deals instead operating units (which account for the pre with the concept of accident propensity. ponderance of all accidents), it is virtually Accident propensity is, of course, only a impossible to apply standard safety measure concept and as such, cannot be- measured ment codes and come up with' reliable esti- Industrial Safety Subject Sessions . ..... .'. -_ mate of safety effectiveness. In larger units, Ordinarily it might be assumed that-this it ihay be possible to develop gross compari problem, like most of those of an applied sons with some precision, but it is difficult nature; would be solved in time. Decades to do this with enough detail and specificity of trial and error experience, gradual ac to provide strong guidelines for, action. cumulation of successful case studies, occa At the same time there are a number of proposals for modifications of, standard practice and even for entirely different r measurement concepts--still oriented towards the basic measurement purpose of safety management--which hold scone promise for sional student dissertations, evaluation of successively more powerful procedures and refinements probably would,: within a half century or so, begin to weed out ineffective proposals and bring the stronger measurement system possibilities to the surface. ,v fruitful application. Unfortunately, there' Can this tedious, drawn-out, costly route exists, no reasonable scientific evidence which of improvement ' be accelerated? Perhaps, would make it pnsriMe to assess the validity although at this time there does- not exist of 'claims and counter chums for these. In any effective means for. doing so. "Yet, if is .addition, what practical support there is this is in fact an area which' has room for tends to consist of unsupported statements scientific investigation, then what better . by the authors of these proposals asserting place to apply disciplined experimental re- y that successful application has been made. search and development than to'the funda Beyond this; of obtuse; some of these pro mental measurement process. posed' -measurement schemes are still ex. tremefy crude and primitive with' much refinement and further development re' quired before any useful application is likely to result ; One .possible scheme for doing this would - be to establish a national industrial safety research "laboratory"--under either federal or private auspices. The laboratory couldreadily be assembled since- it need hot consist .y -'Where do things go from here? How' are of $200 million linear accelerators or $90 these . refinements to . be accomplished and million radio telescopes. The basic laboratory; tested? How are. these and possibly other requirement is simply met: real people func conceptual innovations for safety measure tioning normally in existing work situations. ment to be tested and evaluated in such a It could, for. example, be organized to con way as to replace innovators' claims with sist of cooperating plants, factories, facilities, the 'much more convincing weight of. objec and installations belonging to the federal, tive and teclundally sound evaluation? Con government or to other cooperating agencies - sideration of these questions suggests that or private corporations. The laboratory staff the fundamental research challenge in this might be organized to include experienced field is not that of developing more sophisti- safety engineers as well as representatives - cated statistical procedures or more imagina of appropriate disciplines such as psychol tive measurement system proposals. It is ogy, statistics, medicine, etc., all combined - the need for some. plan to develop, refine, into an integrated central research group. and definitively to assess the. abundance of Posable' facilities could, include shipyards, existing procedures, proposals, and possi ammunition plants, defense plants, overhaul bilities. shops, motor fleets, naval ships, manufac For example; consider just one of' the turing plants, etc. more promising of the recent proposals, the The mission of this laboratory would be . High Potential Accident Index (hipo). How to conceive, develop, refine, test, apply, and- are standard procedures for judging, the po evaluate alternative measurement schemes tential seriousness of recorded accidents to and proposals to form the basis for future' . be established? How can the reliability of safety management application. Since many these investigative judgments be evaluated? of these proposals could and in fact should How can the relationship between the be tested concurrently it would be possible, . hipo index and other known measures of to study them'-in side-by-si'de application. safety expectation or accident propensity be These studies could be continued over many determined? How can the areas for possible years if necessary so that longer-term useful .application be established? How can deiiciences and problems, would have an needed validation data for management pur opportunity, to reveal themselves. In time, poses be generated? ' perhaps, the scope of interest might be .91 1969 National Safety Congress ' ' broadened to include the investigation' of countermeasure effectiveness as well. ' Some of the specific areas of measure ment study and research might include the following:. . 1. Refinement of Technique for Various Measurement Concepts--exposure, measure ment concepts and techniques; sampling and interview schemes for near-p^ss recording; techniques of surveillance for unsafe be havior sampling; standard judgmental meth ods for high potential accident analysis. 2. Research to Validate Measurement Conce/)/r-^statistical relationship between dis abling and non-disabling injury rates; statis tical . relationship of near-miss frequency rates, unsafe behavior frequencies, and dis abling'injuries;'correlation of. ratings be tween . investigators judging high potential accidents. ' 3. Research on Interpretation Techniques --evaluation of statistical control chart tech niques for identifying assignable causes; evaluation of' statistical problems as a func tion of unit size; appraisal of techniques of classification of occurrences to provide homo. genous categories. ' This list of- possible fields and areas of inquiry could of course be extended at length in order to facilitate both development and evaluation of all of the aspects of both new and established measurement ideas. Open publication of all results would help to com municate'data of interest both to-the safety engineering profession and to the research community. . Finally^ -if competent sdentists and engi neers sponsor and conduct these studies, it should be possible to establish a technically authoritative publication: This would have convincing impact on the professional safety management community at large with the result that useful findings might win much faster acceptance and might find their way into successively more valuable standard measurement and reporting systems. REFERENCES 1. Becordittg and Measuring Work Injury Experience. USA Standard Z16.1--1964, R1959. United States of America Standards Institute, N.Y. 2. For a comprehensive review of the back ground ana nature of current measurement Sradices, see Wahl, J. E.; National Bajety 'ewe, Dec., 1966. 3. Standard practice (USA Standard Z16.1) includes the following definitions: Disabling Injury Is one which causes the loss of one or more full days following the day of injury. . Frequency Bate is the number of disabling injuries per 1,000,000 manhours of work. Beverity Bate is the total charges (in days lost) per 1,000,000 man hours of work. 4.Haler, O. C.; "How Accidents Can Help Your Safety Program." National Bajety . Congress Transactions 196b, Vol. 12, p. 24. 6. Batche, M. R.: "Understanding, and Pur pose of the Serious Injury jtndex." Na tional. Safety Congress Transactions 1969, Vol. 11, p. 30. 6.Voland, 1L J.; "Beyond Frequency and Severity." National Bajety News, Dec., 1962, p. 28. . 7.- Gilmore, 6. L.; "Statistics--A Crystal.Ball' Approach' to Accident Prevention." Na tional Safety Congress Transactions 1965, Vol. 25, p. 38. 8. Allison, W. Wj "How to Foresee Tragic Accidents. by use of the High Potential Accident-Prone Situation Hazard Control Method.'- National Safely Congress Transactions 1967, VoL 2, p. 4. 9. Bird, F. E., Jr.; "Property Damage, Safe ty's Missing Dink." National Safety News, Sept 1966, pi 24. 10. For a more complete review of these ' techniques, see Tarrants, W. B.; "Report .' on the Proceedings of the Research Work shop of the 1966.Symposium on Measure ment of Industrial Safety Performance." National Safety Congress Transactions 1966, VoL 12. 11. Seuberiing, W. E.; "The Importance of Near-Miss Accident Classification." Na tional Safety Congress Transactions 1967, Vol. 6, p. S. i2. Tarrants. W. E.; "An Evaluation of the Critical Incident Technique as a Method for Identifying Industrial Accident Causal Factora" Ph.D. Dissertation, New York University, N.Y.G, 1963. 13. Schrelber, R. J.: "The Development of ' Procedures for the Evaluation of Educatlonal Methods Used in Accident Preven` tion." Ph.D. Dissertation, Columbia. Uni versity, N.Y.C., 1957. . 92 THE MEASUREMENT OF SAFETY ENGINEERING PERFORMANCE By JOHN V. GRIMALDI, Ph.D. Director, The'Center for Safety, New York University, New York, N.-Y. centuries puzzling problems have been time has pushed the initiating event' into the . - yielding to the power of facts scientifically past the improbability of an imnjediate re marshalled, but among the many enigmas currence encourages acceptance of the, ex which remain some, though important, will pediency as "good enough." It is permitted not be solved unless their merits are realized to stand, usually without challenge, until a more widely. : new intolerable'experience occurs. Then'an- ? How to implement safety most effectively other expeditious remedy is likely to follow. is one puzzle whose virtues have, not yet Thus, safety has developed relatively hap commanded enough interest to enable' its', hazardly. Surely, reacting to. emergencies mastering.' And: the absence of a reliable ' generally does not allow the time to be taken safety performance measure may be as re that normally is needed for studying a prob sponsible for the lack of interest in' a solu- lem. A solution, under such circumstances, tion as it is the result of our inability to is likely to be inadequate.' Often, it is little ,. answ.er the question satisfactorily. more than a-fixing of the obvious or as sumed failure points. Indeed, the practice of . Characteristics of the Problem safety seems to .be essentially a patchwork Although there is reason to believe that * of expediencies. society has been seriously concerned, about, safety since at least the beginning.of re corded history, there does not seem to have been much realistic effort to achieve it. At most, safety, has known sporadic popular attention and then only with respect to inci dental issues which surfaced out of tlie mass of inadequacies and inconsistencies which, create the hazard control problem,! , Prescriptive Correctives Dominate . . As one safety Step after another developed, the substantive as :well as the expedient accumulated, until' now there is a- massive store of regulations, codes, rules, standard operating procedures, and safety program techniques. An observer can easily conclude that the answers to accident problems must be given either in the existing safety recipes . t, Safety Is a Function of Emergencies or in some which eventually will be devised. ; Practically without exception a dreadful event (for .example, the 1968 'Mannington' coal mine catastrophe) or an increasingly intolerable injury and. property damage ex perience (such as the familiar automobile accident totals which seem to grow annually) Under the circumstances, continued reliance on established corrective prescriptions is not surprising. Their acceptance is so strongly fixed and their application. is so widespread that.it seems almost impossible to deemphasize reliance on them.,. has been the. initiator of every new safety In the presence of almost endless lists of consideration. Each is. dealt with as if it' patent hazard correctives, most accidents, it were a .distinctive disorder to be corrected,' would appear,, should be preventable. That when' in fact most likely these unwanted they are not has been .frequently evident. The events are symptomatic of a larger systemic resulting frustrations probably .account sub- . deficiency , which must be corrected in toto stahtially for the popular emphasis on safety or the incidental failures will persist--as awareness programs, since, errant behavior indeed they have. may be the most visible explanation for acci In the absence of practically any under standing. that the complex safety problem cannot be solved by the simplistic approaches consistently used-to attack it and because the dent prevention failures. The rationale seems to be plain: given a resource for countering established accident causes, only ignorance of its applicability or benefits will limit its inciting events demand quick attention, hasty use. This uncomplicated notion suggests the antidotes usually, are proposed. But when need for safety observance promotions where 93 ' . - 1969 National Safety Congress ' . ' h it is. seen that established accident prevent in the view of conventional safety objectives . ..tioh procedures are not employed diligently, it may be .anathema to think so. And the implication seems clear that- when Daring aiid impatience may have enabled the promotional programs are implemented.: man's progress as much as they have oc- fully, accidents can be stopped. However, casioned countless costly interruptions in his such simplism, which familiar safety efforts pursuits. It seems that, there is in general /. frequently exemplify, overlooks the complex, an intuitive recognition of the need for nature of the hazard control problem and .venturesomeness which opposes the obvious v thereby disables the development of reliable desirability of safety.' Society, like the indi- 'v; . : safety performance measures. Safety achieve- vidual, apparently; responds to day to , day ment also is handicapped; .` perils --in accordance with the dictates of Indeed, safety awareness may not be a mos* influential culture and needs at the ; . significant; day-Lday deficiency at all. At moment-by accepting a level of safety that . least not in the United States, where safety >* finds tolerable. Thus, a zero accident wci- education often begins in the grade schbol, de?ce. ^though ideally desirable is not the if not at mother's knee: And safety remind- universal standard for safety effectiveness, ers abound all around. The benefits of safety ^ administrators, on whom safety adueve- arid the substance of its common recipes IJient- depends, probably cannot be convinced V- surely are knowm.'.But what is unknown- thatL .should be held accountable for or.perhaps, more accurately, what is difficult such.ideal effectiveness, to relate--are the advantages and the dis- The safety risk paradox may seem inci- advantages of the safety option in an in- dental among significant puzzles, but for the herently. hazardous situation where some at- manager and scientist who will bother to be .traction exists and where the likelihood of interested. in its implications a fascinating immediate or significant harm does not seem consideration appears--one that should be too great Rewards often require some ex- worthy of the best and most intensive effort' . posure to risk. But how much? What are that can be marshalled to weigh it. since the tolerances for the harm to be expected *t seems basic to the whole problem of from an unwanted reaction, if it occurs? achieving desired goals through organized Can an event be controlled to an acceptable effort. level? These are some of the questions which ' The inclination (and .sometime need) for knowingly or intuitively in some degree seem chance-taking appears to be-fundamental'in to occur in decisions involving the applica- daily living. .Venturesomeness indeed may be tion of safety precepts. Therefore, it would as responsible for human progress as the- .- .. appear that safety achievement is best not ' quality of the intelligence that has employed ` measured simply in terms of the occurrence it'-.Its importance to society seems to be of unqualified events, with an absolute null understood implicitly as evidenced by the point as the performance objective.-Reality familiar toleration of ventures which end seems to' deny such a premise. adversely. Usually it is only when under- . The Safety-Risk Paradox takings involve perils which are thought to. be harmful almost immediately and in an There is a normal predilection, it seems, intolerable degree that the prospects are con fer taking risks if the possible consequences sidered unacceptable. Frequently it appears appear- more attractive' than the apparent that the level of objectionable consequences probability and degree of harm that exposure is largely and exclusively a function of the , to them may present When the choice goes. expected gain from the venture. Risk vs gain awry, plainly a bad judgment was made. But trade-offs seem to be assessed instinctively the ambivalent attraction between safety and (but 'sometimes analytically) according to ' . risk apparently is a deeply ingrained human' such criteria as the threat to the mission, the bent, which often, disables wise decisions, probability of; a 'harmful consequence, the And it does not seem to be alterable easily, degree of physical loss and'suffering which even though current and'historical disasters could occur, as well as the sensitivity of clearly teach the need for cautious risk 3elec- legal and ethical relationships inherent to "tion and control. Caution therefore remains the venture and which are balanced more or more an admonition than a precept, Yet th'is less against the rewards expected from takmay not be altogether unfavorable, although ing the risk 94, . vi' Industrial Safety Subject Sessions Safety Performance Measurement . necessarily, therefore, would seem to be con Considerations . cerned j^h appraising the effectiveness with .It 'seems that the determination of what which events are controlled to levels which is safe. (or, from. a risk-taking point of cause no greater harm than the individual view, appropriate) is based on a. fluid set (or the system) is prepared to tolerate. The of values. People appear to want protection variances in objectives, whidi influence principally from .the kinds of harm they safety decisions and consequences, are seen cannot tolerate, but the tolerances are not frequently in conflicting intentions at the uniform. They seem to vary from individual. administrator-operator interface and con to; individual and within the individual ac sequently they deplete conventional admoni cording to the several discretionary factors tory'safety programs! he sees. ' Safety Decision Variables ' Safety Performance Measures Are Important to Achievement There are four judgement factors which, . ' When striving for accomplishment it ap .although not usually calculated rigorously, pears that, objectives--and the variations may intuitively govern safety decisions: which occur in their interpretation--are not 1. The likelihood (probability) of an un the only obstacle to achievement Drucker1 wanted consequence occurring. points out that "The real difficulty lies, indeed 2. The maximum' degree of harm that not in determining what objectives we need, could result from the consequence. but in deciding how to set them. There is 3. The social-sensitivity of the issues as only one fruitful way to.make this decision:, sociated with the possible consequence (i.e., by determining what' shall be measured in their legality,. morality, or ethicalness). . each area and what the yardstick of measure .. -.4. The magnitude of the gain expected ment should be! For the measurement used from the action taken. ' determines what one pays attention to." Possibly each factor is related instinctively Safety achievement relies heavily on man in some degree when a decision is required. agement effectiveness. In our society, , we or .The immediacy, haimfulness, and visibil ity of. a possible consequence ordinarily ganize the efforts of. individuals to. achieve common goals. This requires leadership at each level of the. hierarchy. A manager would govern the thoroughness with which a safety decision is reached. And motiva tional factors, which derive from .the indi vidual's heredity and culture, probably influence any interpretation of the results and the. action taken. Thus, while it may be possible to regularize the' process whereby a safety decision is made, it may be unlikely that any result would be weighed identically very often. .And so disparate actions, with preventable accidental events' following, probably are to- be expected. It appears that a performance measure .which uses accidental events' in .some scalar fashion to quantify safety effectiveness can not reliably- and. validly.reflect the quality of the safety proc ess. But when it is considered that perhaps the more common safety decision necessarily is not always to avoid'hazardous situations, but rather to enter them when it is believed an unwanted consequence (if it should ocf cur) is limited to an acceptable level, then safety performance is seen to be at least cannot prevail however unless- his objectives are clear,' and attainable, and measurable.. Then he is able to plan to meet them, assign appropriate responsibilities to' his subordinates and determine accountability for their, performance. Otherwise, direction becpmes intuitive, as so often seems to be the case in Safety. When the performance measure is rele vant and. reliable-- at least to the-point where its margin of error is acknowledged -- it cain feed back information that is useful for correcting systemic deviations. This js the expected purpose of gaging devices gen erally. It is a value that is sought partic ularly. in measurement applications for man agement systems. -It should have critical importance therefore for optimizing safety since, as in the case of many functions which may not be reliably carried out unless there is management* of the per formance effort, industrial safety achieve- as much a function of. the success in limiting consequences as in preventing them. A meaningful. safety performance measure The work ot managing Is considered here to be persuading others to work -- usually -with respect to standards that are established . for Individual Jobs. 95 1969 'National' Safety Congress ' ment relies to a large extent on such' direc ance levels that suit their convenience; know torial influences according to how they are ing-that they cannot be held accountable for expressed downwards through the organiza failing to reach an ideal. Moreover, accident tion's echelons.- Indeed, the industrial hierar- indices, by focusing on the zero rate as the -.chy is an outcome of the need for distribut implicit (jJjjective, tend to direct the safety ing and . channeling' the responsibility, effort toward risk avoidance (Le, ^accident authority, and accountability for fulfilling the prevention) when the common inclination (or. corporate objectives. Safety is no more capability), may not generally permit the likely to be accomplished than'any of in .achievement of absolute safety perfection. dustry's . responsibilities if the hierarchical The interest instead seems to be concerned chain does' not' activate it as well. For this, with taking oni risks,-when they'hold some reason it appears especially important for attraction, and when the consequences will ' the safety performance measure to be re not be intolerably harmfuL In snch a cir sponsive to managerial measurement require cumstance the accident prevention ideal--.as ments. This suggests that the measurement a constant , objective--may be unrealistic device should assist, in its area of applica and is likely to-be qualified by performers tion, the fulfillment of the steps which gen according to what they consider to be their erally comprise the work of managing. The practical needs. Safety in practice; therefore, manager plans the accomplishment of his ob often becomes a complex problem involving jectives,- organises to achieve his plans, co ' establishing the merits of a risk as a func ordinates the workings of his organization, tion of its inherent hazards as well as deter and then measures its progress, providing mining the acceptability of available safety thereby a loop which enables optimization measures, to.control it.Indeed, safety is hot according to the sensitivjty, clarity, reliabil a simple matter of - avoiding inherently ity, and' validity of the measure's feedback.. threatening activities or devoting'one's self It is "the means .of self control"2 and its to proper but restrictive precepts. Conse implications for safety achievement seem quently, irrelevancies. are apt to -occur be- clear. - tween accident rate expressions and real day In its design or selection, there .is the art to day hazard situations which may 'falsify ful influence on achievement which a' per the usefulness , of accident data, for feedback formance measure exerts that must be con oh the course of safety performance. sidered--or it may in fact misdirect the effort. Drucker reminds that "The measure ment used determines what one pays atten tion to.''8 And so it appears that the meas ure should deal clearly with what it is that is essential to the performance objective. If not, something other than , the'-wanted re sults may obtain. Perhaps to a significant Course of Action Determined By What Is Measured . In order for a measure to be reliable it is of- paramount importance that its units be employable with reasonably duplicable accuracy by all who are trained to apply it Then the information obtained can be inter preted reliably among analysts and intelligent - extent this likelihood has inhibited, safety inferential dialogue - becomes possible The achievement. accident' unit of popular safety measures, Measures of safety performance . cus however,- does hot permit such transference tomarily have been "accident rate" yardsticks of interpretations. It may not even allow probably on the supposition that numerical intelligent explanations of their observations differences 'in accident tabulations, over by individual measurers. periods of time, mirror the relative intensity- This limitation is due partly to the ahsence - of safety's programs. However the' types of of a standard definition "for "accident" Dic- events that- are measured, . semantic dif donaires, for example, indicate the.vague ferences in definitions', as well as frequently ness of the term by giving the differences 'dubious relationships between a zero (or in its usage. But even the most complete even changing) incidence rate and the quality . reference apparently cannot' cope with the of the safety effort are .-inclined to disqualify variety of shadings that apply. A rose may accident rates as meaningful indicators of be "a rose .is a rose," as Gertrude Stein safety performance. Common experience says, but an accident is not always "an indicates that when given goals which are un accident" speaking' either colloquially or realistic, people generally choose. perform technically. Popularly, it may be an "injury," 06 Industrial Safety Subject Sessions. although there, does not appear to be any here that the control of such events involves lexicographic support for this synonymity.. concepts and methods which are far more On the other hand, "accident" rarely is used complicated and encompassing fthan those as a synonym for "fire?* or "infection,even conventionally concerned with reducing in though either may be harmful'and sudden' jury totals; and that devotion to injury re and, like injuries, may be reduced by stu duction distracts from .the central need for diously applying established diagnostic tech developing a body of effective hazard con niques and safeguarding principles. Further trol knowledge. This necessity may be seen more, an unexpected, unwanted event which .'most clearly perhaps when the nature of happily produces no injurious consequence safety engineering- work is considered.- rarely is classified as "accidental," although' Safety engineering presently appears to be the dictionaiy would seem to. permit that without definition. Almost any form of acci label.. But a most distracting variant is the dent. reduction program may be graced by the' practice, of identifying as "accidents" the title._SemanticaIly, however, it would seem injurious events which'were predictable and that safety engineering'should be concerned whose consequences could have been con . primarily--if not wholly -- with the appli trolled satisfactorily. In the writer's experi cation of science to the properties of matter ence, the larger proportion by far of the and sources of energy in the pursuit of man's industrial cases seq^ are so identified. Such safety. If this were its. practice, it would events do hot completely satisfy the condi approximate engineering work generally. But tion of unexpectedness which the word "acci it would be differentiable, nevertheless, by dent" connotes bat; by implying uncontrolla 'virtue of its special engagement in the iden bility and unpredictability, the accident label tification and practical control of failure in these cases falsely suggests the cause is. points in operating systems. It would be at least in part attributable to circumstances separable as well from safety management, beyond die influence of those responsible for safety education, and other functional-safety its elimination or control. The insidiously titles .which'might seem to have special roles destructive effects of a partial excuse for the to play but arc involved usually in-similar occurrences' (i-t; "It could not be helped. accident reduction objectives, often without It was an accident") and the resultant stric any remarkable difference between their ap ture imposed on the application. of account proaches, However, there is a question as ability in managed systems ("A man cannot to'whether an engineering specialty in safety, be answerable for what he cannot help") has a role-to play.' It is of interest. here erodes the. base of the safety performance since the measurement of safety engineering1 effort. Besides, the differences, though they performance, which is the concern of this seem, small,, can affect significantly the in paper,' would be only an academic proposi terpreting of measures which are based on tion if the work to be evaluated had little such data. or no substance. But making the accident label more under Engineers generally, in their professional standable without clarifying what is .wanted practice are well. aware of the importance or meant by safety performance would not of safety, and are attentive to it. Therefore, se.ttle the issues of the safety performance unless the safety engineering function truly measurement problem. As Drucker pointed has a special purpose it can be a hollow oc out, the measure determines what is attended cupation and may be filled easily by almost to. Presently, the safely experience indica any type of safety approach. ;But when the tors focus attention on classes of' events -- complexities of the requirements . for con principally fatalities and disabling injuries, , trolling unwanted events sfre considered, but implicitly on all injuries as well. The 'safety engineering*, it seems, may have sig- thrust of the interest in safety therefore is In this discussion, safety engineering la in the direction of reducing' injuries (or considered to be essentially the scientific appli synonymously, "accidents") to the zero cation of engineering and related knowledge to the problem of Identifying systemic failure point. And. the approaches followed, perhaps points and evaluating their risk with respect logically and appropriately under the circum to the effect of possible countermeasures. The overall objective, then, is to develop informa stances, employ guarding and safe practice . tion which will enable the designing of sys steps which hope to neutralize injury pro- . tems so that their inherent hazards will be known, assessed, and eliminated-or controlled ducing exposures. However, it is the opinion . practically' to an acceptable level of risk. 97 1969 National Safety' Congress nificant value. The implications of its practice is concerned principally with injury-accident - suggest it may provide the key to solving the reductions, this interest may not .be deem-, troublesome day to day problem of control phasized but in fact implemented more prac ling hazards**, practically, in operating sys tically by the'characteristics of a- perform tems. ance measure as implied in the above con .'The need, and the capability for satisfy- sideration. ing it, to which a properly constituted engi Engineers (and managers) are concerned neering specialism in safety could respond with .completing- assignments according to may be evident when it is considered that certain goals, usually function, performance, engineers generally often treat trouble spots schedules, and cost And influence on each -- which seem to have a small possibility for are attended to normally according to the causing harm--as if they had no probability magnitude of the affect that is experienced of occurring. The major determinant usually or sensed. The severity of a possible con is the degree of consequence that is thought sequence, particularly when recognized be to be possible if a failure should occur. The fore an event has occurred, therefore, is a greater the- expected severity, the more the powerful inciter to-action. It is a sensitive sho_w of - concern. This is a necessary and subject to which alert administrators re-. often proper posture if designs are to be spond and which may- provide1 a base for. developed practically. However, when the measuring safety engineering performance, . information upon which -such judgments are since it is meaningful,' relates to a critical based is deficient, an incorrect decision will' area of managerial interest and, therefore, - follow. In this view, there are no bad safety . has some good expectation of being attended. decisions,' just bad information. It will be seen later .in this paper that an Inasmuch as an implicit objective,`if. not' investigation has indicated there may be a . the specific duty, of responsible leadership substantial relationship, between administra is to safeguard against serious deterrents to tive effectiveness^ represented by the ability its mission, and particularly to limit the to limit the unwanted increases in cost that, risks which' may be inherent in its ventures, are caused by unexpected contingencies, and definitive information on the presence of the' organization's ability to limit severe in perils, their criticality, and means of control jury occurrences. The price of progress is may be said to be imperative.' Such intelli risk. But . when it is considered that there. gence however, is not' usually readily at are implicit7(ahd often explicit)'delta, limits . hand. Its development generally requires ag for the severity of a consequence if a risk gressive inquiry that is conducted systemati is taken, as well as for the practicality of cally from an informed vantage point It is its controls, the engineer (and other deci -believed here that this requirement is not sion makers) must have knowledge which met) normally and that it demands a special will enable the best balanced decision within occupation if the complex information that ' the necessary tolerances. A frequent com often is needed is to be provided. This spe plication in the implementation of safety is cialty, it seems, occurs in the practice of the fiscal relationship between prevention safety engineering as it- is regarded in this and the possible cost of unwanted events. paper. Arid when the performance of safety, While it may be argued that accident pre engineering is considered, its effectiveness vention reduces expense, this may not always would appear to be ^function of how well be so. -Many times the cost of control may management is enabled to reduce to the low be considered to exceed the estimated dam est practical level the. risks which occur in age. Certainly,-with an increased investment its operations. Although safety ordinarily in control functions, damages can be ex pected to reduce. But at some point a prac Here hazard Is differentiated -arbitrarily from risk. A hazard in this context Is con sidered to <be any threat, peril or possible cause of harm, while a risk Is viewed as a hazard whose potential for producing harm (and rewards) has been evaluated and 1s known. Thus a risk, as conceptualized In this paper, Is a hazard whose degree of harmful ness, probability of causing harm, social sen tical fiscal optimum occurs. Usually this is not calculated.' The relationship between damage and control costs is evident Often the information required for a judi cious safety decision is not immediately at hand,' particularly when the risk-cost-gam sitivity, and merits. If any, have been deter mined a3 reliably as may be possible or nebessary. consideration involves a' number of vari ables, as well it might in many operations. 98 Industrial Safety Subject Sessions ..There, is a distinct need therefore for a spe 2. Permanent Total Disability: Any injury cialized function to systematically assemble, which (by the standard's definition) irrevers analyze, and distill data which can persuade ibly incapacitates the individual for employ correct decisions. Such work appears to be ment in a gainful occupation. uniquely that of safety engineering (even though. it may seem' to be intrinsic to the responsibilities of engineers generally) since experience indicates that engineering -design ers are inclined to view their projects broadly with respect to their missions, frequently missing thereby. incidental failure points in 3. Permanent Partied Disability: An injury where irreversible loss of use of a body member occurs, as defined in the' standard. (A combination of complete loss of use of 'two or. more body members is-considered permanentlytotally'disabling). the system. Unidentified hazards and others 4. Temporary Total Disability: .Injuries which though recognized ' were not pressed, which do not result in death or permanent on .the assumption that they were insigni impairment .but which - render- the" injured ficant, often have triggered unwanted con person unable for one or more days to per-, sequences which have severely affected the. form effectively throughout a full, shift the public as weli as employees. Safety engineer essential functions of-a regularly established ing performance, therefore is' seen to be job which is open and available to him. De unmeasurable by standard means inasmuch cisions as to whether ah injured. worker, is as. they reflect simply the rate of'disabling capable of performing a regularly scheduled work.injury occurrence.- job are made by. the company's physician.' The majority of the injuries which count Accident-Injury Data Base Measures in the. standard measure are qualified by this The most common methods of quantifying . fourth classification. ' safety performance are ratios of unwanted It may be observed that interpretive varia events, (generally a specific classification pf tions can occur readily in the'application'of injury), and the exposure usually stated as the "temporary total disability" dassififiaa function of .time, e.g,, man-hours in meas tion. Also it is seen that the four classifica ures ' of work injury experience. _ . tions are highly selective, since the injuries Frequency and severity ratios are the ac and their classifications necessarily are arbi cepted standard* measures by which a com- . trarily defined. For example, inguinal hernia pany appraises its work safety'effort. Gen-; work injuries, until their repair, are con erally, these terms express the incidence of sidered by the standard to bd partial. dis major injuries and the severeness of-the abilities; after repair, they are expected to major injury experience, each with relation t be. reclassified, and counted according to the to the man-hours of -work exposure during rule for temporary total cases. Physician the period that is measured. treatment cases and first aid cases -are hot The ANSI standard Z16;l defines work injury as "any injury suffered, by a person which'arises out of' and in the course.of employment" Injury-is construed to "in clude also occupational disease' and .work- connected disability." counted.' And obviously. neither are non-injury producing unwanted - events which are of interest to safety effectiveness determina tions. Furthermore, cases which are con sidered indemnifiable, by the .workmens compensation laws of the states may not be included in the standard rates since. the . Only disabling work injuries are used in laws of the states varyingly define compen determining the frequency and' severity sable occupational injuries, and the. states' rates. However, since time-loss is the' value definitions therefore often are not com factor to which the standard measures re-r patible with the standard's disabling injury late, the injuries tabulated are described fre qualification. quently "by the sometimes misleading term `lost-time cases." The standard describes four tyj>es of disabling (or lost-time) in juries which are summarized here: There are sound reasons generally for the ' limitations and the disparities which mark the use of the standard measure; It is diffi cult to explain, however, the confidence 1. Fatality: Tabulated irrespective of how given to frequency rates as a meaningful long after the work injury occurred if death indicator of the hazard control effort. The is. attributable to it standard measure, clearly, by title and design 99 1969 National Safety Congress is concerned with "recording and measuring schedule charge is 1,800 days, the combined (disabling) work injury experience". It may total' days lost and charged * would be 7,872 appear logical to conclude that the rate ' days. Substituting in the equation: of work injury occurrence is a direct func tion of the safety effort, but anyone who has noticed that "disabling injuries do not necessarily follow risk taking ventures, S = 7$7Zx 10s = 3j596 days lost and 2J89243 . . charged per million hours of exposure (even when hazardous acts almost certainly 3. Average Days Charged Per Disabling could be expected to produce harm) will Injury. This measure.is the ratio of.severity realize that zero and low frequency rates to' frequency fates. It may also be calculated may .occur in' spite of a poor safety ap as the ratio of the total days ..lost and proach. The converse also can be observed. charged to the total of disabling injuries. Probably there is a relationship between accident incidence and safety effort, but the appropriateness of appraising safety per formance solely by the. incidence of a single class of events may be as^questionable as evaluating- the strength' of a bank by its' rate Example: Using the data for the assumed establishment in the above examples and employing the given ratios: Av. Days Chgd; per. Dis. Inj. = 3J96 or 7J872 = 656 , of withdrawals. There are external factors, 5.48 12 in either .case; which should be known be- . The Z16.1 Standard refers also to two fore a performance estimate is formulated. 'Non-Standard Measures" which it offers The Standard describes three "measures as supplements to the standard frequency and of injury experience": . severity rates. One. is the serious injury fre 1. Disabling Injury Frequency Rate (the most popular expression of industrial safety performance). Its formula: F -- No. of Disabling Injuries x 10s . - Employee-Hours of .Exposure quency rate. It includes- all the disabling in jury cases counted in the standard ratios and adds several categories of non-disabling injuries as. well. A ratio is computed, then. Like the standard frequency rate, the. se rious injury frequency is an expression of Example:...Assuming an establishment expe the .total injuries for its classification as a riencing 12 employee disabling injuries, dur function of one million, hours of employee ing a - one month measurement period, and. a exposure.:. ... total employee hours of exposure amount ing to 2,189,243, then substituting in the frequency formula: F -- 12x10* = 5.48 disabling o ibq?4i uijuries/million hours of exposure The other non-standard measure is the disabling injury index which multiplies the standard frequency rate by the severity rate (then divides by 1,000 to obtain a more man ageable number)' and is. included in the standard "as an, aid to those companies . 2. Disabling Injury Severity Rate (essen which want a measure of their combined tially a weighted frequency rate) this meas frequency and severity experience." It is ure expresses the. days actually lost due to intended "prfinarily for ranking different temporary .` total disabilities and the days establishments, organizations, or industries," charged arbitrarily by a schedule for the but one can question the need inasmuch as fatal' and permanently disabling cases. The comparisons between the index's computed formula is:. values may be-essentially the same as those 5 = Total Days Charged* xlO' for the severity rate multipliers. The exam Employee Hours of Exposure Example: Assuming for the above example that the establishment experienced 10 tem porary total cases which collectively totalled the days lost due to `disability and one death for.which the schedule charge is 6,000 days, plus one loss of an eye for which die ples of the frequency and severity rate cal culations given above illustrate this. The fre quency rate ordinarily is small numerically (in the order of 10) while the severity rate generally may be significantly larger (in the order of 1,000). Comparisons between the products of the severity frequency multipli cands therefore will tend to have differen Temporary total days lost plus, schedule charges tor permanent, disabilities., tials which proportionally approximate those between the severity rates. 100; . r  . - \.' Industrial-Safety Subject Sessions * . An inclination to employ the seventy rate Because the Z16.1 standard selects one when appraising occupational safety .per* class of work injury (Le., disabling) and formance .is of some interest As noted because of' the classification differences per earlier, the frequency rate popularly is the mitted .by the. temporary>.total disability defi indicator of relative safety effectiveness. The nitions, some practitioners have turned to standard, for example, makes the point with incidence rates' using a wider spectrum of respect- to its introduction of. the non-stand . work injuries for frequency . rates per ard serious injury frequency rate,that for formance comparisons. 'De Reamer7 for .internal purposes such a rate may measure example; has suggested total-injury fre safety program effectiveness more adequately quency rates as a means of .indicating aver than the disabling injury frequency rate and age safety preformance. The proposal Is that contributes thereby its authoritative approval frequency ratios be. computed for all. the of frequency rates for. the measurement of work Injuries reported to the plant dispen-' safety performance. Similar recognition is sary. It is* alleged that this, rate "provides'a not given .severity ratios, however, but the sensitive barometer of accident-prevention deference shown them by accommodating the performance" and that "such a measurement ' "companies which want. a measure of their- js needed if supervisors are to be held ac combined frequency and severity experience" countable for safety." However, total injury is noteworthy. It indicates some practitioners frequency. rates, .6'r the somewhat similar see (or sense) the value of appraising safety in purpose "serious injury frequency rate?' effectiveness as a function of the ability to referred to as a non-standard measure In control serious consequences rather than Z16J -- 1967, do not appear to enjoy wide simply with respect to the rise or fall of popularity, possibly because practitioners are. injury rates. ' doubtful that injury data accurately reflect The safety literature . has reported criti cisms8,0'of the Z16.1 frequency rate, The point oi contention is the temporary total the quality of an operation's safety effort The attitude of the medical treatment staff, for example, can'be a significant, but -unquantifiable influence on the number of cases disability classification which often. impairs reporting to the dispensary. cross-operations frequency., comparisons, since identical injury cases are not. neces Inasmuch as injury incidence`ratios alone have not been satisfactory indicators'- of sarily classified by definition. A distinction safety performance, several investigators occurs with respect to whether the injured have, considered other, evaluative methods. person returns to work without loss of time.* Simonds8, for example, proposes "a means of ascertaining accident .cost, figures with suf- The Z16.X standard qualifies temporary total disability according to whether -the Injured employee. (II not totally or permanently dis ficent validity and reliability . . . to warrant an executive's using the data in formulating abled) Is able to perform-effectively through out a full shift a regularly established job that is open and available to him, without safety policy as well as in evaluating depart mental efficiency' with respect to safety per loss of one or more days of work due to the Injury. The decision as to whether he Is fit enough to do the assigned work la up to formance." A feature of this method is the' use of dollars, rather than injury totals, for the .employer's phyaldan.'This provision often encourages continuity of employment and is beneflclal to the workman since it enables the measurement computations. (Numbers preceded by dollar signs are considered to him to maintain his earning^ It may also have certain therapeutic values. But the em ployer with numerous and varied Jobs is more have special significance for administrators). The. measure computes the direct and in likely to have open regularly established - oc cupations than a small business operator. Also .the physician engaged by the employer prob direct expenses of work Injuries plus the costs of rio-injury incidents. Thus the char ably specializes In occupational medicine and may be more Informed on desirability and op portunities for maintaining Injured employees' acteristic problem of frequency ratios, which when zero often incorrectly imply a perfect - work continuity. Consequently the number of temporary total cases (which are the substan tial component of occupational Injury totals) performance; would , seem to be circum vented. Adoptions of this , method, however, will vary between employers and -often even appear to be few. The reasons are not among their locations. Such differences, they affect the frequency ratio, distort - as the. - . entirely due to any limitation inherent in the rate's Reflection of the safety effort. They technique. There is, for example; the always seem more descriptive of an operation's ability to control th*,work-day losses associated with considerable problem of-gaining for a new Injuries. " measure the universality that is required if 101 V 19(9 National Safety Congress its effect Is to have significance. When, as in the case of the Z16.1 Standard, an auSfiS thorized.1 indicator of safety performance already exists it is unlikely that a new. tae'thod will have "wide, conscientious adop tion--tinless of course it clearly satisfies better than the incumbent measure all of the measurement needs of practitioners. Such a development does not seem to be in the offing, however. With respect to the limita- tipns of Sjmpnd's method in particular, the necessary post data . often are not easily obtained^ In many instances, considerable time must elapse before medical, bills, loss appraisal^ as well as claim settlements can be finalized. These data usually. would! not be available until the events they represented had faded, many ' months into the past In order to keep the measurement computations timely,'the method therefore gives a means pf. estimating expenses, but the uncertainties of estimations seem to dampen a prospective user's confidence in the dimensions they pro vide. Even when esthnates can be held to dose delta levels there probably are many practitioners who are inclined to discount the measure, considering it to be only another . rough' depiction of performance. JSU 1K5 1537 1JJ IN] 196] Fig. 1 . Disabling Injury Trends 1947-57 A relatively unused but- nevertheless ap parently'useful expression of performance, w the three-dimensional appraisal9 of a com pany's experience using frequency, severity, and average severity data. It circumvents the disadvantage of employing only an inddence rate, while continuing the use of the standard measures which, in the author's view, is a practical consideration. Fig. 1 plots eleven years of a company's frequency,- severity and average severityrecord. It will be seen that the calculated - trend (i.e^, least squares line*) for the fre quency rate indicates notable improvement, and for the severity rate there is improve ment as well, making it seem that a safety One of the attributes of the mean of a group of measurements is that It la the value about which the sum of squares deviations of - the ' Individual measurements Is a minimum. Similarly, with data that can be correlated by a straight line, there Is one straight line from which-'the Bum of squares of deviations of one of. the variables Is a minimum. This is -the least squares line and is expressed with data as: v = where: v = estimated value of y for observed value of os a -- intercept, giving estimated value of y at o=0 : 10 -- slope of ltho (Identical with regression coefficient), advance has occurred when in fact the third trend indicates if is more likely that an injury control father than hazard ctmtrpl effect took place.. (Die frequency rate, it will be .recalled, is improvable., by controlling the temporary total cases, a variable which often is a function of management policy, availability of jobs for temporary reassign ments, or the character of the medical treat ment, rather than strictly safety). Qualitative judgments of safety performance reached exclusively in terms of the frequency, there fore, are apt to be grossly incorrect It is seen that the. severity .rate* when considered simultaneously with frequency may reveal the nature of the safety per formance more definitively, thus seemingly deemphasizing the belief that "frequaicy is a much more valuable indicator of safety performance than severity... "10. Moreover, the average severity trend seems to. provide a third , and complementing gauge of i.the effectiveness of the. severity control effort which, from a safety engineering point of view, would appear to be,, important- For The severity rate may In fact, ellinb while the frequency to reducing, Inasmuch' as the schedule charges for permanently disabling 102 Industrial Safety Subject Sessions is troubled, however, for ainoiigri other rea sons by its reliance on .accident data; to indi cate safety performance. . Because safety effectiveness measurement "scales whose limits are injury (or accident) related do not seem to express competently- the quality of the performance effort; meas uring means which do not. employ accident data have been proposed.- These generally attempt to evaluate the state of the safety climate on the assumption that where, there is evident attentiveness to. the safety precepts which are recognized as essential to pre vention, progress in injury, redurtions will follow. Such a "pre-acddeht'' safety per- ' formance measure is expected to ,.persuade . preventive action before unwanted events have occurred. One. approach1?^*. employs work sampling* techniques to secure data abort the number and classes,of unsafe acts and condjtions observed in-the shop. Clearly, this procedure; which' provides meaningful results inasmuch as;the measurements.may be made with a preassigned degree of: re liability, is advantaigepus.- An analogue approach18 appraised the performance of' educational methods in acci the company exemplified in Fig. 1, seventy dent prevention.-.'It is of interest when con control was a prime objective after the sidering the development of a safety engi year 1957. The effect is indicated in Fig. 2* neering effectiveness measure since the to the extent that: frequency tends to im familiar.' industrial safety programs are prove (i.e, reduce) year to year.; severity notably concerned with - improving worker tends to ufiprove (Le., reduce) year to year'; attitudes towards safety,-through education. average severity tends to remain flat (where The investigator used a sampling procedure F and S have been small and essentially are to observe types of unsafe behavior as -1:1) but reducing where S' has been gen sociated with industrial injuries at three erally higher. The plot reflects.the1 disabling shops of the Brooklyn Navy Yard and injury control experience with more defini selected aspects of motor vehicle- driver be- tion than is obtained from frequency rates . havior at .Mitchell Air Force Base and at along or in combination with. the severity Fort Dix. The observations were 'plotted rate, and seems particularly relative to ap praising the'wanted progress in controlling Work sampling was used ' first in the British textile Industry by L. H. C. Tippett very severe injuries**. This appraisal method (I.. H. C. Tippett, 'Statistical Methods. In Textile Research. Uses of the Binomial and Poisson Dtetributlonu. A Snap-Reading Method The data reflected in Figs. 1 and 2 are actual and' represent approximately 1,000 dis abling injury (Zl&l) cases annually.*.The substantially large samples involved here are not replicated ordinarily. Howeven similarly revealing plots may be obtained for smaller numbers of events by using logarithmic plots or a "rolling average ' to dampen the possible affect of large differences between the rates, year to year. of Making Time Studies of Machines and Operatives In Factory Surveys." Bhtrleu In. stttute Memotre, VoL J3, November 1834, pp. 88-93). and was introduced In the United,, States under the name "ratio' delay" in 1840. The technique is baaed oh the-laws of proba bility. It, a sample taken at random from s large group tends to have the same pattern of distribution as the large group. In its sim plest farm the procedure constats of making The Z1BJ. scale of time charges, applied to random observations at random intervals, of permanent disabilities and 'fatalities, weights operators or machines and noting their acti the severity rate heavily. . Usually In practice vity. At the outset the statistical, probability the severity rate, therefore, reflecta predomi -(confidence level) la decided so a? 'to .estab nantly the time charges for permanently dis lish the likelihood that the random, Observa abling Injuries (ana fatalltfes) where they tions are factually representative of the nor occur. mal population. 103 1969 National Safety Congress in the manner for statistical quality control, secure the universal acceptance and widely and the study evaluated the merits of be uniform application which are necessary if havior sampling and statistical control tech- - a new standard measure is to be established. niqueS for measuring the influence of safety educational -programs on behavior. It was The Meaning of the Meaningf concluded that the techniques were suited to It will have been evident from the number the purpose. and. variety of considerations afforded safely, Although not concerned specifically with performance measurement, which are noted the development of a. safety performance in the foregoing pages, that the subject is measure, but responsive nevertheless to the unsettled but not ignored: The approaches need for. establishing effectiveness in con appear to' be characterized ' by their con trolling accidental occurrences^ Tarrants1*. cern with quantifying some aspect of acci also employed work sampling methods. His dental occurrences or the potential for acci interest, however, was an application of the dental events. critical incident technique.* The systematic While it may seem reasonable to measure determination and quantification of critical effectiveness in terms of quanta of those causal factors, if accomplishable economically , elements which are the target of the effort; and reliably, could enable substantially the in the case of safety performance it seems achievement of the accident prevention ideal as difficult to do this so simplistically as it and provide in fact .a valid measure of per ' is to measure productivity simply in terms formance. Furthermore the employment of. of units produced.. There are subtleties to be observer interviewers, in the pursuit of the considered sudi as: critical incident (as well as some other Sampling approaches) has the advantage of reviewing periodically with employees cer tain accident producing . mechanisms which the refresher may assist in correcting.' The disadvantages of . observer-sampling methods are. many, however. 1. Ordinarily work sampling methods are not economical' for studying operators or machines located over wide areas. 2. Assuming uniform perceptiveness, abil ity, and diligence among observers (which of course is improbable) it is nevertheless unlikely that every operator will be a wholly reliable source of information for the ob server and that uniformity of- inter-estab.. lishment data will obtain.. 3. Sampling studies iobviously present average results. There is no information as to the magnitude of the individual differ ences. 4. It is doubtful that an observer-sampling method for performance measurement can 1. The meaning of the term "accident;" which, unless understood uniformly, does not enable a constantly clear focus for an achieyement effort . 2. The meaning. (or objective) of safety for which one can realistically strive. 3. The implementation influences (such as management persuasiveness) whidi directly and indirectly must be harnessed to optimize the performance effort and to which the performance measure must be responsive since it provides the- feedback whidi maxi mizes, such influences. The efforts up to now at devdoping an acceptable measure of . safety performance have reflected their, designers' views of what could or should be measured. Without gen eral understanding and agreement on - the safety needs to be fulfilled however, the various proposals, though worthy, may be unrealistic and meaningful only to their crea tors. The posture of the proposers often seems remhiiscent of Hiimpty Dumpty When - *Tha critical Incident technique originated in World War II as a result ot studies to he said about the use of words-: "Ifs just a question of who is going to be master!"-- determine the likely causes of military.' air craft accidents. In the method, an observer the words or their meanings. Alice might interviews a stratified sampling .of persons, have answered : "You can be the master of eliciting their recall of unsafe acta .and .con ditions occurring In their .work. The stratifi cations are selected according to degree of the meaning of your words if you like, but who wiJI understand you ? If you want to. hazard, type of exposure, degree-of exposure, . and other factors considered significant to the Investigation. The purpose la to Identify the be. understood you have to use the meanings that are generally agreed to." Lewis Carroll critically unsafe acts and conditions In the -operation and correct them before they oc-. caslon accidents. doubtless could have written a squelching reply for Humpty Dumpty, hut he might 304 have criticized, nevertheless, tendencies to such approaches and any performance meas- ;S develop expressions which may be meaning ure related to them probably would not be ful only to their: originators. Numbers, for. high, as indeed seems to be the.case. example, communicate information when what they, represent has real meaning. One may do as he wishes, with numbers and : words, but to enable the communication which measurements should provide, one'is permitted to do only what reality allows. It is the influence of. judgment factors. . that -a safety. performance measure appar ently must be able to. deal with if it is to * win universal acceptance. Obviously, several considerations affect the quality of safety ' performance, therefore it cannot be evaluated : Evidently safety is influenced by .several' simply on the basis of Unwanted occurrences. interpretive factors.. In fact, safety accom Such underlying considerations with respect plishment- seems' to depend so strongly On to accepting hazards exposures as the degree :; personal values which interplay and tend to of tolerableness which the hazards present affect one another according to given cir and the consequences that, may derive from cumstances that it may be' impossible to them are not regarded in . the measures'sug- . establish' a generally acceptable level of gested so far. Yet, decisions are made under safety perfection. This, seems, to be the issue the influence: of such variables. Therefore, 1 which entangles familiar safety performance what may be thought to be relatively safe ; measures, and to. which ..the Z6.-1 standard by one. individual may not be similarlyconperhaps intuitively reacts; but in doing so sidered . or attainable by another. Safety fails to measure reliably the extent to which performance in the absence' of common a- safety performance approaches perfection. understanding of what the level of achieve 216.1 opts a particular class of unwanted . events, the disabling injury, for surveillance. It may be assumed that its originators in choosing the disabling injury had recognized that this was the type of event which held the greatest potential for receiving general interest in its prevention. Possibly the la- . tionale was that work injuries of less conse- , quence were commonplace and, therefore, < were likely to be -regarded more tolerably. Attempting td develop concern about them therefore, might have been considered un- ' realistic., ,, ment should be realistically is practically, without, meaning. But there is another major consideration which affects the meaning of proposed safety performance measures. It may be a -key to the cool reception ofmeasurement methods which have ben suggested as substitutes for or supplements to Z16.I. This simply is the fact that. Zlfi.l has the distinction- of . being a national standard.-In the absence of agreed on standards, measurements havelittle meaning. Measurement usually involves ascertaining quality, dimensions, or quantity by comparison with a- standard. The use Some observers,' - notably Heinrich,18 of an agreed on standard as the basis' of judged as significant small events which by comparison distinguishes measurement from '< . the grace of good fortune were not severe judgment. Measurements are definite and but could have- been. Among the safety satisfactory because all agree with the'same fraternity there then occurred a great con thing, the standard. Therefore,' whether cern for tabulating and evaluating minor in Z16.1 is .appropriate as a measuring'iristru- jury and no-injury cases, with the intention ment or not, it persists , primarily because it of uncovering correctable causal factors, and has the superiority given it by virtue of thereby shutting off- the occurrence of more being a national standard measurement serious cases. But. his objective often-proved method. A successor will have to achieve more hopeful than realistic. For one reason, first,`similar national acknowledgement, but there could, be no severely harmful event.if this probably will not occur until there is the system which produced a minor case common understanding of the safety, ef-__ did not have inherently a potential for a fectiveness problem .and the values to be ^ severe consequence.. Unless the expanded .weighed when considering' its characteristics effort involving lesser incidents was discrim and solution. inating, with respect to the degree of haz ard existing in, the system, it was not likely Apparent Criteria to- have the significant influence expected. From the foregoing discussion it- seems And as a consequence, a general regard for that a number of qualifications need to be iOS 1969 National Safety Congress satisfied if a safety engineering performance Yet tit is competence in' controlling the measure is to develop. Some of the more failure possibilities, which imperil the opera important considerations appear to be: tion and .its :contributor claimants, that & . 1. The measurement data probably should not be drawn exclusively from injury-acdd&$. situations,'inasmuch'as safety engineer ing performance may not relate significantly to. the occurrence of injuries--particularly over short time spans. . . 2.-The measure probably shopld relate to the operation's effectiveness, in-fulfilling-'its mission generally and particularly with re spect to its ability to. limit severe, conse-. quences from any threatening deficiency in' its systems.. basic to safety effectiveness. The quality of a system's control capability would seem to be a major concern when undertaking the advancement of safety achievement, inas much as when the control climate is un favorable the strongest safety techniques, devices, and. personnel are not fully attended and they become relatively powerless. The meaningful measurement of safety per formance, therefore; may be essentially an appraisal of- the control (Le., managerial ef fectiveness) current for the operation gen erally, even though the measure's specific 3. The quantified values obtained from the function is to assist the prevention of un measuring method; should be replicable by wanted occurrences. anyone instructed in the use of its technique. 4. If possible,' the measurement should .en able valid comparisons, of hazard control effectiveness between the operating com ponents of an establishment as well as be tween classes of establishments. Feasibility of Inter-Modular Measurement The writer for a number oi years examined a variety oi corporate performance data (drawn from annual reports to share holders) to determine if there might be a 5. The variable quantified should be real relationship with common safety performance istic and, if possible, familiar and uncompli- measures. ' cated so that a minimum of instruction will be required to. introduce the measure and obtain its acceptance. . For the initial company studied, a rela tively regular distribution of year to year changes in sales, earnings,'and the severity 6. The measure should be able to obtain rate was tinted. Per cent differences in an of American National Standards Institute nual sales tended to be inversely related to consensus approval so that it can meet the .per cent differences in annual earnings and need for a standard measure of safety per severity rates. No other accepted safety formance effectiveness. performance measure appeared, to develop a Obviously, the construction of such a meaningful pattern relative to the corporate measure cannot be done routinely.. The is business data. sues, appear too complex for a simplistic Later, 38 eompanies representing a variety resolution. Moreover the suggested desirabil of industrial classifications were similarly re ity of measuring, hazard control effective ness rather than injury reductions to deter viewed. - The corporate performance ' data were expressed in this review as "total costs mine the quality of. safety performance - and expenses applicable to sales as a per probably requires`the development of unusual cent of sales." These data were matched, measurement designs. 1 . year to year, with the corporate severity ' It may have been noticed, in r the review rate and.it was observed that, there was a given earlier of the standard and heretofore ' somewhat better than- chance, distribu explored evaluative methods, that recent in tion of matching changes between the sever vestigators indeed have been attacking the ity.; rates arid the computed cost figures. safety problem unconventionally, but no ap-r Again, no other accepted safety performance proach seems to have enjoyed wide accept- measure appeared to have a meaningful as ance as yet. This may bd. attributable in part- sociation with the cost data. The strongest to the obscurehess of any relationship be-" relationships were noted in the case of those tween effectiveness in. controlling threats to . industries where severely hazardous ex an operation's mission and the dimehsions of posures generally are inherent, e.g., petro present and. investigated methods oi meas leum and chemicals. These- -observations uring safety performance. were reported in 1961.10 - 106 1/" .: .' Industrial Safety Subject Sessions It may be. assumed that .increases in costs costs and customer complaints, which w)ito with, respect to sales ordinarily are un they occur are unwanted, unexpected, and wanted, unexpected and, therefore, are a ; therefore -accidental--and which may arise kind of: "accident." Rising costs, of course, from deficiences that affect as well the con can be a severe threat to die corporate mis trols in'safety's domain.-If a statistical inter- sion. A management failure to control costs correlation were found to exist, a measure relative to income may be but another in of effectiveness in controlling unwanted stance of deteriorating effectiveness in iden events with implications for safety per tifying, and limiting .the :hazards which formance would seem possible. threaten-`the enterprise and'its contributor In order to enhance objectivity and. to claimants; The converse also may apply. Cost' secure expert factorial analysis the investi ; data . therefore may be highly sensitive to. gation was given under contract to Dn Max changes, in an establishment's control ef Woodbury (then Professor of Research fectiveness and when correctly analyzed Mathematics" at the School of Engineering could signal the heed for more effective ac and Science, New York University). The tion. To sgtue extent this is the. purpose-of data :were processed with the aid' of the uni-, cost'accounting departments, but their in versity's computer.'The following observa telligence is applied parochially, usually with tions were drawn from the results: . respect to the experience for individual cost categories. Certainly it can be expected that alert managers will be concerned with limit ing - threats to their systems' budgets, and failure to do so when income is ^-declining will he viewed seriously. Any deficiency in maintaining such control may reflect on the control effectiveness in the establishment 1. Comparative differences in the safety performance profiles.of the seventeen-diverse businesses studied appear to be explained by the variations in their severity rates and to some extent by the severity-frequency ratio (Le., average severity)' rather than the generally accepted measure: frequency rate. generally, and so a concomitant rise in the 2. The results broadly indicated that in an disabling injury severity rate may be ex operating component where there is fairty plained. good control of'costs a generally good safety - If significant cost variables:were identified and their relationships quantified, it seemed reasonable that an index reflecting the levels . of change in. effectiveness in an establish ment could be computed. And it would en able the measurement of the establishment's profile will prevail. The better businesses,- from a severity control point of view, kept rework costs, direct labor costs, building and equipment maintenance costs, complaint; , and shop costs on a relatively low level while scrap costs may be tolerably high. effectiveness in controlling unwanted change. 3. The inverse relationship of scrap costs This is an important consideration, it was to otheci'-costs suggests that an effort to. believed, since--for the company initially achieve wanted results in an emphasized per investigated--the changes in severity .rates formance area such as scrap cost reduction occurred while its. safety organization per- usually is may be at the expense of other . formed relatively uniformly. Whatever the . less, prominent goals. For example,, scrap influences on the safety severity experience, costs may. be reduced by reworking the un they seemed to be external to the safety acceptable products with a consequent in function. .Safety achievement appeared de crease in rework costs. Or. quality standards pendent; consequently, on the establishment's.' : may be lowered which then -could affect com general performance in controlling the many, plaint costs adversely. The implication seems common factors affecting its welfare. clear that the measurement - of interrelated A study1* was designed; therefore, to in : performance areas may. not bfe satisfactorily vestigate . -the possibility of a relationship accomplished individually but some metiiod between work injuries and operating vanables whose control ordinarily would occupy ' that weights', the factors and combines their effects into a single value must be used. managers as much or perhaps even more ' 4. The tendency for building and' equip than safety. It was hypothesized that in ment maintenance costs to -be' low where a juries tire only, one type of contingency good safety experience occurs, appears to be which concerns administrators. There may . contrary to the theory of the case.- Usually be others, such as increased scrap; shop it is : expected . that a generous posture 107 1969- National Safety Congress towards maintenance, exists in locations safety, effectiveness is a question that must where good safety records wilt develop. Fur wait upon further studies. But the possibility ther consideration suggests,. however, that seems feasible apd the suggestion appears the weir managed operation (also the safer- practical.' inasmuch as the events which one) receives regular preventive maintenance safety traditionally measures apparently do (under, a controlled budget) and- thus keeps not provide the necessary measurement in unusual expenditures for repairs and re- formation. - placements to a minimum. Cross-functional measuring, such as was S.' The findings indicated that rales tended" explored by this .feasibility study, may be to fall off in'those businesses where a better theoretical but it is not unfamiliar. Cross safety' (severity) record occurs. This' would modality matching; whereby the elements of be' expected if die injury and sales data ha~d one domain are matched to those of another been expressed only as totals. However, the domain, has been developed-in sensory meas data' were examined on an equivalent man urement and the practicality--even- the hour basis. Besides; the safety factor was necessity--of inter-modular' measurement dominated by the severity variable. (severity techniques appears to have been suggested `rate) which is influenced heavily by the recently; penalty charges (and days lost) for each ..injury. The comparison, therefore, is con "Back in the days when measurement meant mainly connting, and statistics meant sidered, significant'It may be concluded that mainly the inventory of tire state, and simple when- sales decline managers are prompted descriptive procedures of . enumeration and to exert the strongest efforts to control their operations ' by obtaining optimum perform averaging occasioned minimum conflict be-, tween measurement and statistics.' But as ances from subordinates.-The implication measurement poshed on into'novel behavioral seems clear that when managers control domains and statistics turned to the formal their operations most tautly, safety success, izing of stochastic models, tire one-time inti as indicated by. the' reduced occurrence of. mate relation, between . the two activities severe injuries, is likely. dissolved into occasional misunderstanding. 6. Cost accounting data, statistically ana Measurement and statistics, must live in lyzed, apparently, reflects the operation's peace,, however, for both must participate control effectiveness and indications of better in the schemapiric.. enterprise by which the (or less) control seem to predict the occur schematic model is made to map the empiri rence of improved . (or poorer) severity cal observation. . rates with a lead .time of approximately nine months. The trend of the 1958 safety and fire loss' experience for 15 businesses' was foretold with .greater accuracy than, would be expected through chance The severity experience seems to have been predicted accurately in ten instances; fire - losses in eleven. Fire losses were" not available at the outset of the study and so were not included' with the. safety variables studied. However, if the assumption is valid that . . ' "Measurement provides' the'numbers that enter the statistical table. But the numbers' that issue from measurements have strings attached, for they cany the imprint of the operations by which they were obtained. Some transformations on the numbers will leave' intact .the information gained by the measurement; /qther transformations mil destroy the desmgd isomorphism between the... measurement scale and the property assessed. the efficient control of costs fa the result of ."Since the. transformations allowed by 'a effective managing (Le^ 'maximizing the given scale type will alter the numbers that performance of people) then the statistical, enter into a statistical procedure, the pro analysis of an operation's cost data may cedure ought properly to- be one that can predict progress in controlling contingencies withstand that particular kind'of alteration. other than those studied; for example, fire- "The view is proposed that measurement losses in this instance. The fire loss experi can be most liberally construed as the proc ence noted tends to give further credence ess of matching elements of one' domain, to to the hypothesis.' those of another domain. In most kinds, of Whether'' data outside of safety's realm measurement we match numbers, to objects can be employed to construct a reliable and or events, bnt other matchings have been valid performance measure that will advance found to serve a useful purpose. The cross- 108 /v* *':' v/W.tfrtt? :-y}. ?%?&%;&??} Industrial Safety Subject Sessions,. modality matching of one sensory continuum control is'strong the severe event occurs less to another . . . supports a psychophysical, often, and vice versa.. law expressible as a simple invariance: equal stimulus ratios, produce .equal, sensation >'ratios."18 The emphasis on the severe; occurrence with respect to' safety performance may' seem -improper in the light, of. currently A measurement .method was devised ac popular views,-even though some thoughtful cording to the ..findings of the feasibility study has occasioned it Generally, the safety study, but "it remains to be tested. However objective seems to be to prevent all acci , by employing a modification, of the study's dents, ' i.e., reduce the frequency rate to cost' accounting categories, inter-functional zero. But familiarity with a.number of in-. ' measurement of the control climate was con dustries indicates that as., frequency ap tinued as an experiment at the General proaches zero, severity does not necessarily Electric Company. follow proportionately. The very severe, oc Data obtained from, the company's annual currences may continue at an unabated rate- report to share-holders was used to com or may,-iri fact, increase. . pute the patios of costs to sales** for the period 1956-66. These were plotted wjtfi the severity, rate and fire losses for matching years. Although the - sample is small, the relative regularity with whidi the severity and fire loss curves track the cost-sales ratio seems impressive and tends to confirm the hypothesis that safety achievement is a func tion of the general control' climate. The severity and fire loss , varied, it would seem, under the influence of factors, outside of the safety functions,.. . . An observation which may. have signifi It would seem that the identification, of hazards and' their - evaluation with respect to. their relation to the mission, the conse quences, of an event, and the applicable method^ of control must precede the prepara tion of means to either design the hazards out of the system or, if this is not possible, to engineer limitations of their- effects.- And it appears also that such a practice -is most needed where, individual hazards have a -potential for 'a severe consequence or for causing multiple events of a relatively less severe order. This, it is believed,' is the . . cance is.'the apparent relevance of the se verity rate to the models' of general corporate principal- function of safety engineering and therefore .is a proper focus for the measure control effectiveness.- . . ' ment of its performance. The knowing, administrator may be ex pected to be vigilant for conditions in his' operations which, in the event of a control failure, could threaten the mission. It may be for this reason that in business organiza tions operations such as marketing, produc tion, and finance are attended closely by management. Their high correlation with -mission accomplishment is easily-recognized. But for safety the relationship to managerial achievement may be seen only when it is clear, that hazards^ exist in the system and that they are so severe the mission may be jeopardized. Lesser injurious events in gen"eral rarely stimulate a strong administrative In the writer's experience, with, a variety of enterprises, only- relatively few injury cases usually are. responsible .for the major effect of the accident, experience -- whether this be calculated in medical and indemnifica tion costs, down-tim'e, or degree of harm to the corporate image. And usually the causes ' are familiar hazards or agents, which are ' not too diificdlt to, identify with the aid of appropriate analyses. Normally, 'an approxi mate 10 per cent of the'disabling injury cases. seem to . have occasioned roughly 90 pey cent of the losses 'observed due to work accidents. . response unless their number reaches an It would appear therefore that for -practi intolerable., level. -This is infrequent in Our cal as well as humanitarian reasons, the' relatively-well informed; society. And so' the safety, engineering function should cut-off severe- consequence is both the stimulus and the scope of its effort to" some determinable the target for administrative control, efforts level of . severity and concentrate on the with the result that where the managerial more, severe exposures. This seems to be where the need is and it is a level oi . activ The method of calculating used resulted in ity 'which management understands and is a cost-sales ratio larger than unity. The com pany, of course, was making a profit during the period. apt to be highly responsive to, with implica tions that seem to be clearly advantageous. 109 / -1969 National Safety Congress After - the severe hazards are controlled acknowledged to be "standard." It wotild with good evidence of certainty, a con seem advisable therefore to make the`most sidered widening of the safety engineering of- the Z16.1 standard until a new measure- effort to. .attempt to control lesser (and ment technique is designed and becomes gen 'often the more elusive) harmful agents erally accepted. To do this, it appears that would seem to be appropriate. . the. severity rate should be brought to promi Whether .these notions on the practice of safety engineering will have general ap proval is uncertain; but.there seems to be some reason.to. believe that the measurement of safety engineering performance may be nence. as the indicator currently provided by the national standard, which most closely relates to the safety engineering objective of identifying and controlling the severe hazards in the' systems, served. a function of the success with which severe consequences are limited.. It appears that this may be measured by' employing, cross-': REFERENCES ; L Drucker, P.' F.; The Praotice of Manage ment.. Harper and-Bros., New York, 1S54, modality techniques, which may have the p. 64. additional advantage of detecting a falteringin the control climate with sufficient lead, time to. correct it and enable limitation of the otherwise prospective severe event- Z Ibid, p.,131. a 16W.-p.13L . 4. "Method of' Recording and Measuring Work Injury Experience," ANSI Z16.1-13BT American National Standards Institute, New York, N.Y; - - 'Summary 5. Attaway. C. D.;'1'.Computing a True Accl- Generally, it seems that the'value and ' dent Frequency Rate." Journal of the - A.BJ5JS., VoL XL No. 10, (October 1866). greater challenge of safety engineering oc curs in its potential for eliminating the .causes of severe events or limiting their 6L .Grimaldi, J. V.; "Another Look at-Stim ulating Safety Effectiveness." Journal of the A.8.SJJ.7 VoL V-11L No. 4 (April . 1862). .possible consequences. Its practice in such a light is seen to be concerned with making reliable analyses of operations to identify failure points, evaluate their significance in 7. DeReamer, R.; Modern Safety Practices: John Wiley A Sons,' New York, (1958). - 8. Slmonds, R. H.,' hhd Grimaldi, J. - V.; Safety Management. Richard D. Irwin Co., Homewood, RL (Rev. 1863), p. -llA . the system as well as their likely effects and, within the. limits of practicality, employ A Grimaldi, J. V.; Chapter SO. "Measuring . Safety Effectiveness." Safety And Accident Prevention In Chemical Operations. H. H. creativity in the-application of-a number of. . disciplines, including engineering, to devise Fawcett and W. S. Wood, editors.-Inter-. - science Publishers, New York. * la U. S. Department of .Labor, Bureau of control methods. However, the effectiveness - Labor Standards, "Safety Subjects." Bul ; with, which the. practice is engaged appears letin No. 67. Wash., D. C- (1855) p. 84. to be a function of the general administrative.' control climate in which the work is per 1L Rockwell, T. H.; "Safety Performance Measurement"- Journal of Industrial Bn* gineering. VoL X, No. L (Jan.-Feb. 1959). formed. -This is a -troubling ..consideration lA Polllna. V.; "Safety Sampling" Journal when the measure's expected use as a per of AJJ.8..B., Vol. VII. No. 8 (August 1962). formance stimulator is Weighed. One must question whether specialist performance can 13. Schreiber. R. J.; The Development of Procedures for the Evaluation of Educa tional Methods Used In Accident. Proven- ' be measured except as a . function of . the. climate .in' which it is offered: Also, it ap-. pears that injury ratios, the traditional units Non. Unpublished. Doctoral Dissertation, Columbia Unlv., 1957. 14. Tarranta, . W. E.: An Evaluation of the Critical Incident Technique as a Method of of safety effectiveness measures, may not describe performance - reliably. Other data . -...................................1 Accident Causal Doctoral Dlsserta- Unlversity, 1968. ' seem necessary. These measurement com plexities may be'resolved by constructing a . measurement model of administrative con trol effectiveness which couples concretely with safety engineering performance. Such intermodular measurement' has been ex plored, seems feasible; and appears to merit further investigation.. 15. Heinrich, H. W.; Industrial Accident PreventUei. McGraw-Hill Book Co., New York - (193L Rev. 1941, 1960). 16. Grimaldi; "Another Look ..." pp. 20-23. 17. Grimaldi, J. V.; "A Study of the Feasi bility of Using' Cost Accounting Data to Appraise Safely Performance." Unpub lished study circulated to General.Electric Co. management In an "Information - Safety" memorandum, December 11, 1959.. But in the final analysis the measurement 18. Stevens, S. S.; "Measurement, Statistics, and the Schemaplrio View." Science, Vol. method that will be used is the.one which is 161, NO. 3844 (August 80, 1968). 110 Standards Development SHOULD THE FEDERAL GOVERNMENT DEVELOP SAFETY STANDARDS? By PATRICK F. CESTRONE Chief. Programmin;; and Research Div., Office of Occupational Safety, Bureau of Labor Standards, Washington, D.C. The question of whether the Federal gov job - can . best be done by the Federal ernment should develop.safety standards is government. .. . quite complex and involved. On the surface,, it. appears to'be unencumbered, but the an swer being' sought really revolves- around the question as to whether we should "chuck" voluntary safety standards, or di minish their role and go the Federal route. Any answer, mine as well, must be influ enced 6y one's, own experience, exposure, and degree of involvement in the utilization of safety standards. It is becoming quite difficult to maintain a cool and., objective The statements made and the questions . asked at the recent hearings,, on H. R. 13373 are indicative of the fact that there. is some degree of disenchantment, with the . consensus:.or voluntary, standards. The rea sons why as well as the' total answer is; .'hard to come by. Perhaps the Department's involvement and experience in the use and . application of voluntary.standards may shed some light on the problem. position with all that's going on. The U. S. Department'of Labor is'very' Many are prone to overlook the contribu tions, the capability, and the important role played by voluntary'stahdards oyer .the past SO years. The theme today seems to- be, "What have you done for me lately ?, What can you do for me now?" . much involved in . this area. In eight laws and one Executive Order, the Secre tary of Labor is charged-with the responsi bility of safeguarding . some - 35 million workers. Recently -added trf this list was- responsibility for. the safety -of another 2.5 million workers involved in Federally fi- For the past three years, voluntary stand nanced construction. ards- have received unparalleled exposure and publicity--some good, some not too good. The press, the Congress,. the trade publications, the wage earner,' and the con sumer are all pushing for greater safe guards'. The .standards syndrome no doubt originated with-the demand for auto safety, meat Safety, product - safety, mine, safety,- pipeline safety, radiation safety, and others. Over 1,000' safety bills were introduced in the first session of the 91st Congress (ISO Senate--886 H. R.)~ some major, but most having some peripheral safety, involvement. All of this, coupled with legislative hearing's and plenty of press exposure,'has truly made this an era-of standards. . Chief among the Department's legal tools are the Walsh-Healey Public- Contracts Act, McNamara-O'Hara. Service. -Contract . Act, the Longshoreman's and Harbor Workers' Compensation Act.'The Department seeks-to meet . its responsibility- by, among other' things, promulgating and administering effective safety and. health standards. Such standards then constitute a master link be tween expression of public policy and Con gress and, in their realization, to. the work place. With this. as a .backstop, perhaps the. next question to be answered is, "Why is- the Department so interested ifmhe use of voluntary safety ' standards f'^Or better, "How has-the Department become so in This is not an attempt to evade the orig volved in the use pf safety standards. pro inal issue or question'. But, why should the duced under the consensus principle by vol question have been raised at all? The private untary groups?" sector maintains that it has the know-how Many are familiar with the . historical and'the capability to do the job--voluntarily. PCA .(Walsh-Healey)' hearings held in 1964 Others say they can't do it and - that the to -promulgate or modify the PCA Safety 1969 National Safety Congress . and Health Standards. Those hearings, five significant. changes,, the new PCA regula-. years- ago, served as a catalyst to bring tions,' permitting adoption; of consensus on the standards . syndrome. Briefly, the standards,' were promulgated and became )964 hearings resulted in two major con effective May 1969. ' clusions:' (1) nearly all, including manage It was obvious early in 1968 that vol ment ahd laborj recommended that the Sec-, untary .standards were going to -be adopted, retary of-Labor get-away frofn writing his where possible, for- the bulk of the Secre own specification type standards and move- tary's- safety, responsibilities. Consequently, toward adoption of consensus type stand it. became imperative to take, a - very close ards; (2) the .other recommendation, sup look, at the safety standards- resources ported quite strenuously by the National available to the Department in the voluntary Safety Council, National Association of. private sector. A' study . was started. The Manufacturers, American Society of Safety first phase- of' this study was to determine Engineers, and others,, was for the Secretary . the "state' of the art" This effort -was di of Labor to- establish a safety -advisory rected toward determining, what was avail committee. Late in 1965, the Secretary of able, reviewing the age or vintage'of the Labor appointed a 12-man ad hoc advisory standards, relationship , of their age to cur committee. This advisory committee met in . rent applicability, the frequency with which March. 1966,'. and its recommendations were standards were being revised or .reaffirmed; essentially the: same as. those' that emerged ' determining the -cause or- causes .for the .from the hearings^- Consequently, the'Secre- delay In updating the older standards ; and retary. of Labor established a policy of- identifying the- need for new standards ..adopting safety standards developed by vol (that- is, with respect to the program -needs untary groups wherever applicable standards of the Department). The 1969 phase of our existed. Subsequently, die Secretary formed evaluations was to be. directed toward a' the National Safety Advisory Committee. In -qualitative evaluation of the standards' and December 1967; safetyand health regulations the quality of- their safeguards. were promulgated under the.. McNamara-. In September 1968,.. we- completed the O'Hara Service Contract.;Act by adopt- first phase of the study and were, requested : irig standards developed by nationally rec to publish a report of our findings.; The ognized professional organizations and.those report was entitled, "Status pf "... Safety published by the Federal government This Standards--A Review of Occupational Safe concept, that is the mix, of utilizing v.olun- ty and- Health Standards, 1968." With 234 : tary- standards, where they existed and Fed* ANSI standards as a base, very-briefly; eral standards to fill, the' gaps was very the- results of this study .revealed that: favorably received. There was little or.no nearly 60 per cent of these consensus -stand opposition to this approach; ards were five yeafs old or more; of them . In ' September 1968, using the. SCA ap proach,: the Department proppsed a-revision of the Walsh-Healey Safety and 'Health Standards, -again- adopting consensus stand ards wherever they existed and Federal government standards to fill the gaps; Hear 32 per cent . Were 10 years old or more; some 28 per cent were more than five years old, but less than 10 years old; some 40 , per cent were less than five years old and . considered to be current under the existing ANSI review procedures. . ings were held, wrinkles ironed out, and . . This first -report does not in-any way standards Were promulgated, . to - become deal with the quality of; a standard, nor effective'in. January 1969. With a.change-, .does -it report that a standard is--bad or of administration,- the new Secretary .of obsolete. Our prime concern was to identify Labor delayed the effective date of the new what.was available, how old it -was, and PCA standards. .This afforded the Secretary point out needed standards for the Depart and his safety advisory committee an oppor- ment's programs. Based upon research, it - tunity to fully review the new standards, was .quite evident .that there was a need to the testimony - of the hearings, and other speed up. the -updating- of older, standards appeals and ' considerations brought to his and the system for developing the new attention'. After they were very carefully standards. It should also be rioted that for reviewed, with a high degree of involvement every criticism, made,. the report contained by the Advisory Committee and some very an alternate suggestion as to how the situa-' 112 Industrial Safety Subject Sessions don might be unproved.'The-Status Report '; on all ANSI safety projects- The. Bureau' outlined the many ways an. effective volun of .Labor Standards, was:requested to pro- tary. system - can be advantageous to . .both ' vide a realistic, listing of , standards it ur government and industry/ Some felt that gently ^needed for its regulatory - program. -the statas report was too. critical arid only . '(Other needs would be covered later.) served.as. a -faultfinder. This is .not the. case; On February. 20, 1969, the Safety-Stand in 'reality, it served as a; pathfinder. If; this ards Comiriittee of the Industrial; Corifer- report . helped to. communicate, motivate, and ence. National. Safety Council, volunteered generate., a - higher. degree ./ of hiterest arid - to. work up .several pilot' projects! with a participation-in helping to upgrade--the. status ' . view toward-broadening the scope of stand- of- the..Voluntary'., standards* then the re-, ' . ards'to petmit .wider application.',' port.h va.s served .its: pu'rpose. w;:.ell. Fr;om' all indications*. it .appears. that., our -,On "March 6,'-1969,-. the rid -hoc committee received-, its detailed- report /on all: Commit- status report has, in fact, served its', pur . tee: actions.. Identified were actions being , pose -well,-, as evidenced - by. the following taken;.' lagging, actions; reports of sponsors' reactions : .Thei published report ; was . re failing to. initiate action over a number of' leased/.at the ANSI .meetirig .on December. years, and'a-report of committe^sthat were- 10, 19fi8. Oin December. 11, 1968, the Office ; dormant.' As requested, the Bureau of Labor of- Occupational.- Safety--.started receiving Standards ' presented a realistic, listing of -numerous requests for-the report- sdme 83 standards,"both ./old. .and; new, it felt was . essential to its programming needs. On January 27, 1969 the. ANSI'called-.a A 'critical' review was made of each, stand special meeting to discuss : the report, Its' ard and priority actions assigned -by the . findings, and the need for:' some serious ad hoc . group. Sponsors, coirimittees; arid- comriiitments. .It was concluded' that a prob- working groups were to be -. contacted by . lem existed .'and. that:,there was a need to special letters* telegrams, telephone calls, :establish some:'realistic..priorities and goals . arid personal contacts. : : for safety , standards, Also .needed .were more effective time tables and -rigid .moni toring: of the time ..schedules. set 'The need for- more active cooperation and. participa tion on. the part of sponsors and" commit tees was also highlighted. A series of ac tions and .commitments were, outlined,- -and they were as follows:. (1) set up a task; force immediately to review outdated stand ards, with 'a'view toward, revising or re affirming -them . by the .end of 1969, or dropping .priorities them; .(2) establish, a list of new for Z the. new safety '-. standards . projects underway, This ' would involve a . review-... of '' all work on current projects.' ' Again, - a "speed up" or a "drop .action" would.be directed to those projects making no : progress; .(3)- review ' existing. proce dures or develop' new ones, to produce standards \on . a if necessary,, more . timely ' The ad hoc group held several subsequent meetings in April, iday, .July, and Septem ber, .1969 to moriitor. the various' actions it' had'set . in-motion- Many constructive ideas and actions have emerged from the group, to'.- date. Some of the more significarit ories: dealt with the'.modification of rules /to per mit faster approval actions. Amanageriient machinery. js being developed, by/ ANSI's hierarchy to meet the current' need .for standards' on a more timely basis; more staff .help is'being provided, in the.-ANSI; headquarters. 'Other suggestions' dealt with the examination . of the five-year review cycle, establishing - permanent committees, changing the balloting rules, 'assigning new and'broader .technical responsibilities. . to. standards boards' memhers,' giyirig . more time to ANSI staff to keep pace with the more current needs. Suggestions were made; basis;. (4) establish-specific goals and time tables fo'r.the development of- new projects; by the National Safety.Council'for speed-' irig up new project's, application of PERT and' (5) set up necessary communication to reach ..sponsors,, committees, and ' all'- con cerned to advise .them of. these actions. -. systems to speed UP the production pf stand ards, the use of. - critical review patterns, and a -production flow chart for inoriitoring . On January 30, 1969, the special ad hoc. ..time', tables. Many, new concepts; arid; idea^ committee Tor the... safety standards' held have emerged as:a result of the very serious its .first meeting..-. The ANSI staff was . effort being . put-forth' to..move soriie of directed to develop a current action report these standards' projects'off dead'center. 113 196?' National Safely Congress Thus far, the answer to the big question exposures, flammable liquids, and other en still hangs in-the balance--should the Fed vironmental controls. eral government develop-gafety standards? Every situation or hazard category will Working on Phase Two of the standards not be covered in the first issue; nor. in evaluation project, together with the devel .'subsequent issues. There - will' always be opment of guidelines- for the application of something, to. add. This document .will be ai voluntary standards in the hew PCA safety live document, and additional-sections wUl and health regulations, has been very' re- , be. added as they are developed. Special vealing; These guidelines will be'developed industry, requirements or situations will be', into a reference.' handbook containing an handled on an individual basis and issued inspection survey system to be used by Our subsequently as an. appendix to the original field staff" in determining-compliance. The 'document ! handbook will also be' made available . to the contractor subject to the PCA-SCA regulations, and thereby make him aware of what he can expect to be checked for during the course of a plant survey. Work- ing on these, two projects concurrently has Enabled us to evaluate the standards more thoroughly "with respect to coverage, con tent, applicability, conflicts,, limitations, gaps,, and other shortcomings. . .: In "searching out" the applicable safety standards to . fit selected hazard categories, we have gained, an excellent insight on the makeup, of the standards. The exercise re- , veals that many standards are goo4 valua ble; and useful. However, woven 'into the fabric of the standard are many paragraphs, of extraneous information, rhetoric on sep arability, legislative and exclusionary clauses --all tending to confuse, rather than im This flow of information comes to light prove, the standard per sc. Loosening re*, as we identify the, hazard category and de quirements and conflicting requirements have velop a capsule version of the requirements also been found to exist, within and between contained in the applicable standard. In the' NEPA and ANSI standards. These keeping with one of the major recommenda tend to create, additional problems for us tions made in last year's status report,-this ' in our- work and'use of these standards. inspection system is being;;structured accord One of. the- problems encountered was ing to "Hazard Categories." limitation of coverage. Some standards jnst The inspection system has- been developed .. don't 'go . far enough* Coverage normally into two' major parts. The first part will' expected to be found in a selected standard cover the-preoperational safety and* health is not there. As the search continues, the ' requirements and treat-the conditions nor- coverage may Ultimately be found in some ' mally. checked or looked for prior to the' other standard, usuallya special industry - start. of any operational process.. Our standard. - studies reveal that there exists a scries :of Our policy for the inspection survey sys situations that remain fairly static and that tem will be, "whenever a position or require-, certain standards have (tommon application. ment in ..one standard has application in For example, Fart 1--Preoperational will treat walking and working surfaces, gen eral illumination, fire suppression - systems, heating and . general ventilation, pressure vessels and piping, sanitation, electrical wiring apparatus and equipment, .personal serv ice rooms, stairs, ladders,, exits, permanent . other like situations, the principle, involved will apply.'' One example of this was the search "for' specific dimensions for aisle spaces used , by industrial trucks. We Were unable to!find the specific details' in .B56, but subsequently found them in the PT standard. ' building structures and appurtenances there We. have found conflicting requirements to. Part 2 of the system, will , treat the in both NFPA and the ANSI standards- operational safety requirements in situations These will be spelled put in detail and involving material handling. eqUiphient, brought to the attention Of both the .ANSI cranes, derricks, hoists, a variety of machin- and the NFPA organizations as soon as the ; ery- and machinery- guarding, local exhaust- project is finished.. . ventilation, surface, preparation and finishing, Most interesting of all findings was the welding, burning, electrical grounding of ma-. proliferation of terms used in characterizing . chinery and equipment, occupational health." -safety factors and loading! Terms used to 114 : . I4nt. d. ustrial Safety Subject Sessions. characterize. loading range from meaningless changes "shall". requirements to "should." or nebulous terms such as ample; substantial, safely, substantially strong enough, to the more meaningful .and specific terms which spell out explicit safety factors, x lbs. per square foot with deformation tolerances, lbs. per square inches, - x lbs. per square foot with a safety factor of four, etc. For example, in the A102, A10.4, and A10.5 .standards' alone we find more than The same holds true for .the battery-charg ing requirements.. Two. sets of requirements for the storage of materials in proximity to the sprinkler heads will be found in Pl.l and NFPA 13 and NFPA 231. A certain number of- conflicts' will be inevitable. Perhaps, the establishment'of a joint clearinghouse mechanism within the 20 different ways of expressing safety, fac . standards organizations may help to reduce tors for load-bearing .surfaces. You can the number. All- that has been discussed add to. this the terms found in the A14 serves to point , out that there are areas group, A39.1, A58.1, NEPA 101, A64.1,. of vulnerability in the system. We would A113, B56, B30, Z50, A17.i, and ,MH9. rather bring them .to. your attention for Granted, a variety of techniques for express constructive purposes, than have others do ing safety factors are essential, but stand it for destructive purposes. ards writers should really take a closer The Bureau of Labor Standards is doing look at these: requirements. In some stand all it cdn to make the voluntary system ards, specific factors of. safety are cited work. There'is no reason for it.not to work and in others, they are merely expressed if all interested parties participate; Based . in number of pounds. I am.certain that we. upon, the Department's.actions to date; leg will find- the difference between "pounds"- islative and regulatory, it is quite apparent and "pounds per square inch" vital. It may that fhe Department is doing all it can to make the difference between being able give .the private system an opportunity to to safely work pa a platform constructed work; effectively. But where they fail, the of heavy timbers or steel, but not on one Government is obligated to take action. constructed, of. tissue paper. Hearings on H. R. 13373 a.id the ques Conflicts and' questionable requirements tions being asked about the ability of the were found in both the NFPA and ANSI private sector to handle the. consensus ' codes, and: they, too, need a closer look. In standards needs of the nation are alarming NFPA 30, in the restrictions for storage ' and should serve, .as early warning signals of flammable liquids, we find that "in indus that voluntary standards are under the gun. trial occupancy, you may apparently store. These , signals should be as obvious to you more Class 2 .flammable liquids outside a as the flashing lights in a "psychedelic joot- . storage cabinet than you can within." joint" .Conflicts..exist between -NFPA 58 and Perhaps the . title of this - presentation 505 V; ANSI B56.1 on the. storage of should have-been: LPG, and in the refueling requirements. "Do you want the Federal Government to The .basic standard adopts -by reference. ' develop safety standards? We. don't want to ' '.Then' it-., overrides '.' its prohibition and . . --but we-can, if we have to." . 1969 National.Safety Congress SAFETY STANDARDS: BY PARTICIPATION OR PRESCRIPTION? By N. A, TROMBLEY Mgr.,.Industrial Health Services, Chrysler Corp., Detroit, Mich. The year 1968 was a momentous. one in standard within a reasonable time should the history of employee safety activity. Sev- the regulatory body be' empowered- to de eral bills' introduced in the-Congress were- velop unilaterally any safety regulation. designed to. place the federal government in Arguments to limit the right of the De the field of employee safety arid h'ealth on; partment of Labor to write, its. own stand a broad, almost .all encompassing plan. The ards prevailed. The ` proposed legislation introduction of these bills was followed by . failed, and the Department of Labor regula-. new and much more comprehensive employee tior.s - under the Walsh-Healey Act were safety and health proposals from the De modified. The Walsh-Healey regulations .as partment of Labor under the authority of - finally issued .in May .1969' adopted without the Walsh-Healey Public Contracts Act--^-. modification all -national consensus safety The legislatipn would have given the Sec- . standards. They also included'some proprie-' retary of Labor the'authority to adopt ; any ' tary or industry standards which, though existing.standard, -modify it, or write an' not strictly consensus standards, have. been original standard as a part of his regulatory so widely recognized in safety circles that authority. The Labor Department proposals their use was recommended' by the National for regulating, government contractors Safety Advisory Committee' appointed by included some existing standards, modifica- . the Secretary oif -Labor to advise, the Secre tion's of other standards, and new regula tary -on broad policy-issues. r tions developed within the -Labor Depart- Employee'safety legislation has again been merit. introduced in the'Congress this year, Three In the extensive hearings which were held of the four pending bills incorporate -the On both the legislation and the Labor De principle of national consensu? standards partment proposals, the subject of standards as the base for promulgating rules. They was explored thoroughly. Those who were require that- an attempt be made to estab to-be regulated by the government chal lish a national, consensus standard through lenged the right of the Department of Labor ' existing standard setting organizations when to. enact-any rule or regulation which was new or revised regulations are deemed.'nec'. riot Based oh a nationally recognized stand essary. Only when the standards making ard developed on the consensus principle. body fails to provide such a standard within The Department' claimed that there were a reasonable time -may a nde or standard not- enough such national- standards.; that . be developed unilaterally by the ' Labor many existing standards were out of date . Department. -....' or . lacked essential coverage, and the de- The-use of standards-is nothing new to. velopmerit'pro'cess of new voluntary stand the business community. Their development ards was far too slow. It felt its obliga began in 1918 with the establishment of the tion to protect the working man permitted American Engineering Standards Committee. it to.write its own rules.- There has been a steady growth in -standards ; The National. Safety; Council's position, activity, both' in' the number developed and on both the. legislation and the Department published and-in the number of organiza . of Labor proposals. reflected the ' Council's tions which issue them. policy on-standards. It urged that only na- In' 1963 the Commerce Department estab-. .tional consensus standards be' the basis for lished a Panel on Engineering and Com-, regulations.' When no standard existed, the modity Standards to make a comprehensive regulatory body should seek to have one review of the broad -requirements for indus developed through existing standard making trial and commodity Standards in the United organizations.'Only in the. face of failure States and to make recommendations as to to develop a voluntary national consensus activities important to meeting national re- 116 Industrial Safety Subject Sessions quirements for standards. The Panel's re vote, they do present the best thinking by port of March 1965, commonly known as eminently qualified technicians. Some of the the La )ue Report, identified almost 14,000' organizations producing' proprietary and pro standards issued by about 300 different tech fessional standards are: American Society nical and professional groups. for Testing Materials (ASTM) ; American Before we move on farther, let us make Society of Mechanical Engineers (ASME); . sure we know what we mean when we talk American Welding Society (AWS); Man about a "standard." The La Que Report ufacturing Chemists' -Association (MCA)'; defined a standard as. a document to define Compressed Gas Association (CGA); Na properties,. processes, .dimensions, materials, tional Electrical Manufacturers Association relationships,- concepts, nomenclature, or (NEMA) ; American. Petroleum Institute test methods. (API), and Society of Automotive Engi . The'Occupational. Safety and Health Bill of .the' present administration- adopts the neers (SAE). The use of these' standards has become principle of the definition with modifications oriented to the purpose of the Bill. An occu pational safety and health standard, is de fined as a "standard' which requires condi a part of .the business idiom.. They are in corporated by reference in countless . speci fications and provide a universal business language. Their-use has simplified and ex tions,-or.,the adoption or use of one or more practices,' means, methods, operations .or processes reasonably necessary to provide safe or healthful employment and places, of employment." .There are. several techniques and proce dures -used by organizations in developing standards. Some .organizations _ produce . nationally recognized standards under the consensus principle..' The ' approve of a standard by such organizations implies a con sensus of those substantially concerned withits scope and provisions. "In standardiza' tion practice a consensus is achieved .when substantial agreement is reached by con. cerned interests, according to the' judgment of - a duly appointed authority.. Consensus implies much more than the concept of a simple majority,- but not necessarily una nimity. Such standards are. known as na tional consensus standards." pedited the carrying- on of business activities over a wide range of subject matter. Many of these standards have alreadj found their way into .the laws of this coun-try, principally at state and municipal levels, either through direct reference in-, statutes . and ordinances or through their use as source material for regulatory bodies which undertook the development of their own specific regulations. Few building codes, plumbing codes, electrical codes, or fire pro tection codes. have been developed without heavy- reliance on such, standards issued, by authoritative professional groups with specific ..interests in *those areas. With such a body of information avail able, why then are we concerned with the use of standards as a regulatory tool? The' problem -arises from the fact that accepta-. - bility for nation-wide application should be based on a requirement' that the standard be a nationally, recognized consensus- stand There are two nationally recognized or ard. The La Que Report identified only ganizations" producing standards developed about 2,400 standards which merited char- under the consensus principle. They are: - acterizatiori as a national consensus standard: American National Standards Institute Today, there .are more than 3,600. All of ' (ASNI), and the National Fire Protection . these have been issued through the proce Association (NFPA). dures of the National Fire Protection Asso A considerable number of standards are ; ciation and `the American National Stand produced by industry groups, organizations, ard? Institute.. ...'. . societies, associations, and other, profes- What makes- these standards . different sional organizations. These are . commonly.. from mothers? What are the peculiar char knqwn as professional or proprietary stand acteristics of a national consensus standard? ards. These standards are usually of unilevel Essentially, the difference involves' making ' membership concern and. are developed; by certain that every agency or group which . -membership committees. While such stand can be affected -by the standard has the ards do not utilize the consensus principle right to be heard before the standard is -and. are usually accepted by membership adopted.- 1969 National Safety Congress The critical words in the. .definition given ment the national policy established by the' for such a standard-are "reached by con enactment of Federal employee safety and cerned interests according to- the judgment, health laws. If it fails to do so the alterna of a duly appointed authority." Inherent in tive likely will, be Tgh development of. rules these words is the need for participation and regulations by government by all parties who may be affected by the standard, a judgment by a single authority that all such concerned, interests have par ticipated in the development and review of the proposed'standard, and .that no substan tial objection exists from any significant sector affected by the standard.. The situation today reflects what the United `States Department of Labor has been saying, for the past' several years. It has stud that it" had no desire to write safety standards. It preferred to use those developed through the voluntary system by business, and industry; It would be reluctant, A typical consensus standard .committee to establish its own regulations unless it was might include . members representing the convinced that the voluntary , standards tool and equipment builders, product man procedure had. failed to meet a currently ufacturers, labor,-the-medical profession, - existing, problem. Even , though the Occupa insurance interests, governmental agencies, tional Health and -Safety Act of 1969 did and the public interest. not reflect this position exactly, we do be*, The judgment that consensus , has been* lieve that the Department of. Labor is sin achieved must be made by, the duly , consti cere in enlisting the efforts of industry in tuted ^authority which reviews.the work of the solution of this problem. .- the standards committee. American National And there - is good reason for it to take Standards Institute President Francis K. this position! For many years the Voluntary,. McCiine has explained this process as fol unregulated ' efforts of industry steadily, re lows: ' duced occupational- injury rates. Only in "To achieve consensus the vote of each recent- years has. there been' a change in participant must be weighed hi light of his this history of progress. It would be naive knowledge and competence, and approval for anyone to believe that the cause of must be based on a. substantial preponder employee health and safety coulcl be fur- ance of informed competence, not merely a thcred without, enlisting- the assistance: of numerical count .In this system, a reasoned those who have, been active^for so many objection by a1 single man of great compe- years in the voluntary occupational safety ' tehee may, result in the .reconsideration of . movement.1- -- a `standard--yet with careful procedures' The Department of Labor must also take' even vociferous objections of the uninformed- cognizance of the fact that .the thousands of or prejudiced cannot block progress." standards whidi do exist today have been While the professional or proprietary created primarily .through the efforts of standards may be as carefully developed, industry. The people -who- developed these incorporate -the same professional and tech standards came from the ranks.-of business, nical . integrity, and encompass all matters and the organizations which .published the .'included, in`the scope of the standard,-they standards draw most -of their support from have been developed-primarily , by and for industry. . the use of - technical and' professional spe cialists. Their development and review does not, in genera), include participation by. all users or all people who might be affected by the application of the standard. We have today, in dealing with standards for employee: safety and health, no new problem. We have only an added dimension --urgency. The most recent cataloged of ASNI lists only, about. 200 standards which The employee safety movements, stands can be characterized as being chiefly ori today on the threshold of nationaPregula- ented to safety -and health. Aliiiost a' third tion; Through the inclusion of the .concept of these, according to a recent Department of national consensus standards as a basis of Labor study, are ten or more years old, for regulation, industry can and should par and only about 40 per cent were-considered ticipate in the development of the rules 'by to be current. About fifty safety standard which it will have to live. It can and should projects are: currently in process--many of help, establish. the,' public goals and imple them progressing at a lackadaisical rate Industrial Safety Subject Sessions Many , essential .elements of the employee activity and find - to what extent they are safety "problem have never been reached by now addressing attention to the safety and existing standards. . - health problems related to the scope of their Traditionally, standards activity has moved ait., a relatively, leisurely pace. The procedures'. under which the developers worked and the availability of' . personnel operations. They- should be stimulated, where necessary, to undertake the develop ment . of appropriate safety and health standards. ; , for meetings has often conspired to make . The trade associations can-become a much the standard development cycle a matter of more positive factor in standards develop years .rather than months. Under. current ment . activities. Business should insist that technological conditions, many, safety stand these associations evaluate the safety prob ards, are becoming outdated more rapidly lems characteristic of the operations of its than new standards- are being produced. members and undertake to sponsor new- Many companies who maintain their own standards designed to improve the - safety standards for. employee safety and health and health of- their employees. The associa . have fouiid it necessary to go beyond the tions must- also become more active in so existing national standards'to maintain the liciting competent people from among these, safety -and health of their employees. member companies to participate on- standard Industry today must, reappraise its posi- committees. . tion with, respect to ''standards activities, ' Above all, however, industry must make a. ..particularly in . the. employee safety and. new. commitment to'standard making activ . health framework. It should begin by, eval ity. It must provide manpower to meet the uating- its position with respect to , the. heeds for new and revised standards.' A American National Standards Institute and. necessary-part of this is to make , a factual ; the National Fire '.Protection Association, appraisal of the effect of standards activities, which currently, produce our national, con- on-the normal work load, and to provide .sensus standards. It should, give particular adequate staffing to make certain that attention to the ASNl -which produces by standards work is recognized as an' .inte far the greatest majority of- national con gral', part of the companies' activities'and sensus-standards. If we are .to have,more- not just.a by product to-be performed when and. better standards- rapidly, the ANSi it is convenient to release manpower and must .be geared, to respond to-the tasks, -time- for it It must stimulate .its representa-. which will be-.forced upon it. It must-draw tives on standard making teams to approach .'its-'support - from all elements , of business. .. the' assignment with the same diligence as -Small business' must recognize, that it too is given' to any . other ' assignment from has the. same . stake in the activities of management ANSI as do the larger companies which The rapid advances in technology, both have traditionally been'its major area of in product and manufacturing .process, have support The Institute needs much more, created new and complex safety and .health support, both financially and in membership, problems. Personnel assigned to standards if it is to cope with the- demands 'which projects aimed at neutralizing such prob will be made on it. . lems must be equal in competence to those Industry must also' look at the many who have created the new' technology. No professional and technical associations in' . longer can safety standards activity be re which it participates and examine their garded as the sole province of the employee standards development procedures. Where safety staff.' these do . not' include the' basic elements necessary- to. a national consensus rating for its. publications,. they should be urged to change their methodology and encouraged to' promulgate their appropriate standards, both existing, and new, as . American -national standards through the': procedures of the Both industry and the standards making organizations must join in an effort to ex plore new approaches to standards develop ment. The use . of detailed specification standards must give, way to those 'which emphasize performance criteria. Both the Institute. Industry should make certain-that . Department of -Labor and the National these organizations take inventory' of their Safety Council have done preliminary work. : 119 1969 National Safety Congress .on. approaches to development of broader revitalizing the* attack on occupational in standards keyed to hazard class and indus juries. Whether- governmental regulation try dr manufacturing . systems. . Success ' in musts or not this renewed vigor is neces-- following these investigations .could lead to sary. ,-y a major" savings in standards .making Failure to meet this challenge effectively activity. can only hasten the day-when authoritarian , Employee, safety and health,has progressed rules . will emerge, seeking to cope with to its present plateau as a result of respon identifiable, needs. Such prescriptions for sible management action on a.voluntary basjs safety, produced without full evaluation of aimed at conserving the life and limb of its. their feasibility from the standpoint of both employees. Voluntary standards action should engineering and cost, could be bitter medi now be viewed as the next logical step in cine for industry to swallow.' DEVELOPMENT OF A SAFETY STANDARD IN TWELVE MONTHS By GEORGE W. BEARDMbRE : Vice President, Industrial Relations, Potlatch Forests, Irio, Lewiston, Idaho Quick-response'to the need for standards given'high priority among the staff people and. an accelerated pace in development are who did intensive research, preparation, and .the principal areas to be discussed here. review of the" document. At this point the Function vjill be treated only incidentally. . outline was sent to . the full committee The point of reference is the development of to" evoke comments in order to develop, for the 02 Standard.- From the PERT Network the"",first committee meeting, an outline the offered here, some generalized observations:' committee had agreed to support. . and recommendations can be made which will be fruitful for' those, engaged in stand. ards-making. activity. Moreover, although the 02 Standard was not a revision, I feel the recommendations offered are just as valid and applicable to revision of standards. Of the forty-nine organizations, technical societies, governmental. agencies, and asso ciations invited to serve on the committee, . approximately half -- that is, twenty-six-- elected ...to participate in the .work. Inter estingly enough, there . were organizations who,- expressing a desire to participate, joined- the committee dnly after they had There are conclusions that can be. drawn here and some recommendations which can improve the standards-mSking procedure. From the PERT Network you will note a lapse of-four months before there was a response, to the action of the Safety Stand ards Board. The following- recommendations offer a partial, answer to the ability to. rc- spond quickly to the need for a standard: 1. Massive preplanning in response to a request'for a standard prior to the "decision of- the Safety Standards Board br General Conference for a standard. .heard of- its work. These late-comers didnot 2. Any contingency, planning would, be affect adversely the even tenor and equilib- provisional. However, the dimensions of . rium of tbe committee but, rather, added to preplanning will extend' to areas only in the expertise and broadened the base of which "canned" materials would be pre participation. ' pared. These would" be meaningful invita Concurrent with the completion of the tional lists of interested parties,' form letters committee organization, was. the preparation of invitation, informational kits to .prospec of an outline- of the entire sawmill operation, tive sponsors,-an apparatus within USASI- from preoperational . environmental factors for recruiting a host administrator or pros-, to "operational-equipment facilities. This out pective sponsor.'"Host administrator" refers line was- not a casual activity, Since it- was .to someone who would temporarily perform. " 120' "'* Industrial Safety Subject Sessions the tasks o a sponsor until a sponsor could work with and who in turn will expedite the . be found. work of members of. his committee. Service 3. Organization of a committee by the., host administrator with a tentative chairman and secretary who would prepare an outline to be submitted to a combination general is voluntary, so the chairman must.be able to present his case in a convincing manner to each no* minee.. Fortunately, at our first committee meet conference-organizational meeting where the ing, held- April 3, 1968; the- five sub-com ' affirmative decision for a standard can be mittee chairmen were present At that meet implemented by work'assignments and tar-, ing our objectives were spelled , out through get- dates. This means basically that the establishment of the following ground rules: machinery . would be set in `motion.at. the . 1. The committee was advised and given moment of request-should the staff decision^.' an explanation that it would draft its stand . be one in which it believes a standard will ard under the procedures of the Standards be warranted. Many hours of work exerted Institute. in preplanning may' be washed out. But the extent of. the'.washout can be minimized by staff leadership and well plaimed canned informational.or.instructional kits. 2. Performance requirements would be drafted, since the variables inherent in the sawmill industry had to be encompassed. 4. Among the. items on the agmda of a general conference-organizational meeting, 3. The-inclusion of safe-work practices would-be eliminated or severely minimized. should be the establishment of a.PERT Net- ' 4.-` -The referencing of standards, or gen work or -time schedule--a continuation, in eral cirders, where applicable, with explicit the operation of the committee this 'time, of instructions of drafting requirements where preplanning. Focusing oh the time objectives particular, almost unique application to the presents in material form a challenge to sawmill, industry existed. which the committee.can address itself and The last point presented the potential of find' satisfaction in accomplishing it.' As splitting the committee into separate groups. naive as it might seem, such was the reac You will recall the concept of total, coverage tion of the 02 Committee. Further,, every of all hazards, the ordering of the pre- sponsor shall be required to'provide; after operational as well as -operational facilities; the first committee meeting, a PERT Net had been-accepted by .the committee' through work. To judge and secure adherence or to . the outline; However, the committee.did not pass on the validity of the time, schedule a. wish to. err on the side of taking portions of mechanism should be set up in the S;SJB, existing standards'and citing them in the 02 Through implementation, ah accelerated, de- Standard.. It exhibited a reluctance to deal "firiitive program can be launched.' with-those areas where overlap existed. The outline, after the committee comments' had been collated,, was supplemented with appropriate source material. The prime rea son'for providing the . source material and `references was to facilitate the sub-commif. tee chairmen in their research efforts. In cluded'in the source'material were all appli cable national stang^rds and the 11 existing state sawmill codes. To resolve the "impasse; the. reference ma terials' were placed in the Appendix and, through the diligence of the sub-committee chairmen, those features that were unique to sawmills were incorporated in the body of the standard. Pertinent requirements 'are never drafted,in this type of a standard,by the expediency of referencing other docu ments which have limited applicability. In ' As 'the committee took shape and the first drafting a standard, attention should, be- meeting approached, the' secretary and I ' focused primarily artd exclusively on -those preselected sub-committee ' chairmen .and particular, unique matters of. a standard. . apportioned outlined sections of the stand When there is an overlap with an existing ard to them. Such selection was 'not haphaz standard,' the proposed standard should refer ard, but based upon more than 30' years of ence it and develop that portion which per working'with some of these, men. You rpay tains to the subject matter of the proposed question the wisdom of preselection; how- standard. It is important that, the sub ever, it is a method which permits 'the com- ! committee chairmen agree that referencing is mittcc chairman to choose those he can best not .to be considered, a substitute .for re- 121 1969 National Safety Congress search, analysis,' and drafting appropriate pruning operation.. The deadline .was suc requirements. cessfully met But why was it met ? I believe This reinforces my contention that pre the motivating reason was the acceptance planning and preparation of canned instruc of the. urgent need for a.standard. This idea' tional kits can expedite the standards writing can be sold in any number of ways by all process. Validation is certified by the necessity of the participating interest groups. Having . to explain these points, in committee sessions. . marketed the idea, the challenge must be The first order of business should, have been cultivated and translated into action. Action the appointment of sub-committee chairmen, was provided in abundance by five dedicated the setting forth of target dates through the PERT Network, and the review of cither sub-committee chairmen who worked vigor ously in: (1) the rapid formation of their associated commitments. sub-committees with experts from across The procedure for'review of the outline and later the standard was a word-by-word, requirement-by-requirement method. You are correct in assuming that this was rather a tedious method.'However, it avoids the crea-. tion of.the impression of. "steam rolling," the nation; (2) the thorough research of all . available materials; (3) the sound implemen-.. tation of assignments and schedules; (4) the allocation of ;top time priorities to the sub committee'assignments. The second arid third meetings were hdd. which would have been the undoing of any effective work. Furthermore; it was positive almost immediately one after another. Such scheduling was possible for two reasons; knowledge that the documents were. being namely,' availability1 of the committee mem read, it afforded an opportunity for an ex bership and the . desire of the committee to. change of viewpoints, and ensuing conflicts finalize the document. In the sequence of generally. were resolved before proceeding. events, which followed, the draft was An additional factor, playing a' most signifi- amended by the full committee in session cant role in this review procedure; was that each requirement, in context, was' subjected ; to a thorough analysis from an engineering and was revised by- the editorial committee consisting of the sub-committee chairmen, the chairman, and the secretary. From the and editorial .aspect; editorial committee the standard was sent-to The committee' functioned quite smoothly, with one exception which has previously been discussed. There was reason for this apparent tranquility since the quality, diversi fication, and practical experience of each . member indicated the respect these men ac corded one another. Actually,, many of the arguments or discussions had been pretty well thrashed out at the state level where ' the full committee, whose review comments were collated for a fourth committee meet ing. A fourth meeting may not have been necessary, but the consensus wasln favor of another exchange and final reconciliation of views.' .' From the finalization of the draft at the end of the third and fourth meetings I -could erivision' an interminable delay in'pre various members of the-committee represent ing labor and management had settled upon solutions. Where -differences did. exist; the general method of resolving the problems was. to offer alternatives whereby each party could adjust his position in response to paring the. standard should an effective, vigorous editorial committee chairman not be appointed. The first revision was prepared within two months and the second revision for letter ballot action was prepared within one month--a truly remarkable feat these alternatives. .In all, there was an atmos- . The procedures--the letter ballot, estab pfiere of trust exhibited by each interest . lishing of consensus, letters of submittal to wljich is a necessity to committee work. the sponsor and the Standards Institute, ap- The first deadline was the commitment to proval by the Safety Standards Board, and prepare a basic document within six months of our first meeting. It was agreed that the' the promulgation of a national consensus standard--were exfecuted precisely, as' were document, to be useful, was to be complete and entire and within the accepted limits of all other events, within the- time scheduleof the PERT Network. the outline. Once this objective had been In the experience of .the ` 02 Standards' achieved, we reasoned, the work of the. development I feel there is.a method which, committee would . be largely `a cutting and can be generalized to provide guidance for 122 Industrial Safety Subject Sessions other committees. Most apparent in all of be necessary to-go outside the committee to tiiis is the need for sufficient source material. recruit someone with' these abilities. We've already discussed'how the host ad ministrator can provide the source material and outline necessary for a committee to act almost upon request for a standard It is . evident that in the concept of a combination general, conference-organizational meeting: sufficiency or lack of source material will be reflected in the decision whether or not a standard is warranted. What,' then, are the 6. Approval of the standard in committee session without the necessity for a letter ballot There, is great savings of time and man-power by approval of the standard* through this means. In addition, it almost makes it mandatory for attendance at' meet ings arid assures for' these meetings repre sentatives who' will participate. However, should a letter ballot be necessary, restrict priorities? it to a duration of two weeks and date it 1. Most important is the need for a basic document within a six month period. With sufficient sourF material available, a basic document is capable* of being produced with in six months.. There is no doubt, in my mind ' . from the closing of the meeting. To insure that all proper changes are made in the text of the standard, it will be necessary to cir culate the minutes of the meeting at which' approval is granted. that a "forced" draft can be written' post-* As a final thought, I suggest that a per haste. This is ' the keystone to speeding up centage, that is, a specific number of the the standard's writing process. From . this committee in session," and those polled by. initial step flow other actions, which must be mail should be the determining factor in implemented to keep'within`a time schedule. approval 'of the standard.' There-were no 2. Scheduling of. meetings' on a timely basis, say . at six to eight week intervals,, ipitil the draft has been .finalized, is a must These meetings can and should be kept in session, until specific sections or -other defi nite bench marks'in the review of the stand ards have been accomplished. In other words, conflicts within the' 02 Committee, since the alternatives offered to dissidents' were real and viable, the committee did not form into- factions, and -all exchanges of views were amicably received. But I wonder^ if there are opposing, hostile factions what will be the fate of similar documents? through a pre-determined schedule, segments Under the present interpretation.tohsensus, of the standard can be reviewed at these virtual-unanimity, could preclude the publica-- meetings. If the standard is not developed tion of. a standard upon which much time promptly interest lags, making it difficult and money has been-spent Numerical con- to obtain attendance at meetings. Our attend-: . sensus reaches this problem. For all those ance was excellent and averaged in the 70 engaged in the safety standards activity, to 80. percentile. Slow development not only giving so generously of time, effort and will effect attendance but, extended over too money we are compelled .to suggest that' long ` a period,' will change the committee expeditious methods should be found .to membership, resulting in considerable back accelerate and innovate the process for de tracking.. to' re-discuss items which once had veloping safety standards. ... been settled. " In reviewing the cost breakdown of the. 3. Thorough review of the standard development of the 02 Standard, conserva through the techniques of collating comments tive assumptions were made: for the' meeting for those not in attendance,. arid reviewing the document - word-by-word to scrutinize the validity' of the require ments. . 1.-Travel time to and from meetings is. calculated at 12 hours per committee meeting or 48 hours should the representative have attended all fourmeetings. This is quite con 4. Pre-selection of sub-committee chair servative' when considering the number trav men avoids the mild coercion of the well- eling from the Pacific' Northwest. intentioned volunteer. .. 2.. To arrive at the dollar equivalent for- . S. Selection of an editorial committee man-hours it was decided to use.a figure of chairman who has the expertise, vigor, and $8.00 per. man-hour. (The formula is 255 will to execute the assignment successfully. work, days, seven hours. in a work day, $56 This is such a critical assignment that .it may per work day, totaling a little oyer $14,000.) 1969-National Safely Congress We feel that the $14,000 was a mean in .and quickly developed safety.standards, It is...;. come for the members serving on the 02 : the obligation of all organizations in the field Committee. of safety activities to design a program For man-hours tied4 up in this standard which encourages quick responses and expe from, travel through to the. committee, ses- ditious processing of the product--the safety * . sions themselves, there is a ratio of 7 to 1. in standard. . man-hours allotted fof the development of The 02 Standards Committee believes it standards. For every extra hour devoted" to drafting this, .standard seven hours were allocated. The cost projection of $60,000 is conservative However, the longer it takes, to write-a standard ihe higher the cost developed and drafted a sound, reasonable, and enforceable standard for thousands of sawmills. which encompasses ..the primitive "pecker woods" to the largest older mills and. Time is ;of the. essence, in drafting a.. safety standard, as it is in any worthwhile the modern newer ones. We believe the 02 Standard is sound from an engineering view- ' chore Time is-a most precious thing. .Once, point and provides for safety and hygiene in 1 gone it: cannot be retrieved, once wasted it .all' facilities; I-am convinced that with ade- .' cannot be salvaged. We are living, in a time- 'quale preplanning, preparation, organization, compressed age, and time is becoming more and -scheduling, the time from recognition valuable, each ticking second.- . of the need for a safety standard to the ,, Industry is willing, to devote time, effort, accomplished result could be shortened and. money to assist in- drafting appropriate considerably. 124 . s OFFICERS OF THE INDUSTRIAL CONFERENCE NATIONAL SAFETY COUNCIL 1969-70 Vice President for Industry -- C. A. Allen, Vice Pres., Engineering, American Mutual Liability Ins. Co., Wakefield,. Mass. Chairman of Industrial Conference -- R. M. Hartman, Ass't. Mgr.', Compensation & Safety,. Bethlehem Steel Corp., Bethlehem, Pal - Chairman of Committees--J. F. Van Namee, Admim, Accident Prevention, Westinghouse Electric Corp., Pitteburgh, Pa. - . __ " Vice Chairmen of Committees--J. C. Radcliffe, Supvr., Industrial Safety Section, Ford ` Motor'Co., Dearborn, Mich.; H. M. Huntington, Gen'l. Supv; of Safety, International Harvester Co.; Hinsdale, 111.; R. L. Moore, Mgr. Safety'Services Dept,-National Loss Control Services Corp., Chicago, 111. Chairman of Sections (Chaintian-Elect)-- H.` C. Daulton, Dir., of Safety, Louisville & Nashville RR Co., Louisville, ly. Vice Chairmen of Sections---J. W. Tysse, Mgr.' of Safety, Republic Steel Corp., Cleve land, Ohio; W. E. Stuffing, Dir. of Safety, Carrier Corp., Syracuse, ;N. Y.; H. Reb- 'holz, Safety Director, The Rath'Packing Co.,. Waterloo, Iowa; N. A. Trombley, Mgr., : Industrial Health Services,-Chrysler Corp., Detroit, Mich. .' - Secretary -- ROy G.-Benson; Mgr., Industrial Dept., National. Safety Council, Chicago, 111. Committee Chairmen - Associations--A. L. Kling, Loss Prevention Consultant, Baldwin, N: Y. Audio Visual' Aids -- A. H. Christian; Div. Safety Engineer,. FMC Corp., Philadelphia,. Pa. Contests & Awards--C. E. Wilson, Safety Engineer; Bethlehem Steel Carp., Bethlehem, pa.: v - ' . . - : Executive -- R; M. Hartman " ., Nominating--M. F. BianOardi, Dir.-, Product Safety, Employers Ins. of. Wausau, Wausau, Wis. ' - ' -V . Occupational Health Hazards -- H. W. Rapp, Supt., Travelers Ins. Ccr, Hartford, Conn. Occupational Health Niirsing -- MarOaret Billy, R. N., United States Steel Corp., Pitts burgh, Pa. 125 Off-the-Job Safety-- L W. Shutt, Safety Dir, Jos. E. Seagram & Sons, New York, N. Y.: Physical Hazards -- N. McCaixum, Supvr. of Safety, Chrysler Corp, Detroit, Mich. .`jr.- ... , Research Projects--G. B. Lemke, Vice Pres., Employers. Ins. of Wausau, Wausau, Wis. Standards-- E: B. Locke, Vice Pres, Engineering Dept,'Texas Employers Ins. Assn, Dal las, Texas -~-: technical Publications -- R. M. Pryor, Dir. Safety & Fire Protection, Phillips Petroleum ' Co, Bartlesville, Gkla. . -Training--- J. S.` Sheiry, Ass't Vice Pres, Engineering Dept, Aetna Life & Casualty Co, -Hartford, Conn. .1 126 OFFICERS OF THE ASSOCIATIONS COMMITTEE NATIONAL SAFETY COUNCIL 1969-70 Choirntan--A. L. Klinc, Loss Prevention Consultant, The Society of the Plastics Industry, New York, N. Y.; Dan Adair, Coord, of Saf, Activities, Pacific-Coast Assn, of Pulp & Paper Mfrs., Portland, Ore. (West Coast Area Coord.) Wm. Atkinson, Jr., Safety Director, Nat Mach. Tool Builders Assn., Washington, D. G (Washington Area Coord.) Harry Becker, Safety Director,- American Waterworks Assn, New York,' N. Y. (New York Area Coord.); Earl A* Bratton/ Executive Director, Steel Plate Fabricators . Assn., Hinsdale, 111.; W. G. Bryson, Saf. Dir., Tidewater Const Gorp., Norfolk, Va. ;- H. Louis Custer, Dir. Retirement Safety & Ins., NatL Rural Elec. Cooperative Assn, Washington, D. C.; H. J. Eiermann, Manager, Eng. Dept, Royal Globe Insurance Co., New York, N. Y.; Wm; Evans, Ins. Director, Printing Ind. of America,' Washington, : D. G.; Ivan F, LeGore, Safety Director, Portland Cement Assn, Skokie, HI. (Midwest Area Coord.); W. R. May, Safety. Director, Treasury Department Bureau of Erigrav- ing & Printing, Washington, D. G; J. G. Me Ghee, Labor & Saf. Specialist, Copper Development Assn.; New York, N. Y.; J. McKenna, Safety & Fire Prevention Coordi nator, American Petroleum Inst; New York, N. Y.;. Eugene L: Newman, Chief Con tracts, .Safety Office of Occup. Safety, Bureau of Lhbor Standards;- U: S. Dept of La bor, Washington, D. C.; FSed Rogers, Manager, Admin Services, .Gypsum.-Assn., Chi. cago, 111.; E. G. Troutman, Acc. -Prev. Admin, Westinghouse Electric Corp., Astronuclear Laboratory, Pittsburgh, Pa..; H. C. TJnderwood,.* PPG Industries, Inc., Pitts burgh, Pa.; H.K. Williams, Co-ordinator of Safety, International Paper Co., Southern . Kraft Div., Mobile Ala.; P. Windsor, Secretary, Bureau of Safety, Chicago, 111.; Frank. Wood, Technical Director, The Salt Institute, Alexandria, Va. Association, Consultants Washington Area--Santo J. Barca, Staff Asst to the Pres., Can Mfgrs. Institute, Wash--' - ington, D. C.; Edward W. Baumann, Consulting. Director, National Slag Assn., Silver Spring, Md.; George Burke, Manager, Tech.. Services, Water Pollution Control Fed., Washington, D. C.-; Joseph H. Colquitt, Secretary, National Assn, of Refrigerated . .Warehouses, Washington, D. G; Richard L, Eldredge- Asst Executive Director, .Natl." Asphalt Pavement Assn., Riverdale, Maryland; Wm. E. Hughes, Exec. Vice Pres.,.'Na tional Fibre Can and Tube Assn., Washington, D. C.;. Harry E. Korab, Technical .Direc tor, Natl.; Soft Drink. Assn., Washington^D. G; Hugh Me Cahey, Manager, Associa tion'Dept., Chamber of Commerce of die' U. S'., Washington, D. C.; John Mohay, . . Executive Secretary,' National Independent' Meat Packers Assn., Washington, D. G; William S. Ritnour, Secretary-Treasurer, National Plant Food Institute, Washington,- - D. C. ' '. New York .Area--rJ. -F. Carroll,. Saf., Mgr., The Society of' The Plastics Industry, New York, N. Y.; Ray.C. Eixis, Jr., Dir..of Safety Services, Hotel Safety Trade Group, New. York, N.'Y.; L. H. Gillette, Assistant Executive Vice-President, American Insti- . tute of Steel Construction, New York, N.'Y.; W. W. Pritsky, Code. Eng., Bldg. Prod ucts', The Aluminum Assn., New York, N. Y.; Kenneth S. Rolston, Administrative . Asst,, American Pulpwood Assn., New York, N. Y.; William J. Stevens, President, National Assn, of Photo-Lithographers; New York, N. Y. Midwest Area --- Robert E. Collins, Exec. Vice President, Southern Cotton Ginners Assn;, Memphis, Tenn.j Leonard Freed, Mgr. Safety & Member Services, Ohio Contractors Assn., Columbus, Ohio; Jefferson Keith, Managing Dir., American Metal. Stamping Assn., Cleveland, Ohio; George Keller, Dir., Assn. Saf. Services, Employers Ins. of Wausau, Wausau Wis.; H. McRae, Bldg. Const Emp. Assn, of Chicago, Chicago, 111.; E. C. Merkle, Managing Director, Natl. Flexible Packaging Assn., Cleveland, Ohio; Harold Regan, Safety Coordinator, Amer. Paper Inst Inc., Chicago, 111.; Donn San ford, Memb. Dir., Assoc. Equip. Distributors, Oak Brook, 111.; Allen ,D. Walters, Sec., Amer. Warehouse-Men's Assn., Chicago, 111. West-Coast Area -- Sidney Bierly, General Manager, California Fertilizer Assn,. Sacra mento, Calif.; L. S. Chappelear, Jr., Manager, Tech. Services Dept, Western Oil & Gas Assn., Los Angeles, Calif.; Richard Fenton, Executive Vice President Southern Calif. Plywood Assn., Los Angeles, Calif.; J. M- Kaplan, Executive Vice President Greater" Los Angeles Chapter, National Safety Council, ins Angeles, Califa; T, F.' Knight, Jr., Executive Vi?e President California Manufacturers Assn, Los Angeles; Calif. ; . Paul E. Sheppard, Director, Associations Division, National Safety Council, 425 No. Michigan Ave, Chicago, 111. 60611 '; r ' . , X" 128' a 1969 Volume 28 NATIONAL SAFETY CONGRESS TRANSACTIONS HOME SAFETY NATIONAL SAFETY. COUNCIL 425 North Michigan Avenue Chicago, Illinois 60611 57th NATIONAL SAFETY CONGRESS . Papers Delivered in the HOME SAFETY SESSIONS' CONTENTS Securing Meaningful Statistics--A New Approach................ .J. L. Rechi 5 Accidents to Rural Ohio Residents................. ... .William E. Stuckey 8 * Utilizing Statistics in Home Safety Programming Charles M. Cameron, M. D. 10 Tomorrow's Safer .Home Appliances1........................ ...Dr. E. A. Baillif 14 Safety With Power Tools . ....................................... J. A.Proveri 20 The Safer Home --Will It Come to Be? ........ ........... ... .Rudard A. Jones '23 Officers of the Home Conference 1969-70 ............................................. ........... 28 Five Years of Future. Dates for the National Safety Congress ........................ 31 Other Volumes in the 1969 National Safety Congress Transactions ... .Back Coyer. MEMBERS OF THE C HOME CONFERENCE NATIONAL SAFETY COUNCIL 1969-70 Dudley G.-Anderson; Chief, Accident Prevention-Division,.D. C. Department of Public ' Health, Washington, D. C.; Sidney F. Ascher, Regional. Program Chief, Product. Safety, U. S. Public Health Service, New York, N. Y.; Miss Catharine Bauer, Direc tor of Public Relations, The National Easter Seal Society, for Crippled Children and ` Adults, Chicago, 111'. ; James Bicket, American Pharmaceutical Assn., Zion, 111.; Caesar Branchini (Vice-Chairman), Director, Health'Affairs & .Publishing Services, Equitable Life Assurance Society,- New York; N. Y.; Willard. E. Bryant, Assistant Director Technical Services, National Association of Home Builders, Washington, D. . C.;. Charles M. Cameron, Jr., M.D.', Professor and Chairman, Department of Health Ad-, ministration,. University of Oklahoma. Medical Center, Oklahoma City,-Okla.; J. P. Carroll, Safety Manager, The Society of the Plastics Industry, Inc., New York, N. Y.; Mrs. Marilee B. Cavender, Health Education Consultant, National Commission on . Product Safety, Washington, D. C.Warren L. Cheek, Director of Training National Rifle Association of America, Washington, D. G; Austin G. Chidester, Jr., Assistant ' Manager, Delaware Safety Council, Inc., Wilmington, Del:; Allan B. Coleman, MlD., -Chairman, Committee 'on Accident Prevention American Academy-of Pediatrics, Wash ington, D.C.; Mrs. Virginia C. Colflesh, R. N., Nursing Services Consultant, Division of Research & Biostatistics, Pennsylvania State Department' of Health, Harrisburg, Penn.; William S. ComStock, Director of Public Affairs, Assn, of Home Appliance . Manufacturers, Chicago, 111.; Miss Nettie .'Day, Chief, Accident Prevention1 Section, Division'-'Of Epidemiology, North Carolina`State Board of Health, Raleigh, N. C.; Miss HeLene Deming, Director,. Division of Injury Control, Iowa State Department of Health, Des Moines, Iowa; Edmond D. Duffy, Jil, Coordinator, Accident Prevention and'Poison Control Program, New Jersey Department of Health, Trenton, N. J.Don- ` ald' A. Durei.ow, M. D., Asst. Director, -Department of Health .Education, American ' Medical Assn., Chicago, III.; Richard.E. Gallagher, Chief, Program Flanning.& Eval uation, Environmental Control .Administration, U. S. Public Health Service, Rockville, Md.; Mrs. Sally Gendrew, Director, Home Division, Louisville Safety Council, Louis-. ..ville, Ky.`; Victor C. Gildertson, American Institute of Architects, Minneapolis, Minn.-;. Dan D. Gowings; Assistant Professor, Department of Health and Safety, Indiana State University; Terre'Haute,' Ind,; .Miss Carol Hansen, Consumer Education Director, .S. C. Johns.on & Sons, Inc.,- Racine, Wis.; George W. Harper, Professor, Mechanical & Industrial Engineering, University of Illinois, Urbana, 111.; Virginia G. Harris; M.D:, 1 Director, Bureau- of Maternal and Child- Health; Onondaga County Health Department, Syracuse; N. Y.; Stanley L. Harrison, M. D., Secretary for Committees, American Academy of Pediatric^ Evanston, 111.'; Kenneth G. Hecht, Manager, Public and In dustry Safety, American Gas Association, Inc., New York, N. Y. ; Harold K., Howe, Executive Secretary, Outdoor Power Equipment Institute, Inc., Washington, D. C.; ; David Jeffreys, Director of National Affairs, American Association of Retired Persons, ' Washington, D.. C.; Walter U. Johnson, Operations Chief, National Commission on Product Safety, Washington, D.-. G.; Ruiiard A. Jones, Director and Research Professor. `' of Architecture, Small Homes Council--Building Research Council, University of Illinois,' . Champaign, III.; William J. Kerns, Refinery Safety Advisor, Humble Oil & Refining Co., Linden, N. J.; Thomas C. Klapperich, Regional Program Chief, Injury Control, U. S. Public Health Service, Chicago, 111. ; David Klein. Professor, Department of' So cial Science, ^Michigan State University, East .Lansing, Mich; Miss Dorothea J..Lewis, Director, information. Division, Administration on Aging,- HEW, Washington, D; C.; Carmen F. M-aniha, Supervisor, Emergency.Medical Care and Injury Control Section, New York State Department of Health, Albany, N. Y.;. Mrs. Marjorie B. May, Direc- 25 ; tor. Education & Home Division, Greater New York Safety Council, New York, N. Y..; .Miss Marie C. McGuire, Assistant for Problems of the Elderly and Handicapped, Dept. of'Housing & Urban Development,' Washington, D. C.; .1. EuuUnk McLouuhlin, Executive Director, Council on Family Health,'New York, X. Yt; Lkvittk -Mexiiki., . Associate Director, National'Hcalth'Council, New'York', N. Y.; Rough..1-. Mkvkk, M..D., Executive Director, Infant -Welfare Society of Chicago, Chicago, 111.; Miss -Stella Mitchell, Home Management, Housing, arid Equipment Specialist, Federal Extension Service, US DA, Washington, D. "C.Paui. O'Connor, Director,. Volunle.er & Profes sional Liaison .Activities, American Nursing Home Assn., Washington, D. C.; Fi.owi It. Ooi.ksiiay, Acting Chief, Injury Control Branch, UPS. Public Health Service, Cin cinnati, Ohio; Robert M. Oswald, National Director of Safety Programs, The Amcri-' caii National Red Gross;'Washington, D. C.; Donald V. P.vrro.v, Architect, Allen, Pat ton & Assoc., Rockford, 111.;'Miss Glenda. Piker, Housing ami Equipment Specialist, University .'of Illinois, Urbaiia, *111.; Nicholas Pohi.it, Executive Director,- National' Assoc, of Sanitarians, Denver, Colo.;.Geohoe -H. Pope,.Managing. Engineer, Casually ft Chemical Hazards Dept., Underwriters' Laboratories, Inc., Northbrbok, 111:; J. A. Pro ven, Executive Manager, Power Tool .Institute, Inc., Evanston, III.; Deuel Richardson, Manager,'Public Relations Dept., National Fire Protection Assn., Boston,Mass.; Wji.- : . i.iam H. Rockwell, Certification- Manager & Director of Consumer Standards, Ameri can National Standards Institute, New York, N. Y.; Manuel Rodstein; M. D.; Sr.' Associate Medical Dir., The Equitable Life-Assurance Society of the U.-S., -New York, '-N. Y.; A.`B. Rosenfield,'M. D., Director, Division of Special Services, Minnesota State Department'- of Health, Minneapolis, Minn.;.Richard E..Sanderson-. Executive - Director, Building Officials Conference- of- America, Inc., Chicago, III.; Miss Marie Scorn, American Society`of Safety Engineers, Hoboken, N. J.; Hii'.i.a Sherh-t, M. D., Chief, 'Bureau of Personal Health Services', South' Carolina State Board of Health, Columbia, S. C.; Percy H. Shue, Assistant Secretary for Program Development, Ki- wanis International, Chicago, III.; James R. Slawnv,'Public Relations Director, Illinois State Medical Society, Chicago, 111.; Ruby M..Smith, Pli.D., Illinois'Home Economics Assri:,' Professor; School o'f Home Economics, Eastern Illinois University, Charleston, * 111.; Miss Alice Stoltzer, Home Economist, Sears, Roebuck & Co., Chicago, III-.;'Mrs. Elaine Stover, American Home Economics! Assn., Home Economics Cnm-ullant, Cook County Department of Public Aid, Chicago, 111.; Irving Sunshine, I'h'.D., Technical Director, Poison Information Center, Academy of Medicine of Cleveland, Cleveland. Ohio; Thomas R. Thiedaut,. Acting Chief; Industry & .Government Liaison, Office of Product Safety, FD.-\, Arlington, Va.; Mrs..Alice.Tice, Executive Director, Roanoke Valley`Safety Council, Roanoke, Va.; Raymond L'. Tyler, .Chief, Accident- Control Section, Philadelphia Department of Public'Health, Philadelphia, Penn.; James T. Waiikins, -Managing. Director, Richmond Area Safety Council, Richmond, Va.; Julian' A. Waller, M.D., Professor, Dept, of Community Medicine, The -University of Vermont; Burlington, Vt.; William Waslick, Director, Family-Youth Division, New Jersey State Safety Council, Inc.,-Trenton,. N. J.;.'Miss Janice R. Westabv. Associate Professor, School of Public Health, .The University of North- Carolina, Chapel -Hill-, N. C.; William' V. White, Executive Director, National - Commission on Product Safety,. Washington,-D. C.; Stan L. Williams (Chairman), Safety & Fire Protection Engi- ..' ncer, E. I. du Pont-de Nemours & Co., Inc., Wilmington, Del.';. Mose-W. Yates, Act.' * Director, Memphis & Shelby County Health Dept., Memphis, Tenn. NSC Vice President for Homes -- Robert G. Frazier,' M. D!,. Executive* Director, Ameri can Academy of Pediatrics, Evanston. Ili.. 29 1969 National Safety. Congress ,.75 ;' gaged in being a part of safety, by thinking The Quality System implies safety with and acting'safely, otherwise, the supervisor's dependability, with knowledge, with proper five-minute safety talk may just turn out training both practical and theoretical. We to be another rest period... Encourage the believe in driver training for the highway. suggCstor to be specific,' eliminating the Why not a universal, mandatory vehicle op blanket coverage proposal. Use a inch eration training program, coordinated by the square sketch area on the back of die sug- National Safety Council? . gestion blank and, for clarity and. speed of reply, encourage all safety investigators to use a Polaroid type camera and to submit a suggestion for analysis with accompanying photographs. Keep in mind to always photo graph only the safety problem, thus replac ing the poor descriptions, improper words; and ambiguous statements and misunder standings with a picture worth 1,000. words. All too often, an inexperienced, untrained employe has a trucker's badge pinned to his shirt and is told to go to work.- His only qualification is. that he can drive a car. "Oh, but wait!" says the foreman, "I spent a whole afternoon with Him!" This1 is. good advice, not good training. A good training program ' js one similar to that outlined in the International Material Management So r. i The Maintenance System so often falls ciety publication, A Training Program For into the category of the "If'' -- if we only Operators of Industrial Power Trucks, by had "PM" (preventive maintenance) then Elmer Clancey. .v all our-troubles would -be over--nonsense! We all believe that PM has its place.. At this time .we are concerned with the power vehicle operator and his machine. We sug gest that his attitude should' run in the same vein as Chevrolet's "Good Driving" recom mendations. We will call them "`Rules for Good Trucking" which, when followed, re duce maintenance: Dr. John V. Grimaldi, director of . the Center for Safety, New York University, states that the time-proven approach to solv ing Safety problems is simply "Evaluate the hazards, then eliminate them." In short, reducing hazards on thejob is a much more attainable goal than trying to change peo ple's behavior pattern. 1. I will" treat my truck as though I had paid for it .On the other hahd, we of Harrison Radi-' ator suggest you consider the environment influence in which these safety problems 2. I will drive for the other fellow's arise. For example, I am. sure you. will safety. agree that a clean plant is the best way 3. I will learn and practice the proper method of operation. 4. I will conscientiously operate within the capabilities, of. my. truck. 5. I will adhere to the maintenance sched ule for my truck. to start a safety program! A dirty plant encourages sloppiness, and a sloppy attitude breeds accidents. ' W6 also feel that participation is a direct way to improve safety and reduce accident' frequency. Be a part-of safety--not the ac cident! Sometimes the salaried employe is The Statistical System. the forgotten man, especially management personnel. Here lies the greatest potential a Items that cause statistics: "Boy! I wish company has. I am glad I work for a com they'd fix that floor!" "Pretty good, huh-- pany that recognizes the'.efforts of all of SeaIy?"."Who moved that van?" "All this its employees, even to the extent of publicly for just one cigarette?" "Push back to back, not with forks!" "I just gotta keep m'forks `up!" `Yippie! They fixed the brakes!" "Hang on, Joe!" "Not again!'' The attitude . of the driver has an important bearing on acclaiming their efforts. The latest of these programs revolves around the participation of an individual in his or hep local com-', munity activities. Does it npt follow that all safety. Sure, the safety program has to be a of us in charge of administering safety pro balanced one! You are all familiar with grams should initiate a similar award sys? the saying, "Partners in crime" -- one, the tern? It is time that all people who donate killer; the other, the killed. We say to you, their efforts and. talents in 'the behalf of Partners in Safety!" One, the saver; the their fellowmen be publicly recognized, not other, the saved! ' , just given a' pat on the back. . 12 ' 1? Metals Section Vital is 'the best approach in - order to to: the driver . it says,- "You :are- exceeding impnome jour plant safety? Our answer is the approved safety speed --be extra "care (he industrial standard .efficiency approach. ful!" And, "Are you in an-area where this Tins method is like the material handling speed is a safe speed to all concerned?" flow-and layout analysis, known:as the fre quency--distance--weight' analysis, sometones called the "ton-mile" comparison. This time we call it "accident frequency and seroity analysis." It provides a two-pronged attack, for the two approaches do not neces sarily. coincide. Obviously, the greatest fre quency could be the item of least severity. We talk long and often about the equip ment -- how about' the operator ? Can. the following be considered a new approach? Perhaps, but certainly here is a challenge! We are told by the medical people that the spine, assisted by the muscle of your back; stomach, arid sides,- carries the'top half of your body weight." The spine also transmits Safety Problems. O. S; Oarliss of Yale this weight to the sacroiliac joint and then Materials Handling Division - states' that a continues the distribution to your legs and . common fault among users of industrial -feet.. So, why not a milkman's approach to . tracking equipment-is the. attitude that as .seating a driver of-a fork truck?.'Why must long as it runs it does not.need attention. . a driver forever climb over mechanical effi A good mechanic will quickly tell you that ciencies and strain his physical being just to an improperly adjusted carburetor can .sub- sit down? Climbing of. this nature often stantolly increase the'- output of carbon. creates the ' same strain as picking up a - monoxide. Failure to simply replace spark weight when off balance, or. carrying an ob pings results in sluggish, unsafe performance ject such as a ladder in an unbalanced posi and objectionable exhaust fumes. tion. An attempt to reduce air pollution, es pecially in confined areas, has resulted in some of the trucks now in use being con certed to IP gas. In other cases, new LP gas rafts have been purchased; however, these arc not'., without hazards. -The1 LPG requires good maintenance, for while it has lower emissions. than gasoline powered trades* the out of adjustment LPG truck can create a'real exhaust problem. We often hear the question, !`Wliy don't yotr trse Diesel trucks?" They may have lower hydrocarbon and carbon monoxide emissions than the gasoline type, but the diesel also has its combustion- problems; mainly odor and smoke. ' - . Accident Causes. So many times we hear, that speed is the cause of accidents. Just cut the speed," they say, "and you won't hake any more accidents." The change of speed or the inconsistency of speed is the real curse, especially in the undesirable condition of the blind alley, which we all try to avoid. If six miles per. hour is to be the accepted., Again, we are told-that when we sit-down too hard we injure the small terminal bone. When injured or irritated it hurts! And now comes the crux of the problem: How can the truck manufacturer keep designing smaller, more compact trucks to suit the customer and still provide a- comfortable posture for the driver? How can we make his equipment safer? To these questions we propose for your consideration the follow ing suggestions, not necessarily new but worthy of universal application: 1. A tire within a tire, offering the air ride of- a pneumatic combined with the inside security of the cushion tire. 2. The visibility of see-through independ ent -telescoping masts whose lift is hydrauli cally kept , in parallel. .3. Safety lights that are visible .360 to pedestrian and driver alike and are an integral standard part of all power trucks, not some .adaptation at a later date. 4. Deadman seat brakes that shut off the. power of any. vehicle. standard for the sit-down fork truck, in- 5. Elimination of all gadgets that check plant travel, then perhaps a governor is not the checker. Let us all concentrate on elim the way to control the driver, for he has a inating the problem at the source, before jab to do under varying conditions. Rather, the accident happens, not after the fact. a warning system such as a good loud bell Please do not give the user a piece of that unhesitatingly announces that this ve equipment' that has the safety factor of hicle is traveling over the set speed limit, re shutting itself down to avoid a burned out gardless of tire reason, and watch out! Also, motor due to ah over-heating problem. 13 1969 National Safety Congress Rather, design into your equipment a cooling system that won't let the unit .overheat in the first place. - , 6. Design the center driver position with the pocket seat so that overhead guards can be placed on even low headroom trucks. At the present time this seems more feasible with electric power than with gas, but why stop there? The fuel cell is not far away; perhaps not even atomic energy, .as a power source. 7. Design into all lifting devices a hydrau lic valve' control that will not allow the capacity or safe load of the truck to be exceeded. Do not offer this as an extra; make the user buy it as a standard safety feature. It is his liability that you are pro tecting 1 8. Members of the National Safety Coun cil, together with I.T.A. personnel, should set forth a standard checkoff list that-every driver should. follow. daily before he starts his day's work--he is no different than the pilot of a plane. Standardize the start-up and. shutdown procedure for all trucks. - 9. For equipment that is silent, .such as the electric truck, build in an audible warn ing system other than the horn -- one that is pleasant, heard for 10 to 15 feet, but does not create an undesirable decibel' accumula tion for the plant Sophistication of Industrial Trucking Safety. Does it not seem odd to you that with all-the advancements made-in the ma terial management field, no where does there seem to be a concentration to combine our thinking? Let us join Dr. "Q" of quality with Harrison Radiator's safety symbol, Mr. "Les Hazard." The result is Mr. E. F. Thru, who, when he gets his' name in the newspaper, is written up, as "Mr. Efficient Follow Thru" but locally is called "Efthru" 1 Efthru is like the winged messenger. Mer cury, except that Efthru goes into action after we initiate a project and makes sure we complete our obligations in an efficient and safe manner. ' So, if we are to bring about a truly new look in safe material handling, then we must,. in my opinion, bring about a wedding of "safety" and "quality". ". That we may forever have a goal for achievement, we submit to you a safety code of ethics: 1. I resolve to recognize that the safety of my fellow man is paramount to his well-being. 2. I resolve, to keep an open mind to all proposed solutions of safety problems. 3. I resolve to always set a good example through the application and - practice of safety in my business and in my'every day life. 4. I resolve to keep myself informed on the latest information and development of safety practices and equipment 5. I resolve . to use the defensive safety method, to avoid the'accident before it hap pens. . . 6. I resolve to perpetually apply my safety knowledge in all that I do and to' promote the safety of the society in which I am privileged to live. 14 OFFICERS OF THE METALS SECTION NATIONAL SAFETY COUNCIL 1969-70 General. Chairman--J. Patlyek/Mgr., Industrial Rel., East Chicago Works, Blaw-Knox Co., East Chicago, Ind. First Vice Chairman -- Steve Collins, Gen. Supervisor Safety, Training & Comm. Rel., Midwest Steel Div., National Steel Corp., Portage, Ind. s; Second Vice Chairman--J. E. Sprowls, Safety Manager, Caterpillar Tractor Co., Peoria, 111. Third Vice Chairman--J. B. Anderson, Safety Engineer, Republic Steel Corp., Cleveland, Ohio " t` Secretary-.-- R. F. Scbiroeder, Mgr., Indus. Prog., Joseph T. Ryerson & Son,- Chicago, III. Newsletter Editor--H. L. Seimitz, Supervisor of Safety, Republic Steel Corp., Central Alloy District, Canton, Ohio Co-Editor, Speakers Bureau & Publicity' Committee--R. R. Hoffman, Mgr. of Safety, Caterpillar Tractor Co, Peoria, 111, . _. Congress Program Committee--G.-H. Reilly (Chairman), Safety'Eng. Admin, United States Steel Corp, Pittsburgh, Pa.; J.. S. Chapman", Mgr. of Safety, Armco Steel' Corp, Middletown, Ohio; G. F. Grace, Sales Mgr, Columbus McKinnon Chain Corp, Tona wanda, N. Y.; R. M. Cowdrick, Supvr. of Safety, Bethlehem Steel Corp, Bethlehem, Pa.; Dean A. Dexter,.Safety Supervisor, Chicago Bridge & Iron Co, Oak Brook, III. Technical Publications Committee--T. T. Pinder (Chairman), Safety Dir, Kennecott Copper Corp, Utah Copper Div, Salt Lake City, Utah; R/ D. Tranter, Corporate Safety Eiig, Armco Steel Corp,'Middletown, Ohio; W. R. Roblin, Manager of Safety, Allegheny Ludlum Steel Corp, Pittsburgh, Pa.; W. J. Schwager, Supervisor of Safety, The Youngstown Sheet & Tube Co, Youngstown, Ohio; E. V. Grund, Division Manager, Safety & Prot. Service, Kaiser Aluminum & Chemical .Corp, Oakland; Calif. Membership Committee--E. J. Collins (Chairman), Safety. Supervisor, Bethlehem Steel Corp, Leetsdale Works, Leetsdale, Pa. '.Off-The Job Comtitittee--J. S. Chapman (Chairman), Manager of Safety, Armco S.teel Corp, Middletown, Ohio; H. D. Holtzapple (Past General Chairman); D. D. Mateer (Past General Chairman); J. C. Cullen (Past General Chairman) Training and Education Committee--B. Brown (Chairman), Supervisor of Safety, Youngstown' Sheet & Tube Co, East Chicago, Ind.; D. L. Johnson, Vice President, Pa. Mfrsi Assn. Insurance Co, Philadelphia, Pa.; Ri G. Dittmar, 'Corp. Safety Mgr, In terlake Steel Corp, Chicago, 111. \ Contest and Awards Committee -- B. Brown. (Chairman), Supvr. of Safety, Youngstown Sheet & Tube Co., East Chicago, Inch; Dean A. Dextek, Safety Supvr., Chicago Bridge '& Iron Co., Oak Brook, III. Foundry Industry Committee -- W. H. Decker (Chairman), Safety Dir., Central Foundry Div., Danville Plant, General Motors Corp., Danville, III.; T. L. Hewitt, Dir. of In dustrial Rel., Vulcan Mold & Iron Company, Latrobe, Pa.; Gary Robinson, Safety Dir., Pontiac Motor Div., Pontiac, Mich.; F. Nunan Safety & Security Caterpillar Tractor' Co., Mapleton Plant, East Peoria, HI.; J. P. Hopkins, Dir. Indust. Rel., Lakey Foundry Corp., Muskegon, Mich. Steel Service Center Committee -- Paul M. Walter, Vice Pres., National Steel Service Center, Inc., Evanston, 111.; Edward R. Patterson; Pres., Patterson Steel Co., Tulsa, ` Okla.; R. Underwood, Manager of Labor Rel., United States Steel Supply Div., Chi cago, 111.; Marvin P. Schramm, Vice Pres., A. M. Castle & Co., Franklin Park, 111. \. . Industrial Hygiene Committee--William M. Smith (Chairman), Ind. Hygiene Eng., National Steel Corp., Weirton, West Va.; John A. Janous, Mgr., Ind. -Health Engr., Jones & Laughlin Steel Corp.; Pittsburgh, Pa.; W.E. Sebe'Sta, Chief Ind. Hygienist, Republic Steel Corp., Independence, Ohio;. D. L. Webster, Industrial Health Eng., Bethlehem Steel. Corp., Bethlehem, Pa. . Steel Industry Committee--H. W. Gilbeeg (Chairman); Works Safety Admin., Jones & Laughlin Steel Corp., Aliquippa Works, Aliquippa, Pa.; L. Wozny, Jr, Plant Safety Eng., Bethlehem Steel Corp., Sparrows Point Plant, Sparrows Point, Md.'; Alex Guzowsky. Safety Eng., C. F. & I. Steel Corp., Pueblo, Colo.; H. A. Polk, Superintendent. Safety, Kaiser Steel Corp., Fontana Works, Fontana Calif.; Clifton W. Fellows, Supvr. Ind. Safety Sect?, Steel Div., Ford Motor Co., Dearborn, Mich.; Wm. Faison, Gen. Supvr. Safety, United States Steel Corp., Chicago, 111. Non-Ferrous Industry Committee--F. H. Illig (Chairman), Manager of Safety, Aluminum Company of America, Pittsburgh, Pa.; John A. Turk, Manager, Safety & Environ, Health, U. S. Metals Refining Co., Carteret,' N. J.; James J. Ryan, General Safety Eng., American Smelting & Refining Co., Denver, Colo:; J. T. Mortimer, Safety Dir., Kennecott Copper Corp.,. Ray Mines Div., Hayden, Ariz.; Ray A; Pfohl, Safety & Sec. Supv., Ormet Corp., Hannibal, Ohio; E. O. Petrie, Safety Coordinator, Huntington Alloy Products Div., International Nickel Co., Huntington, W. Va.; Robert Gould, Loss Prev. Supt., Olin Aluminum Co., Sheet & Plate Operations, Hannibal, Ohio; J. E. Nichols, Dir. of Safety, Reynolds Metals Co;, Richmond, Va.; J. E. Rous, Pit. Safety Eng., Kennecott Refining Corp., Baltimore,. Md. Fabricating, Industry Committee -- Dean A. Dexter (Chairman), Safety Supvr., Chicago Bridge '& Iron Co., Oak Brook,'111.; E. A. Bratton, Exec. Dir., Steel Plate' Fabr. Assoc., Hinsdale,- 111.; R. Cuzort, Safety Dir., Frontier Steel, Muskogee, Okla.; M. H. Ziller, Supvr. Safety & Pers., American Bridge Div., Foot of Bridge St., Gary, Ind.; J. deFoREST, Industrial Rel. Dir., International Steel Co., Evansville, Ind.; Gerald F. Jonas, Mgr. Ind. Rel., Aetna-Standai'd Engineering Co., Ellwood City,. Pa,; A. Schus- . ter. Corporate Safety Dir., Allied Structural Steel, Ind. Construction Div., Minneapolis, Minn. .... Associations Committee -- R. R. Hoffman. (Chairman), Mgr. of Safety, Caterpillar Trac tor Co., Peoria, III.; G; F. Grace, Sales Mgr., Columbus McKinnon Chain Corp., Tonawanda, N. Y. West Coast Committee -- R. C. Beckstead (Coordinator); Dir., Safety. & Tech. Emp!., American Smelting & Refining Co., Salt Lake City, Utah. 27 Members at Large--H. K. Lambie (Chairman), Dir. of Safety & Prot. Serv., Aluminum & Chemical Corp., Oakland, Calif.; Harry Schwartz Pres., Washington Pipe & Steel ,Co., Seattle,'Wash.' San Francisco Area -- Rout. J. Wayne (Chairman), Dir. of Labor Rel., Dir. of Safety, Kaiser Steel Corp., Oakland, Calif.; P. P. Pelton, Jr., Safety Eng., Bethlehem Steel_ Corp., Pinole Point-Works, Richmond, Calif. Northwest Area--J. W. Armstrong (Chairman)', Safety & Prot. Serv. Mgr., Kaiser Aluminum & Chemical Corp., Trentwood Works, Spokane, Wash.; R. S. Jamar, Super visor of Safety, Bethlehem Steel Corp., Seattle, Wash. Los Angeles Area--Edwin S. Wynkoop (Chairman), Bethlehem Steel Corp., Pacific Coast Div., Los Angeles, Calif. Salt Lake City Area -- T. Tv Finder (Chairman),-Safety "Dir., Kenriecott Copper Corp., Utah Copper Div., Salt Lake City, Utah Research and Advisory Committee -- *C. P. Vorhes (Chairman), Mgr. of Safety, Jones & Laughlin Steel. Corp., Pittsburgh, Pa.; -*B. D. Kent, Safety & Security Supvr., Alu minum Co. of Amrerica, Davenport, Iowa; *W. T. Me Lean, General Supvr., Safety and - Sanitation, United States Steel Corp., Gary, Ind.; *G. Lundie, Dir., Safety & Plant Prot, Inland Steel Co., East Chicago Ind.; *Chables E. Wilson, Safety Eng., Bethle hem Steel Corp., Bethlehem, Pa:; *J. W. Tysse, Mgr. of Safety, Republic Steel Corp., Cleveland, Ohio; *James G. Cullen, Div. Safety Eiig., Engine & Fotuidry Div., Room 1311, Rouge Office' Building, Dearborn, Mich.; *D. D. Mateer Safety Coord,, Safety Div., Jones & Laughlin Steel Corp., Pittsburgh, Pa.; *J..D. Holtzapple, Manager of Safety, Blaw-Knox Ca; Pittsburgh; Pa.; *G. E. Eigenbrod, Safety Dir., McLouth Steel Corp., Trenton, Mich.; *G. O. Griffin, Manager Hazard Control, Dravo Corp., Neville . Island, Pittsburgh, Pa.; *H. S. Simpson, Manager of Safety, Caterpillar Tractor Co., Peoria, 111.; *P. E. Grundman, Safety Eng., Armco Steel.Corp., Rustless Div., Balti more, Md. ., Staff Representative--E. E. Koch, National Safety Council, 425 N. Michigan Ave., Chi cago, III. 60611 Past General' Chairman MEMBERS OF THE MOTOR TRANSPORTATION CONFERENCE NATIONAL SAFETY COUNCIL 1969-70 ' Vice President for Motor Transportation -- Robert E. Gocke Chairman -- Carroll W. Boyce First Vice Chairman-- Bertram L. Wheat Second Vice Chairman--Stanley A. Ossman Chairman, Commercial Vehicle--Dwight E. Ray Chairman, Transit Section--Alfred E. Kenrick/ Jr. Chairman, School Transportation Section -- James D. Littrell Manager, Motor-Transportation Department--Alfred G Finch Staff Secretary--John J. Flaherty Immediate Past Chairman -- Kenneth N. Beadle Board of Directors Representing the Motor Transportation Conference -- Howard M. N.Baker, Kenneth Beadle, Carroll W. Boyce, Clayton D. Calkins, John B. S.Carnahan, Albert L. Hauck, Finley Lake, C. Bill Lemon, Orville G.. Parrish, F.Lorne Purves, Karl Schulze, Charles A. Webb, Dorwin L. Williamson Honorary Life Members--Edward J. Buhner, Paul H. Coburn, Ernest G.Cox, Colin Dobell, *Jack Hightower, Harold Hosea, Willard G. Macintosh, Arthur J. Naquin Executive Committee--Carroll W. Boyce/ Chairman; Howard M. Baker, Kenneth N. Beadle, George- E. Bleuel, William P. Bowling, Carroll W. Boyce, Clayton -D. M.Calkins, Joseph J. Cottrell, Edward J. Emond, Douglas Fergusson, William L. Fhiqon, Robert E. Gocke, Albert L. Hauck, Frank A. Johnson, Alfred E. Ken S. C.rick, Jr., Finley Lake, Bill Lemon, James D. Littrell, Stanley A. Ossman, Orville G. Parrish, Lorne F. Purves/ Morris W. Rannels, Dwight E. Ray, Jack W. Ring, Karl Schulze, Bertram L. Wheat; Dorwin L. Williamson, Daniel G. Wisojzkey Members of the Motor Transportation Conference -- Samuel G. Athey, Jr., Supervisor of Safety find Training, Continental Trailways, Washington, D. C.; John J. Bailey, Fleet Safety Coordinator, American Insurance Assn., New York, N.Y,; J. Pope Baird, Direc tor, Transportation Services, Florida State Department of- Education, Tallahassee, Fla.; Howard M. Baker, Director, Security Dept., Montreal Transportation Commission, Montreal, Quebec, Canada; 'Kenneth N. Beadle, Vice President, Safety, Pacific. - Intermpuntain.Express, Oakland, Calif.; Robert Begeman, Vice President, Safety En gineering, Transport Insurance Company of Dallas,'Dallas, Texas; Fred M. Bishoff, Director of Safety, United. States Post .Office Dept., Washington, D. C.; George E. Bleuel, Superintendent of Safety, Burlington Truck Lines, Inc., Qalesburg, III.;, WiL' liam P. Bowling/ Director, Safety and Claims, Continental Trailways, Washington, D. G; Carroll W. Boyce, Director, Motor Truck Manufacturers Div., Automobile Manufacturers Assn., Inc., Washington, D.C.; Harold Brandaleone, M.D., Chairman, Committee on Medical Aspects of Driver Safety, Industrial Medical Assn., New York, N. Y.; John M. Busby, Superintendent, Transportation, Memphis Transit Management Gx, Memphis, Tenn.; Clayton D. Calkins, Manager, Safety .arid Personnel,' Pacific 44 ' Motor Trucking Co., San Francisco, Calif.; Sylvester A. Caria; President, Twin City, lanes, Inc, Minneapolis, Minn.; -John B. Carnahan, Vice President- Transportation and Distribution, Armour and Co, Chicago, III.; Thomas M. Cheney, President North American Professional Driver Education Assn, Los Angeles, Calif.;' William E. Cotneb, General Manager, National Truck Leasing System, Chicago, 111.; Joseph J. Cottrell, President; Cottrell Bus Co, Buffalo, N. Y.; Stanley J. Cyran, M. D, Direc tor, Medical Services, Penn Central Co, Philadelphia,. Penn.; Frederick H. Deeg, Vice , President, American Mutual Insurance Alliance, Chicago, 111.; John A. DePew, Safety Consultant to Motor Transportation Industry, Rock Island, 111.; Joe D. Douglas, Man ager of Safety and Training, Central Motor Lines,. Inc, Charlotte,- N. G;-Edward J. Emond, Director of Automotive' Safety, and Regulatory Relations, Armour and Co, Chicago, I1L;. Douglas M. Fergusson,-Director of Safety Services, Nationwide Insur ance Co, Columbus, Ohio; Harry D. Fletcher, Head, Institute of Public Safety and Assistant Director, Continuing: Education, The Pennsylvania State University, Univer sity Park, Penn.; William M.. Foley, Director of Safety, Consolidated Freightways, Chicago, 111.; Robert J. Forman, Director of Safety and Personnel, Greyhound Lines, Inc., Chicago, 111.; C. Deane Fortune, Director of Safety, Burlington Industries, Bur lington, N. C.; William H. Franey, Director, Highway Safety Division, International Association of Chiefs of Police, Washington, D. C.; William L. FRigon, Director, In surance and Safety, Hennis Freight Lines, Inc., Winston-Salem, N. C.; Richard V. Gal lagher, Executive Director, International'Taxicab Assn., Lake. Forest, 111.; William A. Gartland, Senior Project Engineer, Borg and Beck Division of Borg-Wamer Corp, Detroit; Mich.; Robert E. Gocke, Vice President, Industrial Relations and Personnel, . Greyhound Corp., Chicago, 111.; Richard Gorman, Safety Supervisor, Allstate Insurance Co., Chicago, 111.; Harold H. Halbrooks, Executive Director, Accident Prevention I)iv., . National Automobile Transporters Assn., Detroit, Mich.; Lee N. Hames, Assistant Director, Department of Environmental Health, American Medical Assn., Chicago, III.; Albert L. Hauck, Vice President, Marketing- and Public Relations, Transportation' Underwriters, Div. of Baldwin and Lyons, Inc., Indianapolis, Ind.; William P. Headley, Assistant Safety Manager, Columbia Gas of Ohio, Inc., Columbus, Ohio; Ben F. Heinz, Director, Safety Engineering Services, Transport Indemnity Co., Los Angeles^ Calif.; William R. Holley, Safety Director, National Accounts Executive|Home Office, Farmers. Insurance Group, Los Angeles,'Calif.;-John W. Jacobson, Director, Accident Control Division, F. J. Boutell Driveaway Company, Inc., Flint, Midi.; Glenn R. James, Chief Instructor, Bi-State Transit System, St Louis, Mo.; Frank A. John son, Superintendent of Training, Accident Studies and Employment, Chicago Transit Authority, Chicago, 111.; Joseph M. Kaplan, Executive Vice President, Greater Los Angeles Chapter National Safety .Coundl, Los Angeles, Calif.; Alfred E. Kenrick, Jr, Director of Safety and. Training, South Carolina Electric and Gas Co., Columbia, S. G; Finley S. Lake, Director of Safety, Interstate Motor Freight System, Grand Rapids, Mich.; Henry G. Lamb, Safety Engineer, American National Standards Institute;.Ido, New York, N. Y,; C. Bill Lemon, Director, School Transportation, State Department of Education, Santa Fe, N. M.; James D. Littrell, Director of Transportation, Dallas County Schools, Dallas, Texas; J. Wylie Lumpkin, Manager, Safety Services,-R E'A. Express, New York, N. Y.; Robert L. Lutes, Director of Fleet Safety, Air Products and Chemicals, Inc., Allentown, Penn.; Charles C. Miller, Secretary RMA and Chair man'Tire Manufacturers' Div., Rubber Manufacturers Assn., New York, N. Y.; Wil liam J. Morgan, Director of Safety, Cincinnati Transit, Inc., Cindnnati, Ohio; Rus sell L. Morris, Director of Transportation, John Labatt Ltd., London, Ontario, Canada; Frederick H. Mueller, Director- of Research, National Assn, of Motor Bus Owners, Washington, D. C.; Russell R. Noble, Chief .Engineer, Truck Safety, Chrysler Corp oration, Dodge Truck Operations, Detroit, Mich.; Stanley A. OssMan, Vice President, Safety, Greyhound Lines West, San Francisco, Calif.; Orville G. Parrish, Director of Pupil-Transportation, New Jersey State Department of Education, Trenton, N. J.; Harold L. Pellegrino, Assistant Director of Safety, Kansas Highway Commission; Topeka, Kan.; John L, Pickens, Secretary, Hartford Insurance. Group, Hartford, Conn.; Francis E. Piper, Major, Illinois. State Police, Springfield, 111.; Lorne F. Purves, Superintendent; Transportation , and Safety, Toronto Star, Ltd., Toronto, On- .45 tario, Canada; Morris W. Rannels, State Coordinator of Safety, Education and Trans portation, Maryland'State Department of Education, Baltimore, Md.; Dwight E.. Ray, Director of Safety and Security, Pilot Freight Carriers, Inc., Winston-Salem, N. C.; . .Edward M. Reilly, Jr.,` Manager, Loss Prevention* Dept, Beneficial Insurance Group, St I^ouis, Mo.; Jack W.-Ring,* Manager, Division of Safety, Land O'Lakes Cream eries, Inc., Minneapolis, Minn.; Robert H. Rivard, Director of Safety, Briggs Trans portation Co., St. Paul, Minn.; Warren E. Rumsfield, President, North Shore Driving School, Inc.,' Chicago, 111.; Robert H. Rush, Director of Transportation Services,. Volusia County Board of Public Instruction, DeLand, Fla.; Thomas W. Rust, Director of Safety, Yellow Freight System, Inc., Kansas City, Mo.; Herbert J. Scheuer, As sistant to Executive Vice President, American Trarisit Assn., Washington, D. C.; Elmer R. Schuemann, Vice President and General Manager, United Motor Coach .Co., Des Plaines, 111.; Karl Schulze, Chief, Division of Motor Vehicle Inspection Standards, * t National Highway Safety Bureau, Washington, D. C.; Thurman D. Sherard, Highway ' Engineer^ Western Highway Institute, San Francisco,-Calif.; Edward J. SlingerlAnd, 1 Safety Director, Seattle Transit System, Seattle, Wash.; Harold L. Smith, President, Harold L. Smith Driver Improvement Institute, Inc., San Diego,-Calif.; Goley D. Son- ' theimer, Director of Safety, American Trucking Assn. Inc., Washington, D. C.; David H.. . Soule, Acting Chief, School Bus -Safety Division, National Highway Safety Bureau, Washington, D.C.; Kenneth A. Stonex, Executive Engineer, Automotive Safety En gineering, General Motors.Technical Center, Warren, Mich.; J. Wistar Stowe, Presi dent, Lynchburg'Transit Co., Lynchburg, Va.; David L. Stroehmann, Vice President,Stroehmann Brothers Co., Williamsport, Penn.; .James B. Summers, Vice President, Sales, Superior Coach Corp., Lima, Ohio; Frank J. Sweeney, Assistant Vice President, Safety and Investigation Dept., Associated Transport, Inc., New York, N.Y.; G. Wray Thomas, Assistant General Manager for Operations, Southeastern Pennsylvania Trans portation Authority, Philadelphia,. Penn.; John Thomas, Staff Engineer, Motor Vehjcle Safety, International Harvester Co., Fort Wayne, Ind.; Roy W: Walter, Director of School Transportation ..and . Driver Education, West Virginia Department of Education, Charleston, W. Va.; Howard T. Walton, Director of Safety, McLean Trucking Co;,' Winston-Salem, N.C.; John H. Waspi, Vice. President, Global Van Lines;'Inc., Anaheim,.- Calif,; Charles A. Webb, President, National Association of Motor Bus Owners, Wash ington, D.C-.; Bertram L. Wheat, Vice President, Loss Prevention, Eastern Express, Inc., Terre Haute, Ind.; John C.. White, Managing Director, Private Truck Council, , Washington, D. C.; Thomas H. Wilkenson, Army. Director of Safety, Office Deputy Chief of Staff for Personnel, Department of the Army, Washington, D. C.; Dorwin L. Williamson, Superintendent, Training and Safety, Cleveland Transit System, Cleve land, Ohio; Daniel G. Wisotzkey, Consultaht, Organization and; Management Div., Colorado Department of Education, Denver,'Colo.; Gordon. D. Wixom, Director of Pupil Transportation, Office of Superintendent of Public Instruction, Springfield, 111.; Willis H. Wood, Directorate of Aerospace Safety, Headquarters, U.S.A.F.; Norton Air Force Base, Calif.; Menford H. Wooten, Safety Director, Metro Dade County Transit Authority, Miami, Fla.; C. Cameron Wren, General Manager, Illinois School Bus Co. Inc., Crestwood, 111.; Philip W. Young, Vice President, Safety and Personnel, Dealers Transit, Inc., Chicago, III.; William R. Fiste, Chief, Regulations Div., Bureau of Motor Carrier Safety, Department of Transportation, Federal Highway Administration, Washington, D. C. Honorary Life Members -- Edward J. Buhner, Louisville, Ky.; Paul H. Coburn, Direc tor of Personnel, Pilot Freight Carriers, Inc., Winston-Salem, N. C.; Ernest G. Cox, Arlington, Va.; Colin Dobell, Gibson, B. C., Canada; Harold R. Hosea, Chevy Chase, Md.; Willard G. Macintosh, Hidden Harbour, Stuart, Fla.; Arthur J. Naquin, Safety Consultant, New Orleans, La. Deceased 46 a* OFFICERS OF THE PETROLEUM SECTION NATIONAL SAFETY COUNCIL 1969-70 General Chairman -- J. G. Lowrance, American Oil Co., Chicago, HI. Vice General Chairman and Newsletter Editor--G. W. Listen, Phillips Petroleum Co., .Bartlesville, Okla. Assistant Newsletter Editor--Dale Rickabaugh, Cities Service Oil Co., Tulsa, Okla. Program Chairman-- Kenneth V. Brooks, Cities Service Oil Co., Tulsa, Okla. Secretary and Cameron Award.Chairman-^A. A. Fridrych, Universal Oil-Products Co., Des Plaines, 111. Technical Publications Committee--J. F. McKenna (Chairman), American Petroleum Institute, Neytr York, N. Y.; Paul' D. Halley, Standard Oil .Co:, (Indiana), Chicago, HI.; E. F. McLaughlin, Mobil Oil Corp., New York, N. Y.; *Glenn F. Stednitz, UOP'Process Division, McCook, 111. Chairman, Div. of Manufacturing -- Harry Britt, BP Oil Corp., Port Arthur, Texas; Chairman, Div. of' Marketing -- W. A. Malloy, Texaco. Inc., New York, N. Y. - Chairman, Div. of Pipelines--L. W. Kinison, Shell Pipe Line Corp., Houston, Tex. Chairman, Div. of Production, Drilling & Exploration--Stanley Atherton Getty Oil Co., Houston, Tex. Chairman, Off-The-Job Safety -- D. F. Cheaney, Sinclair Div., Atlantic Richfield Co., Hanrey, III. * Chairman, Education & Training -- R. H. Wright, Mobil Oil Corp., Niles, III." Chairman, Health Committee--Dr. Harold W. Spies, Standard Oil'Co. (Indiana), Chi-' cago, 111. Chairman, Ptiblicity and Public Relations--R. J. Larson, The Ansul Co., Marinette, Wis. Chairmen, Activities and Membership Atlantic Region -- Norman Hughes, BP Oil Corp.,..Marcus Hook, Pa. Gulf Coast Region--John M. Rollins. Ethyl Corp., Houston, Texas Great Lakes Region -- A.' A. Fridrych, Universal Oil Products Co., Des Plaines, 111. Mid-Continent Region -- Frank K, Lightfoot, Skelly Oil Co., Tulsa, Okla. Pacific Coast Region -- Murray Hamiltqn, Mobil Oil Corp., Torrance, Calif, 36 , ' : Members-At-Large--A. G. Aiuvalasit, Gulf Oil Co;, U. S.. Houston, Texas; W. L. Avrett Mobil Oil Corp,, New York, N. Y.; G. R. Cummings, William Bros, Pipe Line Co., Tulsa, Okla.; W. A. Denges, Jr., . Mobil Oil Corp.,. Paulsboro Refinery, Paulsboro,- N. J.'; W. K. Dotson,. Great Northern Oil Company, St. Paul, Minn.;.THAD S. Fennema, Humble Oil and Refining- Cb., Baytown, Tex.; Paul D. Halley, Standard Oil Co. (Indiana), Chicago, 111.; J. J. Jarvis, Jr., Atlantic Richfield Co., Philadelphia, Pa ; R. Sbelton Justiss, Gulf Oil Corp., Pittsburgh, Pa; C. H. Klunick, Continental Oil Co., Houston, Texas; E. F. McLaughlin, Mobil Oil Corp., New York, N. Y.; H. G. Rollins, Shell Oil Co. Wood River Refinery, Wood River,.III.;,F Curtis Smith, American Oil Co., Chicago, 111.; Doyle E. Stegall Sun Oil Co., Dallas, Texas Liaison Representatives Frotn Associations--Lamar Deupree, Association of Oilwell , Servicing Contractors, Dallas, Tex.j P. R. Wrigley, National Petroleum Refiners Assn., .Washington, D. C.; I; J. Fisher, Jr., American Assn, of Oilwell Drilling Contractors, .Dallas, Texas; J. F. McKenna; American Petroleum Institute, New York, N. Y;; Paul Wrrr, U. S. Bureau of Mines, Dallas, Tex. ** * , * Chairman, Advisory and Study Committee--*0. C. Haier, The Standard Oil Co., (an Ohio Corp.), Cleveland, Ohio Members. Advisory & Study Committee t-*Fred Claiborne,-. Pan American Petroleum Corp., Houston, Texas; *H. T. Markee, Phillips Petroleum Co., Bartlesville, Okla; Roland Pryor, Phillips Petroleum Co., Bartlesville, Okla.; *Glenn F. Stednitz, UOP Process'Division, McCook, 111.; *Quincy V. Tuma, Texaco Inc., Houston, Tex. Past General Chairmen -- Carl Adams (Retired); C. D. Attaway (Retired); G. B. Black, Sun. Oil Co., Philadelphia, Pa.;'H.-W. Boggess (Retired); A. W. Breeland (Retired); J. H. Brown (Retired); William F. Burris (Retired); S. Ross Carr (Retired); R; D. Eberly (Retired); D. M. Farrell (Retired) ; P. C. Folse (Retired) ; D. A. Klemme (Retired); C, H. Lindberg (Retired); J. H. McKenzie, Mobil Oil Corp., 150 E. 42nd St., New York, N. Y. 10017; F. R. McLean, Consultant; J. Howard Myers (Retired); George F.Trussing, Consultant; R. B. Roaper (Retired) Staff Representative -- Grant Shibley, National Safety Council, 425 N. Michigan Ave., Chicago, 111. 60611 ... Past General Chairman 37 9 Power & Forging Section POWER PRESS ACCIDENTS -- A MANAGEMENT PROBLEM .By JOSEPH W. HART Technical Consultant, Liberty Mutual Insurance Co. Power presses are used commonly in the tions throughout the country. The total di metal fabricating industry as well as in a rect cost, of the 389 accidents analyzed was wide variety of other manufacturing, opera $2,800,000. This represents . the temporary tions throughout the country. Power presses and permanent disability, benefits and. the in metal stamping plants account for a fairly medical costs involved. The minimum cost large percentage of the machines used and, accident considered in' this- analysis was therefore, are usually recognized as inher- $2,500. The average cost per case was $7,200.. ently hazardous machines requiring effective To arrive at meaningful contusions, we controls. There are many more other indus- chose to catergorize the accidents according- ,, trial operations, however, which utilize power to'.the type of operator protection involved. presses as a relatively minor percentage of The categories were as follows: the machine operations. Consequently,- the inherent hazards and necessary controls are frequently'overlooked in these applications. In spite of the tremendous improvements which have been made in power press de sign, control systems, guards, and< safety de vices, serious employee injuries continue to occur. The approach to the prevention of accidents on power presses, as compared with most other machine tools, takes on. special significance because .of the high severity of . No. of . . . Accidents No guards or devices provided........135 Guards or devices provided, but pot used........... ....................... 50 Guards or devices provided, used but protection not adequate................. 9.6 Guards or devices 'improperly ad justed, maintained, or installed... 59 Set -up, test operating, and repairing 49 the injuries- that can result from the opera The largest single group involved operat tion of power presses. ing presses with no guards or safety devices To 'gain a better appreciation of the prob lem, we can resort to a time-proven method of securing the facts: This'is through- in vestigation and analysis. From a practical, standpoint, experience can be .an excellent teacher. A careful analysis of a large group of power press accidents, therefore, should produce some conclusive, evidence relating to the accident causes and measures necessary to prevent recurrence. We investigate acci dents to determine specifically what hap pened for the purpose of detecting what should be done to eliminate or. control spe cific hazards. On the premise .that we can learn from. experience, Liberty Mutual has made a study of 389 high cost power press accidents which occurred during the last,few years. Each of these cases was investigated by one of- our provided.. This group accounted for 35 per cent of. the total accidents. Most of .-these accidents occurred when the operator was loading or unloading the die and accidentally tripped - the press. Others. occurred while reaching into the danger area to remove the part, clear the scrap, .readjust the stock, or clear a jam. Others include readjusting the part or stock after tripping the press. This large percentage of accidents occurring on press operations not provided with any guard or device dramatizes the fallacy of relying upon the operator alone to .keep his hands out of the danger area during down stroke of the ram. For the effective prevention of. power press accidents, some means must he provided to protect the. press operator from the inherent hazards. Guards or Devices Provided But Not Used loss prevention representatives. The accidents The mere availablity of a guard or safety occurred in many types- of Industrial opera-. device , will not nece$erily assure its use. 15 . * A *. * I 1969 National Safety Congress This is shown by the fact that in. SO cases, ever the press operator is reaching into the although a guard- or device was provided, it danger , area with the press running, he is was not used. In about half of these cases, exposed to serious injury because of a press investigation disclosed that the pull-out . de or control failure possibility. The only real, vice- was not connected at the time, of the answer is to design the operation so that it accident Most of these were a result of the is not necessary for the operator to be so operator failing to attach the-wrist bands exposed to the danger area. Several accidents before operating the press. This is usually a have resulted from the installation of two1 supervisory problem and can be pvercohie by hand controls on slow positive clutch presses training, dose supervision, and'enforcement or on.friction clutch presses where adequate of wearing of the pull-out device wrist "hold-time" was not . provided. In such rases, bands. Putting out of operation the two- it is possible for the operator to depress the hand controls may point to one of several two-hand controls and still reach into the problems. The controls should be so designed danger area before die ram has > descended that it is not easily possible for the operator to a point where there is no longer a haz to change from two-hand .control to foot ard. .The use of two-hand controls should control. This is . particularly true where the not'allow an operator to actuate the controls operator does not perform his own set up. and still reach into the danger area before , Where selector' switches are used to deter the ram has descended. On air-friction clutch mine type of stroke such -as' hand or foot,. presses, adequate hold-time can . usually be single stroke or continuous, inch or run, etc., provided through adjustment of the rotary the selector switch should be a key Iodring limit switches. type to prevent unauthorized changes. The Twenty-six per cent of the accidents in two-hand' controls should have a non-tie ' this group of 96 cases involved the use of down feature so that both buttons must be sweep devices: In 14 of these' rases, it .was depressed to actuate the press. On those possible for the operator to reach over, press operations where it is necessary for around, or behind the device and into^the the press operator to set his "own- dies and -danger area. On too many occasions an op- thereby select the type of stroke or control erator is allowed to reach either hand into used, the problem is. more one of training the danger area-and the sweep device is ex and supervision. pected to, remove both hands ffom the dan The removal of barrier guards, which re ger area before the ram descends. A right sulted in seven accidents,, is frequently a to left sweep action should usually only be - problem of poor guard design causing the expected to remove-the right hand -from the Operator or set-up.man to dislike the incon danger area. A left to right sweep action ' venience-so much that he removes the guard. should usually only be expected to remove The problem can also be a lack of knowledge the* left hand from- the danger area. A high on .the part of the operator as to the -pur level. of training and close supervision is pose of the guard or it can be a lack of essential to the effective utilization of sweep enforcement in the use of the guards. devices on power presses; */ Guards or Devices Provided and .Used But Protection Not Adequate Although barrier guards or gates are usu ally considered among the most effective, protection for press operators, poor design The second largest group of accidents oc or- improper use of them raft result in serf--, curred on presses during operaiton when a ous'accidents. Certainly guards which allow guard or safety device-was provided, but the operator to reach through, -over, or'be 'for one or.more reasons the protection pro hind them will not effectively protect the r*- vided for the operator was not adequate, and a serious injury resulted. Nearly half of these 96 cases -involved presses equipped with two-hand controls. Numerous accidents have resulted when a press malfunction or a mechanical failure of the'press resulted in a serious injury to the operator. In these operator. A full and complete enclosure which meets -nationally accepted standards is essential. Hinged or easily, removed guards in many rases should be interlocked to pre vent operation of the press when the guard is. open or removed. If-the guard is opened rases, the operator was relying upon the while the press is running and the press .. two-hand controls as a safety device. When stops when the guard is opened, the. ,r'e- 16 .^ Power Press and Forging Section, - 3 placenwt of the guard or closing of the guard should-not; usually, cause the press, to start again until the press is manually re started at the normal "Start" position. When being processed and the'dies.. It also can involve other mechanisms in the area- of the .die; such as the shear point between the. top of guide pins and the upper die shoe. gates are used, it should not be possible for the Operator to lift or raise the gate after actuating the press, until the ram has stopped at die tcrp of the stroke. Merely raising of When a safety device is being used and is being relied upon to remove or keep an operator's hands out of the danger area dar ing down stroke of the ram, -only the best the gate by die upward motion of the ram in maintenance' procedures should he ac will not protect the operator against a re ceptable. Preventive maintenance -programs peat cycle of the press. When die operator, wearing pullout device wristbands is expected to reach into the danger area,`he is exposed to injury in some cases because of his hand being caught on a part being fed-or removed, or his wrist band may be caught on a projection in ',the die. These hazards can be overcome by using hand tods to feed the part, thereby keeping the band out of the danger area or by train ing so that the operator grasps^ the part properly to avoid being caught Unnecessary projections in dies should be eliminated to prevent the wristbands from catching on them, holding the hand in the danger area when the ram descends. Guards or Devices Improperly Adjusted, Maintained or Installed should be developed to assure that all criti cal parts-of safety devices, guards.as well as the press, are inspected on a regular bads. Accurate records should he maintained to assist in assuring proper scheduling of inspection and repair work. To perform ef fective preventive maintenance inspections; it is frequently necessary to at least partially disassemble critical components to check their condition and function. Written pro cedures should be. spelled out to assure ef fective completion of the preventive main tenance work. - The manufacturer's instructions should be closely followed in the installation of .all safety devices for power presses. In regard to two-hand controls, it is particolargly im portant to locate the control buttons so that operation by other than both hands of the Another major group of accidents involves those resulting from the improper. adjust ment, maintenance, or installation of guards operator is not possible. Placing the btittons where they can be actuated by a knee;, hip; elbow, shoulder, or head should be avoided. or safety devices. Because of the frequent Pullout devices'and sweep devices should he - changes necessary to provide adequate pro tection for press operators, improper adjust ment of sweep devices and pullout devices may result Sweep devices should be adjusted ` installed so that the connection is made to the ram below the pitman or adjusting screw. so that if the pitman screw fails, the falling ram will still actuate the safety device. so that the hand is swept from -the danger area as early as possible in the down stroke Set-Up, Test Operating, and Repairing of the ram. Too often,' the sweep arm. So far we have considered only accidents travels a considerable distance before passing which have, occurred during the so-called through the area where, the operator's hand. normal operation, of the power presses. A or arm would ordinarily he placed in order significant number of power press accidents to sweep the arm from the. danger area. occur during set-up, test operation, and re Oose adjustment of the.sweep arm is essen- pairing of power presses. An investigation' . tial to ary success with sweep devices. Pull of the accidents' during set-up will show out devices should, be adjusted at the be that the set-up man usually cycles the. press ginning of each shift, at each die change,. accidentally while `reaching into the danger and at each change of operator. The press area. The practice of leaving the power on should be turned over by hand, where pos or flywheel turning while reaching in or sible, to. accurately determine if the pullout around the danger area creates a risk to device or sweep device will effectively re the die setter. This is the cause of nearly move the -hands from the danger area. It all serious' press accidents occurring during should he remembered that the danger area' set-up operations. is not always-only the point of operation, During test, operating, the accidents usually but it can-be a pinchpoint between the part result from the die setter not using any 17 v. . 1969 National Safety Congress ; guards or devices. Die setters will frequently . ing of the dies, with proper point of opera- expose themselves, unnecessarily-to danger tion enclosure guards; (2) limiting ahy point - for several reasons. These include the feel of operation to % inch; or (3) if the ing that just becatfse they are going to only methods outlined in (1) and (2). cannot be rtra a few. pieces, they will be careful and, applied, auxiliary protective devices should therefore, will not get hurt. Also, they , are be used to control access to the point of . reluctant to .wear, adjust, or use the safety operation. In addition to the use of safety device or guard when only running a few devices, full consideration should also be A. pieces. Mismated punches and dies or failure given to the use of hand tools or feeding to check the shut height of the press have and stock removal methods, which would resulted in shattered dies and flying parts, -make it unnecessary for the operator to which have caused serious injuries. Leaving .place his hands into the point of. operation. a turnover bar in a flywheel may result in The unnecessary painful and costly acci a serious injury when the press , is started dents on power. presses can be prevented. under power. There is no single panacea that will solve Performing repair or cleaning operations with the power on or the flywheel coasting accounts for many very serious press in juries. Too often, the press is cycled acci dentally when a person is reaching into the danger area to wipe off a die or make some minor adjustment. The rule of no hands be- all power press accident problems. A well organized approach to the problem is neces-. - sary to- maintain control over the inherent hazards of power press operations. This ap-. r proach involves action by management .to- establish an effectively operating control program: . i tween the dies unless the power is off and. 1. Plan jobs to keep hands out of dies the flywheel is stopped is particularly appli wherever possible. cable during repairing or cleaning operations. 2. Provide and. use guard or safety device . As outlined in the U.S.A. Standard Bll.l1960-^-Safety Standards For Power Presses, maximum safety can be obtained by provid ing the means that make it unnecessary for on' every press operation. 3. Maintain effective preventive mainte nance of all presses, guards and safety de vices. >. the operator to place his hands dr any other 4. Establish press room safety standards. part of his body into the point of operation. 5. Train supervisors; set-up personnel and ' This objective can be achieved by: (1) auto .operators to maintain press room safety matic or semiautomatic loading and unload- standards. SAFETY CONSIDERATIONS IN THE CONTROL OF PRESSES By FRANK H. HOLLAND Marketing Manager, Press Control Products, Clark Control Div., A. O. Smith Corp., Cleveland, Ohio A modern power press is generally op erated by a combination of two kinds of power--electric and fluid. In hydraulic presses, the dies are driven together by one or more hydraulic cylinders. The fluid power is ordinarily provided by an electrically driven pump and- is controlled with electrically`operated sequencing valves by means of pushbuttons, limit switches, and pressure switches. In mechanical presses, the dies are nor mally brought together by the release of energy stored in a flywheel driven by an electric motor. Fluid power in the form of compressed air has had steadily increasing usage over' the last 40 years on mechanical presses to actuate, clutches and brakes, .counterbalance the slide, provide pressure for draw cushion cylinders, a'nd eject parts from between the dies. The application of the air 18. * Pmver Press attd Forging Section pressure is usually controlled with electri- not usually, as might be supposed, with cally operated valves through . pushbuttons 'continuous feeding' but occurs in cases and rotary limit switches. On some presses, where a power press is stopped each time air. is also used for damping the dies and. by an automatic clutch, and started by the driving "rolling" bolster carriages. Such operator with the usual foot-treadle." bolsters are frequently clamped iti place with This quotation was sent tb" me recently by hydraulic pressure. Clarence Makin, who probably did more On both mechanical and hydraulic presses, there are usually control panels with dectro. magnetic relays or solid-state dectrical switching modules .that coordinate the sig nals'transmitted by pushbuttons, limit switches, and other pilot devices. Each press is either permitted or hot permitted to make another stroke or complete a stroke that has already heen. started, depending upon' the intelligence recdved and the .circuitry em ployed. Proper utilization of both dectric and fluid power on' presses has hdped tremen dously to improve safety conditions and increase production rates. Modern presses arc a far cry from the old machines driven by lineshafts and tripped with mechanical foot treadles. In 1896, we .didn't have continuous cold strip mills for malting coils of steel. . Light gauge material for. stamping was rolled in hand fed, single stand mills, in the form of individual' sheets usually not more than any other man to virtually eliminate mechanical foot treadles in the automotive industry. This, combine^ with the work of Mike McCarthy and others to get hands out of the dies, resulted -in dramatic decreases in injuries in automotive stamping plants and in scores of other progressive companies. We must also credit an important assist to the introduction in .the 1920's of the con tinuous rolling mills that started producing steel in the long coils that Oberlin Smith had hoped for in 1896. Refinements in elec trical control techniques helped, to make the tandem cold reduction mills for light gauge steel possible. Today, even hot rolled steel in gauges .thin enough for stamping is avail able in coil form.- Tin coated steel for so-called "tin" cans used to be made by dipping individual thin sheets of steel into hugei pots of molten tin. Old-timers in the. can making industry will recall that all tinplate used to arrive from than 12 feet long and three feet wide. The the steel mills-in boxes of small'sheets. The rolls were ordinarily driven by steam en process of electro-plating the fin. on steel gines, as electrically driven mills weren't .was introduced commercially in 1937 and introduced until 1905. At the beginning of made it possible to supply tin plate in coil the twentieth century, many metal stamping form. By the late 1950's, much of the tin operations were practically butcher, shops. plate was being shipped in coils. Today, the Oberlin Smith, in 1896, wrote: new tin-free steel for cans is also produced "It is earnestly to be hoped that our in coil form. modem Inventors will, soon supersede the There has been a similar situation with antiquated methods used in producing this galvanized steel,, used where greater re-, useful metal by some process that will give sistance to rust is needed. It used to be it to us in long strips from a reel. We can made by dipping' single sheets of steel into then double or treble the speed'of our' press- tanks of-molten zinc..Continuous galvanizing, work upon it In connection with hand lines are now used in many cases to apply feeding, the melancholy fact must be -looked the zinc to steel strip and provide coil- stock. .in the face that many of the best press As Oberlin Smith prophesied in 1896, the operators in this and other lands may be long reels of metal have made it -possible found with mutilated hands or, as past to tremendously increase production rates of masters of the art, with no hands at all. blanking and many forming operations where There seems to be a peculiar fatality in it's practical to feed strip instead of sheets this respect which perhaps is not so strange into the presses.. At the same time, safety after all, when we .consider the enormous has been improved by the automatic, roll number of operations performed by these feeds that make hand feeding of the presses faithful men and women and boys and. girls, unnecessary. Improvements in mechanical de in some cases amounting .to . 10,000'to 20,006, signs of presses, plus the use of individual and (with' certain work) even over 100,000 motors and more sophisticated controls, have per`day of 10 hours. The worst danger is also played an important role. 19  vy. .v ' i ,ri ' 1969 National Safety Congress . Electrification of machinery through the maximum protection to the expensive equip- installation of individual motors in place of ^ ment and will provide the highest production ` lineshafts got pretty well underway in the ' and the least downtime. `twenties. At about the same time, press clutches that could be disengaged at any point during the stroke were developed along with rather crude two-hand electrical clutch controls. By the late, `twenties, many large presses in the automotive industry , had mag- netically operated friction clutches and brakes. For maximum safety all motor starters should: be of the magnetic type, actuated with momentary cdntact pushbuttons to pro vide -loss-of-voltage protection so motors will not restart automatically after ah in terruption of power. They should restart ' only after the appropriate "start" pushbut- . tons have been pressed. Any type of control - Faster acting air operated clutches and that automatically restarts a motor after a brakes were in pretty general use 'by the power interruption can be hazardous on a . early `thirties on straightside' presses, to press. gether with improved electrical anti-repeat , controls jhat broke both sides of the circuit to give greater protection against grounded wires and short circuited contacts. With a friction or eddy current clutch, the main drive motor starter should be of the magnetic reversing type for maximum safety so the drive can be easily reversed Prior to 1936, electrical controls on presses without having to call an electrician if some were installed in - a pretty helter-skelter one gets pinched between the dies. Ah air fashion, with separate boxes for each motor . operated flywheel brake should be used to starter.and the dutch control. Sometimes the- quickly bring the flywheel to a stop before ' power disconnect switches were in separate reversing. t ' boxes on the press, and sometimes there With a positive clutch, a non-reversing was no- disconnect at all .on the machine--it main motor starter is used, since the slide may have been on a wall a hundred feet , can't be stopped until the end of a stroke away. - and the clutdh operates in only one direction. The combination main panel was then Most straight side and two-point gap developed to put everything in one enclosure, frame presses have motorized slide adjust with a single main disconnect interlocked ments to change the shut-height for different - with the door so that the power had to be jobs. -The starters must be of the. reversing shut off before the door could be opened by type; and since they're subjected to' severe an operator^ This increased safety for op inching during each adjustment, the size erators and also for maintenance men, who should be based on the jogging rating,. which could padlock the single main switch open ' is about 40 per cent less 'than the normal 'before working on a press, thus preventing rating. To safeguard against a welded-in an accidental start'of any motor. contactor that might cause the slide to drop In 1939, improved circuitry was developed in which the valve was connected in the 110volt control circuit and put under direct control of '.the run buttons.and rotary limit off the adjusting screws or jam the screws, ah additional safety contactor- should be used j so the motor can still be stopped, if one contactor freezes in. switch, to prevent a repeat stroke if the Various pushbuttons and selector switches valve relay should stick in the closed posi are'required for starting the* motors on a ' tion. .A further safety improvement was press and selecting modes of operation. Pilot. made in 1939 by the introduction of a clutch lights are used for indicating the state .of air valve with an. operating magnet that was various drives and for warning of grounds not as prone to stick- as the old direct acting and other fault conditions. ' solenoids. Instead of using- several separate push Safety for personnel, protection of the button stations, i?s more convenient for machinery, and maximum production rates installation, operation, and maintenance to should be considered in that order when locate all the pilot devices together in a designing each element-of a press control. master control panel. This is usually mounted - The three considerations go hand in.hand, on the right front column of straight slide because experience: shows that the system presses.'-On gap frame machines, it's fre safest for operating personnel will give quently built into the side of the main panel. 20 Power Press atid Forging Section "Start" and "Inch" buttons should be. of the dental or. unintended means,' such as the use guarded type to minimize accidental opera . of one hand and elbow: Both "Run" and tion^ "Stop" buttons should be unguarded so "Stop" buttons should have all. metal ex a drive can be stopped readily with a gloved teriors that are securely grounded to prevent hand. shock to the operators in case of internal Any change in the slide adjustment that electrical, faults: accidentally ' reduces! the shut-height can To make sure that the spacing between cause a broken crown or other severe dam run .buttons .is always in conformity with age. To protect against this, the' motor, company standards, the buttons are fre normally has a spring-set, electrically-re quently assembled into pr.ess operating leased brake and . the control should have a stations. This, also simplifies installation and key-operated switch wired ahead of the gives better protection to the wiring. Gap lip-dovm buttons. This lock switch should 'frame machines have no.column for mount be built so the key cannot be removed in ing a regular master panel and it isn't always the "On" position. The control circuit should possible to put a combination main and mas be arranged without holding contacts so the ter panel on the side of the. press. The most motor runs only while a button is pushed.' important thing is not the exact style or The stroking control is the most impor location of station, but the.1 combination of. tant part of any press control from both a- run. button guarding and die guarding. safety .and production standpoint, because .. The stroking control for mechanical presses it governs-die vertical movement, of die ordinarily operates a dutdi that engages slide. Properly controlled dosing of- the the slide operating crank or eccentric shaft dies -performs the useful work the press with the flywheel, to cause vertical move was built to do. Unintentional or improperly ment of the press slide. Most modern presses controlled stroking can cause acddents rang-, have air opiated friction clutches with air ing from crushed'or amputated`fingers to released, spring-set friction brakes. This fatal injuries to a press operator, die setter, arrangement permits starting or stopping the or maintenance man. In addition,. thousands ` slide at any position in the stroke. of dollars worth of damage can be done to the press, the dies, and to automation equip ment in case of accidental die dosure. It's imperative, therefore^ that the control sys- ' tan he. designed,- built and ` installed with the greatest of care. Each movement of the slide on a friction clutch press is accomplished by energizing the coils of one or two magnetic three-way air valves, thus opening the valves and permitting air- to flow into the. clutch and brake operating cylinders. A good starting point in the design of the The dutch/brake air valve is the most drcuit Is to assume that every relay, push critical control device on a press, as any button, valve, and limit switch is going to, failure of the valve to dose instantly and fail some day, in either, an open or a closed completely whenever its. magnet is de-ener condition. This is not an unrealistic premise, because in many plants there's little, if any, preventive maintenance of electrical controls. After years of wear and the accumulation .of dirt and oil, any component can fail. gized can cause a repedt stroke or other faulty operation that may result in an acddent Valves ' used for dutch and brake service should be of the . poppet type, to. minimize sticking.'Sliding type valves should The stroking control generally consists*o"f not be used, , as dirt or ctorrosion can cause pushbuttons for each operator, anti-repeat than to stick A slide valve designed for rdays, limit switches, pressure switches, and use. with. air. operated resistance wdding magnetically operated valves. guns can operate 500 times a minute, hut . Each press operator should ordinarily have will stick if it isn't lubricated properly, if two "Run" buttons and a "Stop" button with , dirt gets in it, or if the. moving surfaces mushroom heads for ease of operation. The become corroded. It's a little like a valve "Stop" button head should be red for good in a trumpet or comet. It should, never be visibility and be within easy , reach of the used for. press clutches.' ,, operator. The "Run" buttons should be lo A poppet valve is of the type used in cated in a safe yet efficient position for most automobile engines. A three-way valve production and should be -properly guarded for- press clutch service has two poppets, and mounted to prevent operation by acci- one for dosing the air inlet and one for 1969 National Safety Congress closing the exhaust port when the inlet is dutch cylinder exhausted, and prevented open. The two poppets and seats are usually the unit from dosing. The press would have at opposite ends of a common stem. Moppet repeated if the valve had not been of the valves arenot nearly as apt to stick because, dual type. roughly speaking, e^ch poppet is a disc that seats on a round hole. They can be acci dentally blocked opeq, however, by foreign partides, as described later. The greatest of care should go into the design of. the'dutch control, as an.unreliable control is worse than having, none at all: An anti-repeat clutch should have, as a A fine air-line filter (not a strainer) minimum, the following safety requirements: should always be. provided in the air line 1. To prevent the tying down of any ahead of the valve to remove as many dirt "Run" buttons, each stroke of the press partides as possible A lubricator should should be contingent upon all "Run" buttons also be installed when needed for either the having been released *prior to the start of clutch or the valve A surge tank should be eadi stroke. connected ahead of the valve to maintain adequate air pressure throughout the stroke and reduce dutch slippage 2. The release of any "Run" button dur ing the downstroke holding- time should, directly interrupt the dutch and brake air The connection between the valve and the - valve current and should riot rdy on any clutch/brake should be as short as practical rday or electronic device to open, as either and should be the full size of the valve can fail. " outlet connection so as not .to restrict the exhaust of air from the dutch or brake when stopping. Undersize connections can prevent the slide from stopping quickly in an emergency, as more time will be required for exhausting the air. 3. The release of an "Inch" button at any time, when in the inch mode of operation or the pushing of a "Stop" button at any time in any mode of operation should directly interrupt the valve current . To reduce the noise level, it's advisable to connect a muffler to the valve exhaust port The muffler must be large enough to prevent restriction of the exhaust and delay in stopping. 4. At the end of the stroke; the valve current should be interrupted directly by the rotary limit contacts and should not be dependent on the opening of any relay or the release of the "Run" buttons. Some partides of foreign material always . find their way .into valves despite filters. Sometimes they break off the inside of the piping or surge tank and, at times, they are. blown back into the valve from the clutch For these requirements to be fully effec tive, all Control' devices should have heavy . duty, contacts capable of easily interrupting the current for any combination of dutch and brake valves. or brake during exhaust Such particles can For a better margin of safety, it's best prevent the valve, from closing or can lodge to use devices rated at 600 ..volts. Several- in a seat and keep the valve, cracked open components with 300 volt ratings are avail suffidently to cause a repeat stroke or slug-. able and might be all right for ordinary gish stopping. The safest practice is to use machine tool service, but they don't have dual valves with self-monitoring. This gives the .electrical clearances and, in some cases, greatly increased protection against faulty the mechanical strength of the slightly operation because of particles entering the. larger devices with 600 volt ratings. These valve and against internal valve or operating components work every stroke of the press magnet failures that would cause the press and may average 2,000,000 operations a year to repeat- if a single valve were being used. on the basis of 500 strokes an hour, 16 . In'one case, the operating section of a. dual, valve had tripped and could not be resetl The reason for the trip was. that a piece of metal had caught between the inlet hours a day, five, days a week, and SO weeks a. year. In 10 years, 20,000,000 operations have accumulated, so only the highest quality devices should be used. pojjpet and its seat. Investigation showed Despite careful wiring, various connec that the chunk of metal had broken off an' tions, become acddentally grounded on air restrictor in the line to the clutch, had presses. Sometimes the grounds are caused been blown back into the valve when the by moisture, vibration, or damage to .con- 22 i . i Power Press and Forging Section duits by lift trucks. Because o the number use of spring opened contacts should be' of grounds that occur, and also 'to protect avoided. ' against short circuited contacts, I strongly Even with well engineered limit switch^ recommend the use of ungrounded, double drives, experience has shown there can be break circuitry for ..the anti-repeat control. failures. If-rotation is stopped. during the In this system, all critical* relay and limit upstroke of the slide the. press will .repeat, switch, contacts "arc duplicated on each side as the stopping contacts will not open when of' the circuit, and each operator has, one the slide reaches the top. Various mechan "Run" button connected to each side of the isms and circuits are now available to protect circuit. Production can be safely maintained against a broken drive, and we recommend. with a single ground fault, and the operator the use of two electrically interlocked, is warned of the condition by ground de separately driven limit Switches, or loss-of- tector lights. The presses in most automd-. motion detection, on all presses that are tive stamping plants, have been operating single-stroked. .. with the double .break control for about While progress has been made in reducing "35 years. ` ' power press accidents, the total is still ap In recent ygars, many improvements have palling^ In Ohio in 1967, which is the most been made in anti-repeat controls. Grcuits recent year for which I have statistics, there that provide, anti-repeat protection through were 1,301 injuries from presses reported out the entire stroke; instead of only at the to the , State Industrial Commission. They end of the stroke, are now available. With resulted in 157,022 days lost from work, or this arrangement, if an operator stops the an average lost time per press injury of slide by releasing a "Run" button during 122 days, which is more than 24 weeks. the. downstrokc, he can't restart the slide , Since Ohio has about eight per cent of by. accidentally repressing the button just the-national manufacturing capacity, it. can released. To insure that' any restart is in be projected that there were at least 16,000 tended, . all buttons must be released and press, injuries throughout the United States then repressed before the stroke can be in 1967, with about 2(000,000 lost.days of resumed; work.. Great strides in safety have been made in many plants, but it appears that Another feature now/available is "Run" some are not much better than in 18i96. button short circuit. protection to prevent accidental operation of the press if either the normally open or the'normally closed . For maximum protection of the hands and arms, every job should be tooled or . guarded so operators never put a hand be- contacts of any "Run" button become shorted for any reason. Controls are also available in which all relays, are automatically checked each.stroke of the press. tween the dies. Even when this is accom plished, the safest possible anti-repeat control. is still needed, because an accidental- repeat stroke can. smash mechanical handling de The rotary limit switch on a press should vices, or part of a die, and cause flying have a most reliable drive mechanism, be shrapnel that can result in serious injury. cause the switch is a vital part of the anti In Ohio alone, during the last -five years, repeat control. Its contacts govern the length ' there have been* about 170 eye, face, neck, of "Run" button holding time, stop the slide head, and chest injuries to press operators. - at the end of the stroke; and operate anti Automated feeding and extracting devices repeat devices; On presses operating at less should be used to the fullest extent, possible;. than 100 strokes a minute, a cam type switch as they contribute tremendously to press arranged so that the cams force normally safety by making it possible for operators closed contacts open is desirable, because this to keep their hands and arms out of the die action is very positive and is usually strong area. A -crushed iron hand can be repaired, enough to overcome any' tendency of con but it may hot be possible to repair a crushed tacts to stick in the closed position. The human hand. . 23 1969 National Safety Congress PLANT IMPLEMENTATION OF CORPORATE PRESS-ROOM SAFETY STANDARDS By J.M. CALLISON Corp. Prod. Engr., Chrysler Corp., Detroit, Midi. "Safety is everybody's business."' There It should,. ly now, become Increasingly is probably no expression in the automotive evident to you that to treat the subject of industry that has had more exposure;-but by plant implementation in the proper perspec the same, token, there is probably no better tive; tiie inference that implementation is the phrase to illustrate our theme, "Plant Im sole responsibility of the plant must be re plementation of Corporate Press-Room moved. Many preliminary steps must take Safety . Standards." This collection of words place involving many people in many differ- describes very adequately the only means 1 ent organizational components. A goal must by which a sound safety program can be first be' established, a set of ground rules realized. It is unfortunate that this expres written to reach this goal, and an effective sion sometimes is relegated to the minor.task surveillance system organized to regulate the of filling a void on the plant bulletin board rules. In our corporation, the goal is a state or adorning the company stationery and, ment of intent published in our policy manual consequently, loses its significance. which emphatically stales that the Chrysler When an expression becomes a slogan and, is used repeatedly, over-and-over, to the' point that when you look at it, you don't see it, it .becomes monotonous; monotony breeds complacency, and complacency causes accidents. This happenstance and its resultant Corporation will conduct, all' its operations with due regard for the maximum safety and health of its employees; and management - expects compliance with tins policy. Con tained therein is a means. of implementing the requirement for continuing surveillance. effect presents an opportunity to expose the Implementing is the responsibility of the major pitfall that can circumvent any mean manufacturing engineering office, which is ingful safety program and which is our charged with the development of technical constant concern--complacency. On one side instructions and standards relating to engi of the safety coin, is a well organized and neering, and use of applicable safety advan thought-out program, properly executed, on tages in machines, tools; equipment, facilities, the opposite side is complacency. Ralph and processes. This is an all-encompassing Waldo Emerson once proclaimed "Every responsibility hut we will restrict ourselves sweet'has a.sour"; -complacency is our sour. here to stamping plant operations. It's well that; we establish this fact, early, How does one go about developing safety because the very industry we are talking instructions and standards for stamping- about gains a substantial economic advantage plant operations? First, I think we have to from repetitive operations. Therefore, we will make a brief review of what a stamping discuss both sides of the coin. plant is in the aatamohile industry. It's an Because .safety is everybody's business at organizational component of our corporation Chrysler (in reality, it is a necessity of do that produces sheet-metal stampings and ing business), it presents no difficulty .for a assemblies at high-volume production and corporate-staff man to speak' coherently on . quality workmanship at a competitive cost: what appears to be a plant-oriented subject 'The raw material is procured, stored, and Because it's our way of doing business, safety becomes a major function of the manufacturing engineering office, and lines of communication have been established and are maintained so that our office can be kept abreast of what is happening in our plants in the area of safety. In so doing, we have processed in. large bulk packages, primarily coils of 20 tons or better.. The stamping operations are performed on a multiple of large, heavy, relatively fast presses which exert forces upward to 2,000 tons. With this magnitude of forces and the size, of a thorough insight on the entire safety spec some of the product panels, the tools, out of trum. necessity, are large and heavy. 24  Power Press and Forging Section This combination of presses and tools gen circumstances niust go into a carefully- erates'parts, which by their very configura worded specification that leaves no doubt as tion present knife-sharp edges. The parts are,' to what it means. There can be no options in some instances, conveyed with mechanical to this - kind of specification. Once the apparatuses to assure, mainly, a rhythm con specification is on paper, it is > always best ducive to high productivity. Because this to have it reviewed by safety-oriented people productivity will vary in relation to the who are going to be responsible for its sur size and complexity of the' part and the veillance, to eliminate any possible loopholes mechanical capability of the equipment.being or misinterpretations that might add up to employed, and because economics predicate trouble later. After the manufacturing engi producing many parts on one set of equip- neer has walked this tightrope of decision as ment, storage then becomes a major facet to what is the best and most economical The handling and storing of the raw mate engineering interpretation of what has to be rial, parts, and tools and the.nature of opera done and all the applicable approval has tion and rapidity of the equipment place a been obtained, the specification is -generated press-shop high on the priority list for safety into a manufacturing technical instruction on considerations. With this in mind, we con safety. This is a mandatory, instruction which duct a step by step analysis of each phase, then becomes our Bible. There are several of operation,, taking in each potential fault such documents which cover every phase of area 'and exploring its broad ramification stamping plant operations, such ps: even to the point of bring ridiculous, to Use of oxy-acetylene equipment; use oi assure ourselves that it will be properly fire-resistant hydraulic fluid; safety in opera-' covered by the written word. tion of sheet-metal stamping and welding Don't ever lull yourself to sleep with the presses; and the proper methods to handle idea that because a man has a .blue collar and store sheet metal. These documents cover job he's not particularly smart; some of such specific items as the 100 per cent use them border on genius, as displayed by the of safety glasses; the chaining of coil stock -means they come up with to get' around our in storage; the banding -of flat stock in safety devices.' Sometimes it isp't ingenuity, transport; the "hands out of die" technique but downright laziness. Recently, in one in machine loading and unloading operations'; plant, we thought we had thoroughly in the shielding of - pinch- points or'moving vestigated, engineering-wise, every possib|e. components on tools -and machines; the lock thing that could be done to our press out procedure. to be employed for mainte energizing system to put it in a safe operat nance work on machinery; the use of die' ing. mode, figuring that a dimension of 22' blocks in working on dies in press; the pro inches between a. double set of energizing tection of employees' from automatic press buttons would preclude the possibility of the lines; the red-tag procedure for returning operator using his elbow and hand in'a one- major repaired equipment back to'produc ' arm operation. I assure you, we did not tion, and releasing new equipment for pro develop this dimension on the relationship duction; housekeeping, etc. of his toe-to-his-knee--and that's precisely what He used. , A good friend who is a methods engineertold me once that' the easiest way to deter mine whether the motion study on a particu This is not, however, the end of the ' engineer's phase, for now that we have the written word, we roll up our .sleeves and go to work. New procedures involving new equipment have to be iflstituted and ma lar operation was the simplest way, was to. chinery, tools, and equipment surveyed and put the laziest man in the plant on. it. I dispositions made. The machinery, tools, and think there is considerable merit to this philosophy in developing safety specifications,' equipment are divided into two categories: (1) existing machinery, tools, and equipment Not all. of the analyses, however, can be that' have -a number of useful remaining based entirely upon what an employee will or will not do in relation to certain opera tions; fortunately or perhaps unfortunately, there are years of historical data on dis years but must be changed to conform; and (2) new machinery, tools, and equipment that must have incorporated in their designs astrous accidents whose causes must, take ' the. necessary safety features^ The- latter is priority in the corrective action; AH'of the somewhat easier to accomplish. 25 1969 National Safely Congress First, conformance to ..safety-specifications I'm using -some pretty big figures here, but are made a mandatory part of our purchase you must remember that the cost is geared agreements; second, we orient'our own de to the size and complexity of the operation. sign' engineers and follow-up people to what The operation I'm discussing consists of 1,700 is required of them; third, procedurally, we presses. Taking a practical approach to cost, bring the safety engineer into the. planning one can almost justify a safety investment stage of all engineering programs by stipu- . as. a cost savings. The only drawback is that, . latingjthat he must review and concur with most of the savings are of an intangible ah 'projects in manufacturing involving nature. These fall within the areas of more 'safety; fourth, we instigate a test program and better productivity through an enyiron- and certify and standardize all commercial . ment that is condudve to' that end; and less apparatuses'or,devices that have a reliability labor interruption and the elimination of the for .or contribute to the mechanics of the bitter rdationships because of safety com safety specification; fifth, we change all our plaints. applicable technical procedures; instructions, and standards, to include all safety ramifica tions; and last, but not least, we adopt an auditing system to assure; ourselves that all of this is taldng place. In the first category, where it was neces sary -to convert the old to the new is con " ' . The various' progressive stages I have' discussed so far have, been referenced to programs. The word "program" leaves the inference that there is a. conclusion, that whatever you're describing will come to an end, but this is not the case when we get' to' the "everyday compliance" phase. The' siderably more difficult It is easy enough' to make the proper-surveys and get "our ducks. in order," so-to-speak, but this area involves': (1) a lot of specific changes that- necessitate- 1 1 application of safety in the plant is a neverending job in which you cannot relax for one moment. This is the prime consideration when choice of a system is necessary. In my large investments, and consequently must be programmed in line with the financial plan . . ning of the corporation; (2) machinery, tooling, and equipment whose design does not lend themselves to the specified change-- way of thinking, there are two such systems to.pick from: (1) all the responsibility can be instilled into one man, such as a safety- ' man, and you can hope and pray that he can do a job; or (2) you can place the respon more costly alternates must be incorporated; and (3) machinery, tools, and equipment sibility in all- the pertinent people--note that I said "place," and not divide. The latter, which do not lend themsdves to any accept able conversion must be phased out of our operation early in its useful life. A good example of all three of _ the previous-men-' tioned categories Was wrapped up in one of system is the one stated in my opfining re- . marks, "safety is everybody's business," and the one Chrysler instituted. Besides, the mortality rate of safety men is much lower this way. our decisions to outlaw the mechanical-roll ing key clutch on stamping presses. At that The first and foremost consideration in time, there were wdl over three hundred the "everybody's-involved" system is. com . presses of this type in our operations, and munication. Communication is one of the the price tag. for each conversion started at vertebrae in the backbone' of effectiveness, $5,000. each. Needless-to-say, some of them . and effectiveness prefaced with vigilance is didn't lend themsdves to an air clutch con of prime importance. It then becomes a version or were of - a vintage that it was team effort, and each member of the team nQt economically sound to convert, and these must know what the other team member is had to be disposed of. The remainder, which doing. The communicator in this system is represented abou,t 60 per cent of the total, the safety-man, who publishes, amongst were converted at the tune of well over . other. things, the status of performance $1 million. ' through a frequency .and severity report, There are many other categories of this investigates and makes known, the cause and nature. This example has, perhaps, raised a effect of all accidents, and in general is serious question that I am sure has been constantly. "stirring the pot." Hand-in-glove foremost in your minds: The impletnenta- with this responsibility of communicator ' tion of.' a safety program costs money, and goes the responsibility of prosecuting attor how do I convince management to spend it? ney, because the safety-man must assist . 26 ' Power Press and Forging Section management in instituting prompt correc-. doesn't' happen, has a system of checks and tive action. . balances. Divisional and corporate staff`d ac Trying to find the place where safety starts with the "everybody's-involved" system is a bit confusing even in my own mind, and tivities have a- periodical audit responsibility to report all- infractions and .see. to it. that immediate corrective action is-taken. you can liken it to what comes first--the Like the laws of the land, the laws of chicken of the egg? Or, who won the game safety are broken occasionally, whether it be --the coach or the players? Knowing that I -intentional or unintentional. I guess we have might be open to some, criticism, T say that all, on one occasion or another, violated a our- safety performance begins with the traffic law unintentionally.. Maybe we were workers themselves. If they properly utilize . preoccupied with other thoughts, maybe we the tools they've been given, in conjunction were riot physically able to react; regardless, with' a constant awareness of the conse- we broke the law, and 99 per cent of the quencies if they don't, then we can expect time we got away with it We were not reasonable success. caught and disciplined, nor were we involved How-well he does his job safely depends on the coach, and in this instance, the coach is the line foreman. Safety control begins with him; in fact, he'is the prime safety man in his working area. Note I said he is prime in his own work area. In reality, his concern has no boundary in the plant. He has the opportunity to talk to his crew once a' month on safety, and at this time he should cover every facet of safety, from housekeeping to the proper way to do the job. When a new man is added to the crew, he must be. thor oughly indoctrinated in all aspects of safety. The foreman's safety endeavor does riot begin or end with conversation, He must see to it that all equipment within his area is safe to operate, and he must be absolutely in an accident, but 99 per ceqt, in iriy book, is not a good risk factor and is not one we can afford to. accept. Our accident reports point-out that, the majority of those involved are old-line employees .who are well versed in all ramifications of thei.r job, including safety. ' It's the electrician who does not pull the disconnect switch before correctirig an eletrical fault, or the machine repairman who fails to crib up a ram on a press before .he attempts to disassemble it, or a press operator who by-passes a safety guard to clear a piece of material from a die with his hands. This man, in all probability, has. done this for years and never got caught before,' but that one day when complacency sets in is the day of reckoning. ' sure .that all provisions of all safety rules, regulations, and instructions are adhered to by the people under his supervision, as well as any other person who comes under his surveillance; whether it be within his area of responsibility or otherwise. This business , can be frustrating. Despite all the attention you direct toward - safety, you still have accidents; people sometimes seem to go out. of their way to get hurt. Managerial vigilance can never relax.. One of our plant managers once remarked that, This responsibility spelled out for the line he was going to weld everything to the wall foreman pyramids through the general fore or floor in order to make his shop "idiot- man, superintendent, production engineer, to proof." We know this is not possible, arid the plant manager. The divisional1 and plant even if it was the welder .would probably managers evidence their support of; safety in get hurt in the' process. But it. do.es point" their respective operations by maintaining an out that despite the best laid plans of mice active safety program at all times and by or men, there is going to bp something miss discussing individual safety performance and ing. A recent case in point--last year when problems in their top-level management meet the, Detroit Tigers won the world series, ings. The pyramid of responsibility does not interest in baseball was running at an all- apply only, to the production line of author time high. To our complete exasperation, we ity; on the contrary, "everybody's business" discovered some of the press operators had takes in everybody in the plant, and, it's not smuggled small pocket radios into the plants unusual for a quality control man to call to listen to the game, and had them plugged you a minor infraction such as not having into their ears, while working. Now, we your safety glasses on. Pyrairiids will fall don't have an instruction to cover this situa if one of the foundation stones starts to tion, but common sense dictated that the crumble. The corporation, to assure that this radios must go--and they did.' Along with 27 v 1969 National Safety Congress everything I've said so far, this example ' a collective'part of its application. Lines of indicates the one strong overriding principle communications must be effective and a that needs to be applied to the plant imple never-relaxing vigilance' prevail. mentation of good safety practices, and that is common sense. In summary, to have good safety practices in'a plant; you . must have a goal-decision, objective;' or declaration of intent for your top management The responsibilities for im plementing and control must be precisely I suppose this safety battle can never be conclusively won. I don't think We'll ever be able to eliminate our first-aid stations from the plant, but giant inroads in accident ex periences have been made in the last tea years. There's no reason why we can't expect allocated, the elements of the program should more in the future; if we continue to make be dearly stated, and all employees must be safety "everybody's business." INDUSTRIAL HYGIENE FACTORS IN POWER PRESS OPERATIONS By ELGIN :D. SALLEE Mgr., Safety and Industrial Hygiene, American Can Co., New York, N.Y. u In many industries, insurance organiza ' cept through clinical examination by special tions; and. government' agencies, safety work ist physicians.' and industrial hygiene work are handled as two distinct disciplines. There are several reasons or circumstances responsible for this, and in many situations this separation of effort works out well. Nevertheless,.it's my opinion that the two should never be handled -separately,' at plant level particularly. Acci dent prevention . and control of industrial hygiene factors are so closely related and the. combined job is so big that we should take advantage of all the help available , to us. Otherwise, control effidency may be sac rificed unnecessarily. Regardless, both safety work and indus trial hygiene work have the same overall purpose} that of protecting, the worker, preserving .his physical well-being, and main taining his ability to perform his work with optimum efficiency. Because of this I con sider. industrial hygiene as a part of .safety, that part which in some instances requires specialized training in chemistry, instrumen tation, and various other sciences in order to evaluate the 'hazard or measure control effectiveness. Acddent prevention is popularly , regarded . as that effort aimed at keeping people from falling down, from getting caught in ma chinery, striking against or bring struck by objects, or any of .the myriad of unplanned or uncontrolled evriits that might lead, to sudden 'traumatic or bloody injury. Indus trial hygiene hazards are those that, unless adequately controlled, can result, in occupa tional disease, poisoning, or adverse effect on health. In the common concept of acci Accordingly, I maintain .that a good safety program must include. control of industrial hygiene hazards. They can!t be divorced. The well-rounded safety effort has to - in clude concern for industrial hygiene and. a good industrial hygiene effort must also be concerned with accidents that might result in sudden ' injury. The bulk. of the workin day to day effective control of industrial hygiene hazards dqes not require highly trained technologists. dents, the bodily injury usually occurs in In my company, our corporate staff stantaneously. With Uncontrolled industrial . specialists in safety are all qualified indus hygiene hazards, the development of adverse trial hygienists. When they visit a plant, effect on health may take a long time, pos they make any pertinent air tests or other sibly months, or years. In many instances the measurements and observations required for. health effect may not even be apparent ex- resolution of industrial hygiene problems, 28 Power Press and Forging Section as well as an evaluation of the overall ' . Is power press operations in general, the safety program including guarding, house extent of potential industrial hygiene prob keeping, safe operating procedures, control lems is significantly less than in many other of unsafe practices and conditions,- use of manufacturing operations. I'm sure every protective equipment, safety training, safety one appreciates that by comparison with the promotional activities, etc. I don't say -that chemical industry, for example^ the industrial this exact type of safety organization trial hygiene factors in metal stamping is the most practical for your particular operations are relatively simple. Nevertheless operations even though it works, well there are a number of important industrial in my company. In fact, in my com hygiene factors in power press operatioqsL pany the safety men headquartered at the There are a^great deal more, obviously, in plants have had 'practically no academic the production work which is closely re training in industrial hygiene factors. Nev lated or accessory to the actual metal stamp ertheless, they are involved in a lot of in ing work. I'm going to comment briefly cm dustrial hygiene work as a result of the some of these' that are common to power specific detail which we on the corporate press operations. Certainly- not all plants staff furnish them that is applicable to the that use power presses have the same in particular plant's operations. dustrial hygiene problems, since conditions If you work directly in the field of safety it's quite likely that you are doing a great deal of industrial hygiene work, whether or not you have used that terminology for it. and. detailed operations vary widely. I trust, however, that mention of certain of these factors will engender some ideas for con sideration in your operations. If you aren't including it in your safety efforts you are leaving a wide gap in your protective and preventive program, and this will become increasingly important Noise ^ Undoubtedly, excessive noise is the most. prevalent of industrial hygiene problems in power press operations. By far the majority I make this rather prolonged pitch on this .cause critical noise levels in' the work area, point because it is quite evident that safety the extent varying with size and speed of specialists in general have had a tendency to . the press' unit, type and gauge of stock, shy away from involvement in industrial type of stock feed and scrap ejection, the. hygiene work because they felt they weren't 'extent to which the press is automated, and - adequately trained for it . This tendency many other factors. In a detailed , study of should be dispdled for a great many rea noise emanating from a typical automatic sons, the most compelling of .which may be press for punching out tops "and bottoms' . summarized as: for tin cans we found 37. different' readily . 1. Industrial hygiene factors are becoming increasingly important If you have doubts on 'this take another look at the Walsh- Healey safety and health, standards adopted this year, and the proposed federal occupa tional safety and health legislation. Certainly all industry is going to be subject to much closer scrutiny by regulatory authorities on industrial hygiene factors. I can't conceive of any production or service work that - measurable sources- of noise. I mention tins . to emphasize the point that noise abatement can be exceedingly complex. Don't get the idea that all that need be done to quiet your presses is' to reduce the punch and. die noise; there are likdy to be a considerable number of other important noise sources that will stand out once you are successful in quieting the noise from the punch and die. doesn't involve a number of industrial hy There is no average figure for extent of giene factors. Many of them, have been noise level exposures in power press work ignored or side-stepped for too long.' areas. It is not uncommon to find noise v 2. As in routine safety work, the effective control of industrial hygiene factors is pri levels in the regular work area near presses' as high as 110 decibels on the A scale. Since noise levels are expressed on a logarithmic marily one of application of just plain com scale, in terms of loudness perception 110 mon sense -- only a minor part of it actually " db^t is .more than six times as loud as the requires highly specialized academic, train- 90 dbA tolerance cited in the Walsh-Healey * ing in chemistry .or. other sciences.' standards for continuous eight hour daily 29 ' '' ' ' : 1969 National Safety Congress ' exposure. If you haven't had noise measure . Obviously, any inhaled lubricant that con ments made in your pressroom and question tains other ingredients can' cause a variety whether the noise is of critical proportions, a of other problems. Commonly used oil ad- practical rule of thumb evaluation is .to see ditives such as heavy metal soaps, various whether the ordinary conversation voice can amines, inhibitors, or other .components in- be. heard at a distance of three feet If you tended-, for lubrication efficiency can com have to raise your voice significantly in pound the industrial health problems in . Order to be heard and the din is contin spray or mist applications by having direct uous; you can be pretty sure that the noise 'toxic effect when inhaled. Certainly super is excessive. vision and, the plant safely specialist Possibly the most practical method of abating press noise is isolation or total en closure of the press unit, where this is pos'sible. And don't jump to the conclusion that this is beyond reason in your situation, par ticularly if your units are automatic. Essen tially complete enclosure" has been done .should know the ingredients of any spray or mist lubricants used at presses. The problem can be remedied by various `means, such as changing to an alternate lubricant- application method, by substitution of a less nocuous material, by installing adequate ex haust ventilation, etc. ' successfully in many instances. In many In many instances wax is applied to point, situations the most practical alternative is of press operation or to the. metal stock, as to assure that press room eemployees wear a drawing or ironing lubricant Again, ex '"ear protectors.- tent. of the problem is dependent on com- . Lubricants position of the wax- and whether effectiveexhaust ventilation is provided (when the Another common industrial hygiene prob wax is applied as a mist or spray). Even . lem in power press operations results from "table pure" paraffin wax when inhaled in the use of lubricants on die' parts or stock, significant quantity can eventually cause in metal forming, drawing, ironing, or cut problems in much the'same -way as the-pure ting operations. Direction of an oil mist mineral oil' mentioned previously. The in spray on the point of operation is fairly com haled wax .particles are not - readily elimi mon practice. A popular attitude I have nated. They are retained in the lungs and noted among press operation supervisors is can conceivably cause a condition quite that the extent of such lubricant spray or'- similar to oil pneumoconiosis. mist is too minor to warrant -local exhaust ventilation, and that the resultant concen tration of oil mist in the breathing zone "wouldn't hurt anyone." Such assumption may or may not be correct, depending on chemical composition of the lubricant used and how much. Local exhaust ventilation for control of paraffin wax mist at presses is not always a simple matter. Exhaust systems for wax mist may become clogged in relatively. short order. If significant amounts of such, mist- are involved, ductwork, filters, or fans be come fouled and require excessive main .Even where pure mineral oil of pharma- tenance attention. In our experience the best . cetjfical. grade is used and in seemingly. local ventilation systems for wax mist are small amounts, there may be a significant those in which the exhaust system surfaces . problem. Such inhaled oil mist might not are kept warm, .so that the wax particles' have an immediate toxic or acute effect but liquefy and drip down into a trap rather assurance is in order that there will be no than clogging ductwork, etc. eventual cumulative effect such as ah "oil Alternative application methods of stock, .pneumoconiosis." In contrast' to many . foreign materials inhaled by industrial work ers, mineral oil is not readily eliminated . from the lungs since it is not soluble in body fluids. Eventual accumulation of min eral oil in the lungs, even though the oil is lubrication should be considered. In many situations a drip applicator, rather than spray, is practical. In some cases wick ap plication' or roller, coating the stock with lubricant works well, but be on the alertfor additional problems the alternate appli cation method might involve, particularly if classed.as pure enough for human ingestion, the lubricant material is thinned .or dis has been known to., cause pneumoconiosis. solved in a solvent. ' -.: 30 Power Press and Forging Section Dermatitis excessive air borne concentrations of lead In addition to potential adverse effect in which the, stock itself was lead, brass, through inhalation of lubricant materials, or terae plate. dermatitis from the manual handling of lu- Probably the most common exposure to .bricated stock is quite common. Again, this the relatively toxic metals that might be varies with the chemical composition of the encountered in power press operations re lubricant and quantities involved. For ex sults from ingestion of dust rather than in- . ample, if the lubricant contains heavy metal halation. .Ordinarily, such cases result from soaps, inhibitors, sulfur . compounds, or workers' failure to wash their hands, before other additives, potential for dermatitis, is eating or smoking. increased. In some situations a soluble cut ting oil or coolant may be used at the power press, and such materials are com monly subject to bacterial growth which may cause dermatitis as well as offensive odor problems. . The most commonly successful' control method for dermatitis caused by lubricants in press room operations is simply the minimization of skin contact. This might be Overexposure to such materials in dust form can be prevented, of course^ through use of local exhaust ventilation but actual need for this measure 4 comparatively rare. In most instances good housekeeping practices suffice--periodic dean up by- use of vacuum. Clean up by means of com pressed air, of course, should not. be per mitted, since .this usually compounds the problem rather than remedying it In some accomplished through change in the detail of extreme cases, particularly in dean up of work practices, assuring that ho more lu toxic metal dust accumulations, use of a bricant is used than actually needed, use of respirator may be in order. Where a respira gloves and skin protective creams, insistence tor is practical , it is suggested that it be on good personal hygiene, or substitution of the type approved for protection against a less critical lubricant material. In -our toxic, metal fume, rather tiiari a simple fibre experience, by far the majority of such filter. dermatitis problems are effectively controlled merely through insistence on reasonably good personal hygiene practices by the work ers-- insisting that they wash their hands at reasonable intervals rather than allowing the lubricant - to remain* on the skin for prolonged periods and ; insisting that they change to fresh clothing rather than wear ing oil-contaminated clothing day in and day 'out And, as an adjunct measure, assuring that they use mild soap and water to clean their hands, rather than solvent. ' Skin irritation difficulties have also been reported, allegedly due to dust particles formed in stamping or shearing operations.. This has. occurred even where' the stock is nothing other than such innocuous materials as steel, black iron, tin plate, or aluminum. In our experience, most of this kind of -skin difficulty among operators is due more to mechanical irritation rather than chemical or allergic reaction. Metal partides can accu mulate in clothing and prolonged skin con tact with these partides .can result in dif Metallic Dust ficulties, in most cases an abrasive effect In some power press operations the "work material is comparatively dry, arid dust may 'which may be neglected to the extent that infection develops eventually. be formed in the die area and at chutes or There are also reported cases of dermatitis conveying system for the stock, the.finished among power press . operators where the product, or scrap. Whether or not this dust metal stock has been previously coated with is significant again, depends pn nature, or paint or other organic film. In some opera composition of stock used. Rarely is such tions significant amounts of the coating dust or particles of metal or scale of such flake off during ` stamping and material proportions to cause an inhalation hazard, conveying operations. Obviously some of but this certainly is not beyond the realm of these difficulties were brought bn by peculiar possibility, particularly if the stock contains allergies that affect only- rare individuals; such materials as lead, cadmium, beryllium, however, here again the bulk of such dif tellurium, or other relatively toxic metals. ficulties can be avoided through reasonable For instance, there are many reported cases attention to personal hygiene and changing in which press operators were . exposed to into fresh clothing as warranted. 31 1969 National Safety Congress Machine Clean-up Considerably increased attention should be Housekeeping and machine cleaning prac- tices and materials haye caused frequent industrial hygiene problems in power press operations! It is common practice to use an organic solvent to remove lubricant and other soil which accumulates on machine parts* Choice of the clean up material is . important--some such materials can cause direct toxic effect through inhalation of sol? vent vapors or through skin contact ' In most instances a bland aliphatic petroleum solvent will do the job adequately, one with > a flash point of 100F. or more. In my com pany we specify mineral spirits tinless there given to the matter of worker fatigue in power press operations. There is room for a great deal of improvement in reducing work load or work stresses through concentration on such items as height of lift in manual handling of material during press feeding or off-bearing, ` provision of . work platforms, proper type and location of controls, ma- chinery layout, extent of repetitive motion required per unit time, character of the work motion (for instance, whether-it is a straight' lift or one involving a twisting motion). Any of these factors may result in unneces sary fatigue. is a significant potential. source of ignition Closely related to the common concept of in the immediate area. Where there is a sig- . fatigue and.certainly of industrial hygiene nificant fire hazard, inhibited methyl chloro interest is the development of trauma such form solvent is used rather than the 100F as tenosynovitis. This affliction is certainly - flash point material. Obviously, reasonable not a rarity among power press workers. It care, must be observed to avoid prolonged is the result of repetitive motion under stress inhalation of vapors from these solvents and occurs frequently among, experienced' even though they are relatively innocuous. workers , as well as new hands. We insist that every solvent material be Research work is on the increase on fac handled . with the same respect' due the tors causing excessive- fatigue^ and I am handling of gasoline. all for it However, I am still of the opinion Other Factors . Several additional factors of industrial hygiene interest are commonly encountered ' that as in the past the greatest progress" toward reducing fatigue and the undesirable effects of it will be made by persons closely involved with production rather than the in power press -operations. These same gen eral factors are common to essentially all manufacturing operations, however, and for this reason I will comment on them quite briefly. research specialists. , Another common industrial hygiene factor in power press operations is vibration. I'm sure each of you has noted instances of excessive vibration of presses. In many sittr- Proper lighting in power press areas is ations the press vibration is imparted to the particularly important for obvious safety and floor or platform on which the press opera efficiency reasons as well as prevention of tor stands, adding to the work stress or eye strain. This includes attention to glare, employee fatigue. diffusion, direction, uniformity, color, bright ness and brightness ratio, all of which have significant effect bn ability to see easily, ac curately, and quickly. In my company's pressrooms we design for SO foot-candles, . but this is increased as ' warranted where extraordinary, precision and inspection is needed. From the foregoing I'm sure you will- ' agree-that power press operations can in volve a considerable number of industrial hygiene factors. I trust you also recognize that, many of them can be effectively con trolled without specialized training in in dustrial hygiene. This doesn't imply that you should by-pass the specialist Certainly he Care is warranted in assurance of proper ' should be consulted when the problem is be workroom temperatures and air movement, yond your scope---and don't be hesitant of course, in efficient power press operations. about asking for it. . 32 OFFICERS OF THE POWER PRESS AND FORGING SECTION 1 NATIONAL SAFETY COUNCIL 1969-70 General Chairman-- Feanx H. Holland, Marketing Mgr, Press Control Products, A. O. Smith Corp., Clark Control Div, Cleveland. Ohio v C..-S ' Engineering and Technical Publications Committee Chairmen Metal Stamping Section--William J. Kjrsch, Supvr.'of Safety & Training, Westinghoiise Electric Corp, Tuscarawas Rd, Beaver, Pa. Forging Section.-- Gideon I.Meacham, Safety Director,- Brewer-Titchener Corp, Cort- land, N.Y. ' << . Education and Training Committee Chairman--Neil McCallum, Safety Director, Chrysler Corp,. Safety ^Industrial Security Dept, Detroit; Mich. Associations Committee Chairman--William Atkinson, Jr, Safety Dir, National Ma chine Tool Builders Assoc., Washington, D. C. Vice Chairman -- Harold D. Davey, Safety Supvr, Fisher Body Div, GMC, Grand Rapids, Mich. Secretary -- P. D. Alung, .Supvr. of Safety; Mfg. Development, GMC, G.M. Technical Center,-Warren, Mich. . . .- Membership Committee, Chairman--Ord L. Campbell, Mgr. of Training & Safety, Con tinental Can Co, Chicago, I1L . A. Newsletter-Editor--Ted Kumler, Mgr, Safety Health & Workmen's Compensation, TRW . Inc, Cleveland, Ohio Newsletter (Assoc. Editor)--Vincent Pollina, Corporate Dir. of Safety, A. O. Smith Corp, Milwaukee, Wis. ' .. ---7--------- Program Chairmen . Forging (Chairman) -- Gideon L Meacham, Safety Dir, Brewer-Titchener Corp, Cort' land, N. Y. ' Metal Stamping (Chairman) -- Christopher Zeilenga, Mgr, Prod. Reliability, Verson AU. steel Press Co, Chicago, III. - Metal Stamping (Vice-Chairman) -- Alfred B. Auerhaan, Safety Dir, The Stanley Works, New Britain,- Conn. *n Off-The-Tob and Ptiblic Relations Chairman--Thomas H. Bullard, Senior Safety Eiigr, U. S. Dept of Labor, Bureau of Labor Standards, Philadelphia, Pa. . Staff Representative--Charles H. Price, National Safety Council, 425.N.-Michigan Ave,. Chicago, III. 60611 44 . Members--Robert M. Allen, Safety Admin;, A- O.. Smith Corp, Milwaukee Wis.; E. A. Bell, Electrical Engr, Niagara Machine & Tool Works, Buffalo, N. Y.; Dale R. Bos, Safety Supvr, Chevrolet-Detroit Forge, Detroit, Mich.; *Charles D. Brainerd, Safety Supvr., Oldsmobile Div.f General.Motors Cofp., Lansing, Mich.; H. T. Burke, Mgr., Product Eng, E. W. Bliss Co, Hastings, Mich.; Hues N. Campbell, Safety Supvr, Near Departure Hyatt Div, General Motors Corp, Bristol, Conn.; Charles A Car lsson, Mgr. Safety & Health, Barber-Colman Co, Rockford, 111.; Carl N. Chapman,' Safety Supvr, Chevrolet.Flint Metal Fabricating, Flint;. Mich.; *J. A. Churchill, Supvr. of Employee Reis, Allis Chalmers, Milwaukee Wis.; Clyde W. Curry, Admin,' Safety & Industrial Hygiene, American- Can Co, New York, N. Y.;. Earl R. Dew, Vice President Sales, L & J Press Corp, Elkhart; Ind.; *Whlard A. Dudley, Senior Safety Engr, Eastman Kodak Co., Kodak Park Div, Rochester, N. Y.; Thomas J. Foley, Supt Forgings, International Harvester Co., Chicago, 111.; Joseph W. Hart,' Technical Consultant; Liberty Mutual Insurance Co, Boston, Mass.; Don Jahnke, Mgr, Safety and Security, Carter Carburetor Div, A C. F. Industries,'Inc, St. Louis, Mo.; Robert D. Jordan, Chief Electrical Engr, The Minster Machine Co, Minster, Ohio; Robert D. Mahon, Safety Dir, Collins Radio Co, Cedar Rapids, Iowa; Emmett W. McCarthy, V. P. of Mfg, Dreis & Krump Mfg. Co, Chicago, 111.; Jay E, McKinley, Safety Dir, Tappan Co, Mansfield, Ohio; Ned B. Plecas, Mgr. Engrg, Erie Foundry Co, Erie, Pa.; Wu. T. Ramsey, Jr, Supvr. of Safety, Chevrolet Motor Div, GMC, Cleveland. Ohio; Gerard A Rittling, Senior Safety Engr, Ford Motor Co, Buffalo, N. Y.; Nick M. Ross, Safety Supvr, Fisher Body Div.t General Motors Corp, Hamil-. ton, Ohio; *Euhn D. Sallee, Mgr. of Safety & Industrial Hygiene; American Can Co, New York; N. Y.; Fred J. Salmon, Dir. of Safety, Cameron Iron Works, Houston, . Tec.; William Slager, Safety Supvr, International Harvester Co, Chicago, 111.; . *Dale E. Winger, .Supt Production, Chevrolet Motor Div.; GMC, Qeveland, Ohio Advisory Committee--William H. Berry, Safety Consultant Palos Park, 111. ; C. O. Enochs, Safety Consultant Flint .Mich.; Frank Hausman, Jr, Punch Press Specialist . Employers Insurance of Wausau, Hot Springs, Ark.; *T. A Kraklow, Safety Consul tant Moling I1L; M. J. McCarthy, Safety Consultant Detroit Midi.; *George R. Orth, Mgr, Safety, L T.. & T. Corp, New York; N. Y. ; *Don Stitt, Regional Coordi nator, Safety & Health, Continental Can Co, San Franasco, Calif. Former General Chairmen- Printing and Publishing Seclton OPERATION PRIDE By RICHARD C. KIDWELL . Corporate Safety Director, R. R. Donnelley & Sons Co., Chicago, 111. Safety analysts have concluded that 85 vent accidents, but. also increase pfoduc- per cent of industrial accidents are caused 1 tivity, improve quality, raise morale, reduce ' primarily by unsafe acts, while only 15 per turnover, and eliminate many problems? cent are mainly caused by unsafe conditions. They say, "Look what, we did." They feel, With this .in. mind, it is my opinion that the "Qur company .cares."-It creates a climate most successful safety program is one which for accomplishment and a different kind of puts the attitude of its employees into posi worker who thrives on .record-breaking tive gear. For too long safety engineers performance. They have aii unquenching de have limited themselves to engineering con sire to be number one The power of the ditions. It's high time we began to "engineer positive approach is phenomenal! employees." We need a company safety and pride Safety programs based on self-preserva promotional program! Developing a first- tion are .a miserable flop.' This is a negative ' class program is expensive, but if separate approach, such as, "Don't stick your hand divisions share the same basic program the into, moving equipment, or you'll pull back cost will be tremendously reduced. How a bloody stub." can we- work together? I hope the attached Self-importance is a.basic urge--people basic program will point the way. - care less for their safety than they do for a feeling of importance. Professor John Hit a Million Program Harvey, America's most profound philos Give the Safety Committees a Taste of opher, said the deepest urge in human How Important They Are. nature is the desire to be. important. Freud 1. Send a letter from the Safety Direc called it the desire, to be great William tor. to their home James, our greatest American psychologist, calls it' the craving to be appreciated." These people are not safety, experts --they are people experts. But they teach 'us our greatest safety lesson. ' Race drivers, sky divers, and- mountain climbers are good 'examples of thi? fact. The importance of. proving : to themselves, as well as others, that they are great, that they are something special; and that feeling of self-satisfaction that comes from proving their importance 2. Personally meet with them before kick ing off the program. Challenge them! Tell them what they must do to make it success ful. Make yourself available to help with their problems. 3. Get booklets,. "You and .the Safety Committees,", for members' to be presented after your challenge. These - booklets can. be- purchased ' from the Rational Safety Council. .- completely overrides their weaker desire for 4. Get badges for committee members-- personal safety. How do we get" them to b.e not tin badges, either: Challenge them to safe? By . making them' an important part wear them so fellow employees and man ;'of the safety.program. By making safety the agement will know who is. responsible for .-"in" thing.'Everyone becomes important be safety in their area. cause one person ' can spoil their treasured 5. Help them set'some departmental goal. record. . - . ' I like to encourage, them to better their . The.- safety, function " contains the sub best record. Ask them to do something for stance and the method to fulfill these strong departmental employees . when they' reach human needs. What better way is there this goal. Serve coffee and doughnuts. for. us to tell a man that he is important than for us to show our concern. for iris Be. Sure Each Employee Knows the Di safety? What else presents so many oppor visional Goal. tunities for . us to show our appreciation 1. First release should be a letter from to a man than for his' daily efforts to pre the Division Director to the homes of all 39 .1969 National Safety Congress employees. This will indicate, the importance of .your campaign as well as indicate the . concern of top management . 2. Have pledge cards printed. Cards must be individualized. Have personal data pro vided in 'them. Encourage signing but don't push. Ask that they be returned. Check them. Refusals will be few, but will indi cate areas' where you will need to do some PR work. 3. Use promotional badges. Give to' each employee. Some will wear for only a day or two, some will , wear for months, but all will know the Division's goal. 4. Post signs at the entrances which are changed' each morning (Monday thru Fri day). Will help employees see the progress toward the goal. The goal also should, be indicated on the board. Boards can be pur chased for- approximately $30 each; You will need one for each employee entrance. . You will also need-a stand which will cost approximately $24 and a font of magnetic letters, approximately $15. 5. You can also use .posters in.the Oper ation Pride, series on a subscription'basis for about $3.50 each. When You- Reach Your Divisional Goal 1. Have Safety Committee Chairmen shake hands with employees at entrances as they come to work and congratulate them. for making their goal. Use promo tional vests and music. Dazzle them with festivity. This is a tremendous accomplish ment--make them realize it 2. Make news releases, local papers and radio stations; pictures of employes .help. Tell the community what the employees have done. 3. Request an award from an insurance company and safety director. Have an award' presentation ceremony as soon as possible and invite safety committee mem bers. This is recognition which yields pride and importance so' make it great! Have official present plaque..- Have company offi cials present to make sufficient impression. . 4. Give some token of appreciation-- always go "first class." You want first class attitudes, so give first class awards. Last but. far from least--it can be done. The only problem is, how long will it take?Expect results--let everyone know yon ex pect results! Remember--never a discour aged word. ,' THE GARAGE'S ROLE IN SAFETY FOR THE NEWSPAPER FLEET By WALTER BOOTH ' "Chicago-Today," Chicago, III. Most printing .and publishing companies 2. Vehicle Safety--providing the driver a operate a' fleet of some kind. It might be as properly selected and adequately main few .as ten vehicles or as many as .several tained vehicle. hundred. Body'styles vary from station'- The driver portion -of the safety program' wagons, and .tractor and trailer runs to the step-in type delivery van used by many ' metropolitan newspapers. ' We at Chicago Today operate a fleet com posed of approximately 225 newspaper de is under the direction of our Personnel De partment and safety and teaming staff. As - superintendent of garages, I am responsible for the vehicle. ' livery trucks operating in- Chicago and ad The' first step for initiating a safe; respon joining suburbs. sive, and ' profitable fleet operation begins - The Chicago Today fleet safety program with the selection of a vehicle suited for is'divided into two areas: your specific fleet needs. A newspaper fleet, .1.' Driver Safety--the selection, training- because of the constant stop-and-go city and development of the driver. driving, demands a durable vehicle requiring 40 . Printing and Publishing Section reasonable service while at the same time . A service is quite basic. It is completed being easy 'for the driver to operate. approximately every four weeks and con The vehicle .selected for use by the Chi cago Today fleet consists of step-in-type vans having aluminum Olsen bodies mounted on; Ford F-3S0, P-500 and P-600 chassis. All units have dual, wheels which, from a traction and safety viewpoint, contribute to a'safe fleet operation: sists primarily of an oil change, grease job, and a check for bad or worn axles, brake fluid leaks, transmission leaks, bad or .worn springs, hangers, and U-bolts, cut and bruised tires, fan belt, muffler, battery and acces sories (oil and gas gauges, horn and wipers), and all glass and door operations. B service is performed every six'to eight Aluminum, bodies, were selected, rather weeks, depending on driving conditions and than ' steel, because of the reduced weight, mileage. At this time, the wheels are re ' which means each truck can carry a largeF moved to inspect' the brake lining (a gauge load of- papers and still be within the state is used to estimate percentage of brake life limits; Also, aluminum does not rust; and remaining), the-engine is given a tune-up, providing the bodies are given reasonable and the front-end alignment is checked. The maintenance, after five years, the body can complete electrical system for the vehicle is be reconditioned and mounted on a new checked, using an ignition scope and analyzer. Ford chassis, resultirig'"''in "a ' tremendous The B service is scheduled to coincide with financial savings. The -final, major advantage A service. is that aluminum is an- impact-absorbing material and in the event of a collision this means, a greater degree -of protection- for ' the driver. Major repair and maintenance work is . completed at- the C service level, which' is performed at-least annually and could involve such major ^. repairs as an engine It is interesting to note that we began being pulled, transmission being replaced, etc.' the changeover from use of standard! steel By following such a PM program, our bodies .to aluminum-on the Ford chassis'in service calls have -been reduced to one per 1964, and since then we have experienced 40,000 miles of vehicle operation and there .an approximate ten per cent reduction in has been an approximate fifteen per cent actual cash expenditure for the- cost of mate reduction in fleet mechanical maintenance rials used for both repair and maintenance. operations cost. . Through 1969, it is anticipated the total sav Forms and records play a 'major role in ings will be approximately $50,000. our fleet's garage operatiop. When a driver Because, vehicles were selected for- our ..particular fleet needs, driver acceptance has been excellent, resulting in a less abused and requests repairs or service' to his truck, we do not rely on verbal instructions; Instead, the driver completes`a work order form in more productive fleet. duplicate. He keeps the carbon copy, with the original being given by me to the'' Ofice the vehicle has been selected, the mechanic who will do the actual work When next'step Is a comprehensivepreventive . the work has been completed, the mechanic maintenance (PM) program. A properly' signs the work order and returns it. to me.,., maintained- vehicle is a safe vehicle, less for my review, after which,it -is filed in. likely" to break down in traffic or be in the vehicle's service record folder. volved in an' accident because of mechanical failure. For preventive maintenance service, we ' do not rely qn memory. Instead, a' check-off The Chicago Today PM program operates form is provided1- for each level of service at three levels of service: A, B and C serv with work to be performed itemized. When ice. Arriving at a service schedule for fre the work has been complete.d, the mechanic quency1 of service at each level was based .signs the form and returns it to me for my' on . the manufacturer's recommendations and review. Then it is made-a part of , the ve a lot of experimenting. The delivery route, hicle's .service record folder. weather, mileage, and actual driving condi When a vehicle is purchased, a .service tions were all taken into consideration. Most record folder is created for the vehicle, large fleets use automatic data proces'sihg with .all repair and cost data, pertaining to equipment, for maintaining their service the vehicle's operation being kept there. If schedules. arid when a question- arises regarding work 41 1969 National Safely Congress completed or costs, it is all a matter of saying in the computer field, "Put garbage record. in and you get garbage out." The computer plays an important role in I have attempted to briefly summarize the many fleet operations,. both from a cost garage's role in a! fleet safety program. It standpoint as well as for planning a mainte- ' has long been my opinion that if you give a nance schedule. For a computer to really be driver a clean and well maintained vehicle, effective, it should be programmed for the he will- respond with pride in his company particular fleet operation. There is an old and an accident-free driving performance. FIRE PROTECTION IN PAPER STORAGE By WILLARD L. HAIR Ass't. Vice Pres. & Mgr., Engineering Dept, Rollins. Burdick-Hunter Co., Chicago, IlL 'Three general conditions prevail in the loss have on the cost and, perhaps more important prevention field. The first is the 'fact that today, the availability of insurance coverage., there is an historical marriage between the I have no intention of attacking or defending ^insurance industry and loss prevention. The his situation, but I merely want to point it reasons" are obvious, and untiTa^few ^years ' out as a fact arid to admit that your insurago the insurance industry `was almost the ance position is a very real pressure on sole sponsor of loss prevention activities, at your loss prevention program and, .like it least in fire engineering! This situation has or not, commands serious attention. . changed, considerably in recent times, and .The second condition in loss prevention is there is now greater direct interest and par- what could be called a time gap, and a very ticipation^ and direction in fire engineering unfortunate one.' Loss .prevention relies by general industry rather than complete' heavily'on experience. Its attention is di- reliancc on the loss prevention departments rected mostly at situations that have already of insurance companies. Probably the ..best proved that' they can produce losses. The example is the National Fire Protection normal sequence of events is that first a Association. I can remember when the mem- condition is created that has unrecognized bers of the .various committees that set the hazards. Sooner or later, -the hazards result NFPA standards consisted overwhelmingly in .losses, and when the losses mount, to a' of people related either to the insurance position of priority, attention is then given industry or to the manufacturers -of fire, to how the losses cari.be avoided, equipment. Today, those same committees are manned mostly by representatives of all segments of general industry. In effect, industries are setting their own standards, by which they have to live. I think the opinions are unanimous that this is the way it .should be and that the trend should continue. Sometimes, this time gap can be stretciied over many years. Probably the best example 0 that is the storage arrangements today 0f rolled paper stock, which have changed comparatively little from, the arrangements Df twenty or thirty years ago. Until about. five years ago, however, rolled paper stor- . Still, there remains, tills close relationship between insurance and loss prevention, and it too shall continue. The result is that most' of your considerations of loss prevention cannot be weighed soley on their merits in relation to your own company's specific age was only of moderate concern. Some degree of. hazard was recognized and loss prevention was recommended accordingly, but it was nothing like the hazard potential being attributed. to it today, and the scope of recommendations we are faced with today. needs, exposures, or philosophy; rather, they- What'happened? Two things -- first, gen- must also take into'account the effect it will eral IndustryStarted to adopt similar storage 42 ,. . Printing mid Publishing Section arrangements, that is, what is now called severely hazardous. When you consider up "high stock piling." A quick definition of grading the protection, you find the rules of high stock piling is the storage of combus the game changed because the engineering tible materials to heights in excess of 12 field-has ' increased their knowledge of the feet, and as we will discuss in more detail subject, but you also find that this knowledge later, rolled paper stock is. lumped into this has not increased to the point of being newly formed category called high stock purely scientific. There is still a lot of piling. Then losses started to occur and, judgment involved. When an engineer ironically, these included losses in the rolled recommends an expensive calculated sprink paper industry, so we reached the second ler and water supply system',, he can't fully stage in the! time gap sequence of. events. prove his point and, therefore, you are in We are now in the third stage, which is a bad position, to prove the need to your the attempt'to avoid losses. I'm sure your management. Further, and this is an 'im managements must be wondering how this portant factor, .one of the insurance in- condition could go on for so many years 'fluences in the loss prevention field is that without the concern it now commands. I protection be designed for the most adverse am reminded, however, of. all the attention circumstances rather than normal conditions. being given to water pollution right now The principal concern of underwriters are where, among others, the paper industry is the unusual set of conditions that lead to a being pressured to spend millions on change catastrophe regardless. of odds, and this ing'disposal operations which have operated creates' the pressures towards ultimate pro without great concern .for many many years. tection. You .may wish to be more practical It wouldn't be hard to find other time gap in your approach, and to risk the rare set of examples in industry and we just don't circumstances . that would render your .ap have time to analyze the lack of recognition proach-inadequate, but as we. discussed be in the past-with' the decisions facing us fore, the insurance implications in today's now that they are recognized. Maybe we corporate life commands serious attention. should label it "progress.'' Let's look, at some of. the more specific The third condition in the loss prevention details of the problem in its admittedly field; particularly in fire engineering, is that simplest .form. As we all know, when we not only '.are technological advances being combine ignition. heat, oxygen, and fuel at made;with newer and better protective equip-' a single point,. we have combustion. The ment, but we are. seeing a reevaluation of . products of combustion" principally heat, some, of the basic principles and theories in tend to rise, so if there is more fuel and fire protection. . You, might say that the fire more oxygen. above it, the rising heat will engineer is in the process of learning a lot' complete the triangle, and we have more more about, his'business. He is acquiring combustion right up- the line. Now let's add much more knowledge about the character a measuring factor, .the British' Thermal istics of an unfriendly fire, its. development Unit, or Btu. At the original point of igni patterns, its potential emission of heat, tion, say at the base.of a 20foot pile, jt smoke, and gas, -and the rate of emission.. emits'comparatively few Btu's at a compara- In turn, he is-approaching protection on an . tively slow rate, but as .this heat rises and, increasing sophisticated basis of . trying to of course, spreads'a little to the.right and match protection to the potential hazard. left and in' effect sets off new fires,- it mul For example; he may not refer to one of. tiplies the emission of heat at a compound the three general classes of sprinkler sys ing rate. I cannot quote any specific factors, tems: light, ordinary, or extra hazard types; but for the purposes of pur discussion we rather he recommends a hydraulically' calcu can accept the established principle that there lated system to a density requirement neces is substantially more than twice the Btu's sary to handle the anticipated emission of emitted from a- burning two-foot pile .than heat from whatever is stored below. a one-foot pile, considerably more than twice In general, all of this is to the good, but from a 10-foot pile than a five-:foot pile, and it has made life very difficult. for you! in much more than twice from a 20-foot pile many cases: First, you may be caught in than a 10-foot pile. . '/ the time gap whereby a condition that has Next, let's 'look at the objective of the existed! for mahy years is now called sprinkler system. Despite all of the modem 1969 National Safely Congress day advances in new materials, be it solids, capacity from a sprinkler for: any particular liquids, or gases, water is still considered combination of volume and pressure. There the major fire fighting agent because of its fore, it's impossible to accurately or scien ability, to absorb heat and, of course, its tifically match the protection . to the expo availability^ You only have three ways .to sure, so it's now done by judgment It is fight a fire: remove the fuel, remove the my personal opinion, however, that the fire oxygen, or remove the heat In most cases, engineer has also approached this particular the most practical way is still to remove factor reasonably and with' some justification. the heat, mid the most efficient way to do Unfortunately, we. have to introduce some this is to absorb the Btu's being-emitted; complications to our simplified theories. the best available, agent is water, and the best known fonn for applying this agent is the automatic sprinkler system. It is the purpose of a sprinkler head to break the water up into fine droplets or spray where it will do the most efficient job of absorb ing heat. Any drop that reaches the floor is wasted. One 'of the better technological advances in sprinkler systems has been the development of heads that dp a much' better job in providing a fine spray, and this ex plains'the strong recommendations for re placement of old type'heads even-'thoughthe old ones are quite operable . First: When the Bhi rate exceeds, the absorption capacity of the sprinkler,, even for a short period, the products of combus tion, including the .unabsorbed' heat, will move out of the immediate arei, usually, along the roof or ceiling. This not only ex- ' tends- the area of damage, but it also' causes additional sprinklers to discharge, thus re ducing the capacity of the sprinklers in thef immediate fire area. To guard against this,. the fire engineer not only recommends a particular density, requirement, or absorption power, if you will; he also recommends that the system be designed to continue to deliver Hopefully, the sprinkler .discharge, will the suggested density even though a num proceed- to absorb heat until the level of ber of extra heads are discharged. Here heat- falls below that which will sustain is' where, costs start to. pile up. For example, combustion. Now we again add a measuring it may be recommended that your , sprinkler factor in terms of. Btu's to the absorbtion system be designed to deliver .4 gallons per ' capacity of the discharging sprinkler. After square foot, but the recommendation actually . all, it does have a capacity limit which will reads to deliver A gallons per minute for- be determined by the volume and pressure 3,000 square feet or' perhaps .4 for 4,000 of its source. Obviously, if more heat is square feet At 3,000 square feet your sys being emitted below than the heat absorbing tem would have to be geared to delivering capacity of the. sprinkler above, you cannot 1,200 gallons per minute, while at 4,000 put the fire out ' _ square feet it.would have to .be abte to de- We- have already discussed how the emis liver 1,600 gallons per minute which, when sion of heat compounds as the height of the added to the allotment for hand hoses and stock or fuel increases, and this leads to hydrants, can be the difference between one one of the basic standards', for classifying fire pump and two, or perhaps $15,000 high stock piling. Generally, it is hpld that difference in cost Here is where the, engi when storage of combustible material ex neer is on shaky ground, because he' has ceeds 12 feet the potential development of no real basis to select the area of maximum heat is such that it requires much more in . coverage needed, and here is where the in the absorption capacity' from the sprinklers surance philosophy of protecting against the above, which involves greater .volume-and- worst circumstances becomes an influence. pressure. Personally, I believe the 12 foot .The engineer can't prove his-point but; then, mark is realistic or, if anything, conserva neither can you prove a lesser need. tive and fully justified from available ex-, Another complication: even if you get a perience and tests. From this point on, how proper match between exposure and protec ever, the matter becomes less scientific and tion, piled stock in excess of 12 feet will depends' more on judgment. To my knowl impede the desired spray pattern from the edge, there is.no accurate formula to deter sprinklers so that, even with proper design, mine the potential release of heat from a it can take sometime before the fire is totally combustible pile, nor is there an accurate extinguished. How long? I don't know and formula for determining- the- heat absorption ' again, it is a point- that cannot.-be proven Printing and Publishing Section either way, so it is recommended to the why, with such a variation in materials and worst circumstances, and again we are'talk in storage arrangements, that there are lim ing about large expenditures. If you receive itations to the pure scientific. approach and a recommendation for a sprinkler system .to that so much is still judgment. We should 'deliver .4 gallons per minute per square discuss, however, the relative position' of foot for 4,000 square feet, plus a nominal rolled paper stock within the general cate 750 gallons per minute for' hand hoses gory of combustible material. I have heard ' and/or hydrants, and. to be able to maintain many arguments about the flammability of this for a two. hour period, you need about rolled paper stock and how it is unjustly 300,000 gallons of water to supply , this de compared with loosely wound Kraft paper, mand. The difference between, say,' a one- and how rolled paper has survived bad fires hour supply and a two-hour supply can be with all but the outer layers completely un- a lot of money. toudied. Let's start by agreeing that tightly, These -two complications are also partly wound rolled paper stock is not as potentially responsible -for other recommendations which are considered important to proper and rea hazardous as loosely wound - Kraft paper, which unravels' under fire conditions; but sonable protection. In view of the possibility this doesn't alter the fact that we are deal of unabsorbed heat escaping from the im- ing with combustible material. It isn't neces ,mediate fire area, and.the' fact that con sary that any;of the interior of the roll be siderable . amounts ' of smoke and gas are involved to create the fire conditions.we have moving out of the area while the fire fight-' discussed.. Just' the exposed' outer surfaces ing efforts are going on, it is recommended that these products of combustion be con tained as much as' possible within one area, will do just fine. And when that surface is burned away, another combustible surface will replace it. Beyond the first inch or so and that vents be provided to expel- these products from the building. There is. no qf' the exterior, it wouldn't make much difference if the rcsf was pig iron. I think doubt that these recommendations make we can agree that it bums at a slower rate sense, but what size area should be con than, say, cardboard packaging regardless of tained by the curtains and how much `vent its contents, and this is normally acknowl ing should be. provided, is,- once again,' a matter- of judgment which, cannot be. fully edged by recommending a lower sprinkler density' for rolled paper than equivalent1 proven. . heights of storage' in cardboard boxes. It is still, however, combustible material' and Also, in view of the potential delay -in obtaining full extinguishment from sprink lers in high stock piling areas, hand hoses and outside fire hydrants assume importance. It is quite logical that the most efficient fire fighting method in high stock piling might be for sprinklers to get control and fire hoses to' achieve final extinguishment. . properly, belongs in the. category of high . piled stock. Let's assume that you agree so far with this whole discussion, and that you are. able to convince your management that the. po tential hazard is there and something really should be done in upgrading protection, but how far should you go, at what point does Naturally, these are not the only complica it cease to be reasonable or practical and, tions to our simple theory, nor' have we . of course, what point - will' be the minimum covered all of the types of.'recommendations ' acceptable to your insurance underwriter? that we see in relation to high stock piling, ' These are very difficult questions,' and as . but I think they are representative of the much as I would like to, I can't break my problems,' the reasoning arid the necessary record by supplying answers. use of judgment. I would, like to offer some suggestions, One area we did not pursue is the fact however. Up to this point, we have looked , that our- simple theory was based on storage at the major potential aspects of the ex of combustible material and, of course, there posure, and we have viewed the fire engi are wide variations in the flammability of neer's approach :to minimizing the exposure, combustible materials, and they will vary where he can base his reasoning .on fact, widely in the rates in which they will re and where it is necessary to employ judg-. lease heat under combustion. .The fact does meat. Now, what about approaching it from not alter. the theory, but it does explain management's viewpoint? We start by as- 45 ` 1969 National Safety Congress suming there is agreement that a special ex You will notice that all I've done is pose posure does exist Management must con more questions. But' I'll wager that if you sider what is at risk. I would consider five seriously attempt to answer these questions, . major items: you will find that you can only go so far . I. The value of the paper and warehouse facility' at risk (believe it or not, this may' be the least important consideration.) on fact,'and from that point on you'will have to rely on judgment, which puts you in a similar position as the fire engineer, but whereas the fire engineer has to contend 2, The expenditure for protection should . with the insurance company influence, you not be based on just what is at risk today, will have to contend with ;a light budget biit also what will receive the benefits of protection in the future. If,'for example, you It is my honest opinion, however, that if the management viewpoint is pursued realis have $300,000 worth of paper at any one tically, and sound judgment is applied in a time, but your' average turnover, is four logical manner, the differences between your times a year, then actually you are providing position and. the fire, engineer's position will protection for $1,200,000 in stock over the year, and $6,000,000 in stock over five years; 3. What effect will the loss of jpaper stock have on the continuation of operations? be in a. negotiable range, and let's face it,' there is always area for negotiation in loss' prevention. Whether you-agree with the ulti mate conclusions' or recommendations of the fire engineer or not, he has thought out and 4. To what extent is there exposure be-' . tween the paper storage area and any other facilities or operations?- reasoned his position. I have never experi enced-a single instance, when management gave equal thought and equal reasoning, that the matter wasn't worked out It is only 5. What are the implications to your over at this point that you or I can arrive at all insurance program? any real answers. OFFICERS OF THE PUBLIC UTILITIES SECTION NATIONAL SAFETY COUNCIL 1969-70 General Chairman--Marvin B. Travis, Corporate Safety. Director, Northern Natural Gas Co., Omaha, Nebr. First Vice-Chairman--Herman C Potthast, Safety Officer, U. S. Dept of Agriculture, Rural Electrification Admin., Washington, D. C. Second Vice-Chairman--Robert F. Mills, General Safety Supvr, Mountain States Tele. phone Co., Denver, Colo. . Secretary--Colon F. Stanley, Safety Manager, General Telephone Co. of Florida, Tampa, Fla. Program Committee--Robert H. Ward (Chairman), Safety Director, Omaha Public Power District, Omaha, Nebr.; Robert J. Owens .(Vice Chairman-Electric), Safety Engineer,' Pacific Gas & Electric Co., San Francisco, Calif.; Frank Sustello, Jr. (Vice Chairman-Gas), Employee Relations, Safety & Claims Superintendent, Reading Gas Division, U. G. I. Corp., Reading, Pa..; Thomas A. Brown, Jr. (Vice Chairman- Communications) , Supervisor-Safety, The Bell Telephone Co. of Pennsylvania, Phila delphia, Pa;; Richard Oliphant (Vice Chairman-Water), Safety .Director, Board of Water Commissioners, Denver, Colo. N Technical Publications Committee -- Ernest W. Traut (Chairman), Safety Director, General. Telephone Co. of- Pennsylvania, Erie,. Pa.; J. E. Appel (Vice Chairman-Elec tric) , Safety Engineer, Commonwealth Edison Co., Chicago, HI.; R. A. McClelland . (Vice. Chairman-Gas), Asst Director of Safety, Northern Illinois Gas Co., Aurora, III.; Otto J. Nowak (Vice Chairman-Communications), Plant Pperations Supervisor, New. York Telephone Co, New York, N. Y.; Harry W. BeckeR (Vice Chairman- . Water), Safety Director, American Water Works Assn., New York, N. Y.; C. Richard Chapin, Accident Prevention Administrator, Long Island Lighting Co, -Hicksville, n. y; j ,. Training Committee--Bruce G. Gallagher (Chairman), Accident Prevention Co-ordinator, Hydro-Electric Power Commission of Ontario, Toronto, Ontario, Canada; Ernest G. Shearer (Vice Chairman), Director, Safety & Training, Indiana Statewide. Rural Electric Cooperative,, Inc., Indianapolis, Ind.; Ralph Richey, Staff Supervisor,: Ameri can Telephone & Telegraph Co, Pittsburgh, Pa.; John Rithmiller, Staff Safety Engineer, Lumbermens .Mutual Casualty Co, Chicago, 111.; Ashby B. Randolph, Man- : ager of Safety, Consolidated Gas'Supply' Corp, Clarksburg, West Va.; Charles S. Bolick, System Safety Director, Metropolitan Edison Co, Reading, Pa.; Stanley Ballou, Assistant Manger of Safety, Texas Power & Light Co, Dallas, Texas. Audio-Visual Aids Cotnmittee--John R, Yeaman, Jr. (Chairman), Division Safety Engi neer, Virginia Electric & Power Co, Alexandria, Va.; H. O. Brown (Vice-Chairman), General Plant Safety Supvr, - Southern Bell Telephone Co, Atlanta, Ga.; O. Ray . Bowers, Safety Engineer, Central Illinois Light Co, Peoria, HL; Alex Pierson, Safety Engineer, Philadelphia Gas Works, Philadelphia, Pa.; Donald E. Ryan, Safety Engi neer, Washington Gas light Co, Washington, D. C. Membership Committee--John T. Capfio (Chairman), Safety Officer, City of Philadelphia Water Dept, Philadelphia, Pa.; William J. Bryan (Vice Chairman), Safety Engineer, Michigan-Wisconsin Pipeline Co, Detroit, Mich.; Maynard H. Pettit, General Plant Training Supervisor, Southwestern Bell Telephone Co, St Louis, Mo. Newsletter Committee--William W. Williford (Editor), Plant Supervisor-Safety, The Chesapeake & Potomac Telephone Co, Washington, D. C.; Raymond J.' Lord (Vice Chairman), Safety Supervisor, Detroit Edison Co, Detroit, Mich. Off-the-Job Safety Committee--Hazen E. Spaulding (Chairman), Safety Director, Cen tral Vermont Public Service' Corp.,'Rutland, Vermont; M. H. Maxwell (Vice Chair- man). Safety Supervisor, The L. E. Myers Co, Villa Park, BL; Joseph F. Mahoney, Jr., Safety' Representative, Philadelphia Electric Co, Philadelphia, Pa. Publicity Committee -- R.' Paul. Bolerjack .(Chairman), Safety Director, Illinois Power Co, Decatur, III.; Gerald R. Thomas (Vice Chairman), Safety Director, Columbus & Southern Ohio Electric Co, Columbus, Ohio Research Committee--John E. Frandsen (Chairman), General Plant Supervisor-Personnel, Northwestern Bell Telephone Co, Omaha, Neb.; Bob Cooper (Vice Chairman), Man ager of Personnel & Safety, Industrial Generating Co, Rockdale, Texas; K. C. Goodwin, General'Safety Advisor, Consumers Power Co, Jackson, Michigan; Vern A. Sielert, Loss Prevention Administrator, General Tdephone & Electronics Corp, New York; N. Y. Nominating. Committee--B. J. Lorenz (Chairman), Manager of Safety, Northern Indiana Public Service Co, Hammond, Ind.; Charles' W. Schweickart (Vice Chairman),' President, Hoosier Engineering Co, Dublin, Ohio; Warren L. Clifton, Director of . Accident Prevention, Hydro-Electric Power Commission of Ontario, Toronto, Ontario; , Canada; Paul Windsor,' Secretary, Bureau of Safety, Chicago, III. Cameron Award Coordinator--Robert F. Mills (Chairman) Special Representatives ` American Gas Association--T. L. Powers, Safety Engineer-Gas Department, Public Service Electric & Gas Co,* Newark, N. J. American Public Power Assn.--Hiram G. Tripp. Safety Director, Chattanooga Electric Power Board, Chattanooga, Tenn. American Water Works Association--John T. Cappio, Safety Officer, Philadelphia Water . Dept, Philadelphia, Pa. Canadian Electrical Association--Warren L. Clifton, Director of Accident Prevention, Ontario Hydro-Electric Power Commission, Toronto, Ontario, Canada.' National Job Training & Safely Association--Ernest G. Shearer, Safety Director, Indiana Statewide Rural Electric Cooperative Assn, Indianapolis, Ind. . , to : Past General Chairmen--1957-58, J. E. Arm.; 1958-59, E. M. Chase (Retired); 1959-6% R. S. Lowe (Retired); 1960-61, R. E. McEldowney, Jr.; 1961-62, V. L. Woueuxxot; 1962-63, Tggnrr. Dunbar (Retired); 1963-64, Path, Windsor; 1964-65, T. F. Wickoed (Deceased); $>65-66s, W. L. Clifton; 1966-67, C. Schweickabt; 1967-68, K. G. Ceegar; 1968-69, B. J. Lorenz Staff Representative--Ralph M. Coe, National Safety Council, 425 N. Michigan Ave. Chicago; HL 60611 OFFICERS OF THE PULP AND PAPER SECTION NATIONAL SAFETY COUNCIL 1969-70 General Chairman -- Allen H. Watts, Safety Dir., Union Camp Corp., Savannah, Ga. Vice Chairman and Program Chairman -- Harris K. Williams, Coordinator of Safety, International Paper Co., Southern Kraft Div., Mobile, Ala.' .' A, Vice Chairman and Newsletter Editor--"B. E. McGarrahan, Corporate Mgr.,- Safety and . Workmen's Compensation, The Mead Corp., Dayton, Ohio Secretary -- J. C. Smith, General Safety Supervisor, I. T. T, Rayonier Incorporated, Hoquiam, Wash. . Regional Representatives--Richard H. Wahlfeld (Chairman), Safety Coordinator, Be- ' mis Co., Inc., Minneapolis, Minn.; Canada--L. W. WEBB,.Supt. of Ind. Reis., Wood lands Dept., Kimberly-Clark.Pulp & Paper Co. Ltd.,- Longlac, Ontario, Can.; Lake States--Arthur Carle, Safety Dir., The Northwest Paper Co.,.Cloquet, Minn.; Midr die Atlantic -- *Harry R. Mesler, Jr., Coordinator.of Safety, Occupational Health &, Security, GAF Corporation, New York, N. Y.; Southern -- *Dallas E. Henry, Safety Supv., Continental Can Co., Inc., Hodge, La.; Pacific Coast--Dan Adair Safety Co ordinator, Pacific Coast Assn, of Pulp & Paper Mfgrs., Portland, Ore.; Midwest--Otto Wagers, Mgr., Loss Prevention Services -- Manufacturing, U. S. Plywood-Champion Papers, Inc. Knightsbridge, Hamilton, Ohio; New England--Robert J. Gell, Con- . sultant, Safety & Training,-Rochester, N. Y. Statistics and Research Committee -- Marvin W. Pearson (Chairman), Director, Loss Control Research, Employers Insurance of.. Wausau, Wausau, Wis.; Walter N. Knorr, Safety Mgr.; The Flintkote Company, White Plains, N. Y.; *Gordon B. Lemke, Vice Pres., Safety & Health Services Dept, Employers Insurance of Wausau, Wausau, Wis.; . Harold T. Regan, Safety Coordinator, American Paper Institute, Inc., Chicago, III. Training Committee -- W. C. Lockhart (Chairman), Asst. Mgr., The Ontario Pulp and Paper. Makers Safety Association, Toronto, Ontario, Canada; - R. H. Fisher, Safety < Engr., Southwest Forest Industries, Snowflake Paper & Pulp Division, Snowflake, Ariz.; Forrest E. Kimmell, Occupational Safety Consultant, Safety Services Section, Safety Education & Training Division, Department of Labor, Lansing, Mich.; Clayton'F. , Linton, Assistant Personnel . Manager^ Simpson Lee Paper Company, .Vicksburg, Mich.; *F. .0. Soughton, Safety & Training Coordinator, Kimberly-Clark Pulp & Paper Com pany, Ltd.,;Terrace Bay, Ontario, Can.; Marvin L. Strode, Corporate Safety Adminis- . ! trator, Boise Cascade Corp.', Boise, Idaho Off-The-}oh Committee -- HAftRY R. Mes.ler, Jr. (Chairman), Coordinator of Safety, Occupational Health & Security, GAF Corporation, New York, N. Y.; Miles Mur ray, Manager, Safety. Services, Crown Zellerbacfi. Corp., San Francisco, Calif. ; Ptilpwood Logging Committee -- K. S. Rolston, Jr. (Chairman), Administrative Assistant, American Pulpwood Assn.,- New York, N. Y.; K. L. Gipson, Dir. Safety & Workmen's Compensation, Georgia-Pacific .Corp., Portland, .Ore.; John E. C. Pringle, Employee Relations Supervisor, Spruce Falls Power & Paper Co., Ltd., Kapuskasing, Ontario, Can. . : . v . 47- Paper Manufacturing Committee--Walter A. Golden (Chairman), Personnel Dir., Hol lingsworth and Vose Company, East Walpole, Mass.; Fred Ellis, Safety Dir, Conso lidated Papers, Inc., Wisconsin Rapids, Wis.; Max Fournier, Mill Safety.Director, Que bec, North Shore Paper Company, Baie Comeau, Quebec, Can.Ray T. Friend, Manu facturing Mgr.', Kieffer Paper Mills, Inc, Brownstown, Ind.; Austin C. Grant, Safety . Engineer, Western Kraft Corporation, Albany, Ore.; Paul G. Hammock, Safety, and ..Training Director, Union-Camp Corp, Montgomery, Ala.; Ons Ingraham, Safety Director, Georgia-Pacific Corporation, Kalamazoo Paper Division,. Kalamazoo, Mich.; William H. Lewis, Safety Director, Allied Paper Corporation, Jackson, Ala.; Chester W. Matzenger, Jr., Assistant Coordinator of Safety, International Paper Co, Mobile, Ala.; Edward J. McCormick, Jr, Personnel Mgr, Tileston & Hollingsworth Company, Hyde Park, Mass.; Oscar P. Rutledge, Jr.,-Manager of Safety, St Regis Paper Com- ' pany. New York, N. Y.; S. L.' Smith, Safety. Director, Interstate Paper Corporation, Riceboro, Ga.; George Williams, Manager, Safety & Health Services, Wausau Branch, Employers Insurance of Wausau, Wausau, Wis. Pulp Manufacturing- Committee -- H. B. Brawford (Chairman) Corporate Dir. of Safety, Fibreboard Corp, San Francisco, Calif.; J. W. Hall, Plant Protection' Supt, Bowaters Newfoundland Pulp & Paper Mills, Ltd., Corner Brook, Newfoundland, Canada;. Wil liam J. Hayes, Safety Dir.; Weyerhaeuser Co^ Longview, Wash.; Robert J. Ison, Manager of Safety Services, Kimberly-Clark Company, Neenah, Wis,;' Don Laduron, Safety & Fire Coordinator, American Can Company, Naheola Mill, Butler, Ala.; John S. Turner, Safety Coordinator,' Bowaters Southern Paper Corp., Calhoun, Tenn. Bag and Paper Specialities Manufacturing Cotnmiltee -- Harold Hewitt (Chairman), Per- . sonnel Mgr., Bemis Co.,Tnc., Peoria, III. Roofing and Insulation Committee -- Stephen E. Monoky (Chairman), Safety Din, Cer tain-teed'' Products Corp., Ambler, Pa.; Ben A. Anderson, Safety' Director,. Conwed . Corp., Cloquet,. Minn.; Brian Cornelius, Personnel & Safety Supervisor, GAF Corp oration, North, Minneapolis, Minn.; Merlin Hqlm, Safety Dir., Boise Cascade-Insulite, International. Falls, Minn. ; Robert J. Robey, Safety. Director, Bird & Sons Company, East Walpole, Mass. Shipping Container ,& Folding Carton' Cothmillee,--Paul V. Babcock (Chairman), Divi sion Personnel & Safety Manager, The Hankins Container Company, Div. of Flintkote Corp.,. Cleveland, Ohio; James E. Jones, Director of Industrial Relations, Paperboard Packaging Council, Washington,- D. .C.; F. ,E. Patterson,-Safety. Dir., Olihkraft, Inc., West Monroe, La.; Robert G. Riley, Manager, Personnel & Industrial Relations,' Pack aging Corporation of America, Quincy, 111.; J. R. Stroube, Corporate Safety Dir.,.Con tainer Corporation-of America, Chicago) III. Safety Standards Committee -- *Francis H. Wagner (Chairman), Safety Consultant, Chillicothe, Ohio Coordinator of Engineering & Technical Data -- *Ross E. Scott, Mgr., The Ontario Pulp and Paper Makers Safety^Assn., Toronto 1, Ont Can. . Nominating Committee -- *Ross E. Scott; *Harry Mesler,-Jr. ; Gordon B. Lemke ^ Staff Representative--Charles H. Price, National Safety Council, 42S N.' Michigan Ave., Chicago, 111. 60611 ' ... - Past Gen.cral Chairman 48 , OFFICERS OF THE RESEARCH AND DEVELOPMENT SECTION NATIONAL SAFETY COUNCIL 1969-70 General Chairman -- John R. Leach, Chief, Safety & Fire Protection Section;. Protection and Safety Management Branch, Bethesda, M<L General Chaimian-Elecl-- Donald L. Peterson, Supervisor, Honeywell, Inc., Corporate Research Center, Hopkins, Minn. Newsletter--Maurice Golden, Safety Consultant, Kodak Research Laboratories, Roches ter, N. Y.; Paul E. Van De Mark, Safety Specialist, U. C. Lawrence Radiation Lab oratories, Berkeley, Calif.; Robert F. Wilson, U. S. Steel Research Center, Monroe-. ville, Penn. Secretary -- Wm. O. Borden, Health and Safety Director,- Stanford. Research Institute, Menlo Park, Calif. Membership -- J. W. Pollio (Chairman), Supervisor, Safety Administration, Bell 'Tele- phone Laboratories, Murray Hill, N. J.; H. S. Brasted, Safety & Security Coordinator, .Merck, Sharp & Dohme, Research Laboratories Div., Merck & Co., Inc, Rahway, N.J.; Gilbert Rhodes, Supervisor, Safety. Engineering Div:, Sandia Laboratories Livermore, Livermore, Calif.. ' Vice-Chairman --Staining Committees--D. A. Pinyan, Chief of. Safety Engineering,' Lawrence Radiation Laboratory, Hazards Control Department, Livermore, Calif. Standing Committees ... Audio Visual Aids--Robert L. Richardson (Chairman), Saf. Specialist, Xerox Corp, Webster, N. Y.; Herbert M. Nolen, Jefferson Chemical .Co, Inc, Austin, Tex.; George S. Byrnes, Safety Coordinator, Bell Telephone Laboratories, Inc., Whippany, N. J. Training -- Jack D. Young (Chairman), Saf. & Loss Prevention Specialist,. Dow Chemical Co, Midland, Mich.; C. H. Molinp, Public Health'Advisor, Training Proa, E..C.-A.-, USPHS, Cincinnati, Ohio; Thomas F. Weber,-Consult, Bdsking Ridge, N. J.; J, E. Gold, Safety Engineer, Bethlehem Steel Corp, Research Laboratories, Bethlehem, Penn. ; Peter. A. Breysse, Res. Asst: Prof, Dept of Prev. Med, University of Washington, Seattle, Wash.' ,, Technical Publicaliotts--James A. Phoenix (Chairman), Environmental Health & Safety,University of Minnesota, Student Health Service, Minneapolis, Minn.; G. I. Abbott, Dir, Safety Services, Pennwait Corp, King of Prussia, Penn.; R. D. Poirier, Motorola, Inc,, Semi-Conductor Products Div, Phoenix, Arizona; Douglas M. Provow, Safety Associate & Safety Chairman, Ames Laboratory, USAEC, ISU, Ames, Iowa'; H. E. Webb,-Jr, Safety Manager, Central Research Department, Monsanto Co, St Louis, Mo. 64 mm >. . Standards and Special Projects.-- John N. Romine (Chairman), Manager, Safety & Se curity, Phillips Petroleum Co., Phillips Research Center, Bartlesville,,Okla.; John M. . Fresina, Assistant Safety Engineer, Massachusetts Institute of Technology, Cambridge, Mass.; H. S. Mahley, Supervisor, Safety & Security, Mobil'Research & Dev. Corp., Research Department,. Paulsboro, N. J.; Sidney Levin, Chief, Industrial Health & Safety Branch, Army Materials and Mechanics Research Center, Watertown, Mass. Public Relations--Albert Pinsky (Chairman), Manager, Scientific Information.Services,. R.C.A. Laboratories, David Samoff Research Center, Princeton, N. J.; Warren S. Far- . rall. Safety Engineer, Smith, Kline & French Laboratories, Philadelphia, Pa. A Associations and Special Representatives--Wm. G. Hudson (Chairman), Manager, Pilot Plant Engineering, The M. W. Kellogg Co., Piscataway, N. J. . Research Institute-^ William D. Mallard, Jr., Southern,Research Institute, South Birm. ingham, Ala. ' . American Chemical Society -- H. H. Fawcett, Technical Secretary, National Academy of . Sciences, National Research Council, Washirigton, D. C. National Academy of Engineering' Manufacturing Chemists' Association -- W. S. Wood, Safety Coordinator, Res.& Dev. Div., Sun Oil Co., Marcus Hook, Pa. National Fire Protection Association -- R. H. Scott, Manager, Industrial Safety, BattcilcNorthwest, Richland, Wash. Contests and Awards--F. W`. .McClelland (Chairman), Head, Research Services, Lilly -a Research Laboratories, Eli Lilly & Co., Indianapolis; Ind. Off-Thc-Job .. ' ' Vice-Chairman--Divisions--.H. C. Hoy (Chairman), Head, Facilities Engineering Section, .Assembly Div., Union Carbide Corp.; Oak Rdge, Tenn. Engineering Sciences -- Arthur E. Edwards (Chairman), Supervisor, Exp. Services, Deere & Co., Technical Center, Moline, Til.; F. L. Manganaro, Chief of Fire Protection, Penn Central Transportation' Company, New York, N. Y.;. L. E, Pevey, Jr., .Chief, Safety & Fire Protection, National Bureau of Standards', Washington, D. C.; Robert Byrne, Research Director, Association of American Railroads,'Research Center, Chi cago, III.; Robert G. Jessup, University of.Illinois, Champaign,-111.; M. (Joe) Sherkat, Project Engineer, Materials Engineering Branch, American Airlines, Inc., Maintenance & Engineering Center, Tulsa, Gkla.; Carl Weber, Safety Engineer, Hydro-carbon Re search, Inc., Trenton, N. J. . ' Physical Sciences--C. L.' Selander (Chairman), Safety Supervisor, Battelle Columbus ' Laboratories, Columbus, Ohio; Dr. Ernest Bindsciiadler. Safety Administrator, West- inghouse Electric Corp., Pittsburgh, Pa.; Roy Reider, Safety Director, University of California, L'os Alamos Scientific Lab., Los Alamos, N. Mex.; Joseph M. Dalton, Jr., Chief, Health and Safety Office, NASA, Electronic Research Center, Cambridge, Mass.; John F. Ege, Director, Industrial Hygiene & Safety, Argonne National Laboratory, Argonne, 111.; Dr. M. M. Chamberlain, President, Glassboro State Coll., Glassboro, N. J.; Richard Shreve, Supervisor,. Safety & Industrial Hygiene, Shell Development Co., Emeryville, Calif. " 65 Life Sciences--Da. Irving Davis (Chairman), Dir., Health & Medical Research Interna tional Paper Co., Tuxedo Park, N. Y.; Wm. W. Joy, Director, Environmental Health'; Dept., University of Michigan, University Health Service, Aim. Arbor, Mich.;- Dr. Robert D. Gafford, Manager, Marine Products, Beckman Instruments, Inc., Fullerton, Calif.; Da. G. Briggs Phillips, Director, Becton, Dickinson Research Center, Raleigh, No. Carolina; George A. Bodmer, Environmental Control Administration, Cincinnati, Ohio; Andris Zervins, Westinghouse Electric Corp., Research Laboratories, Churchill Boro, Pittsburgh, Penn.; Charles. Easley, Safety Engineer, TRW Systems Group, Redondo Beach, Calif. Applied Sciences--Gari T. Gatwood (Chairman), Manager, Safety, Cambridge Electron Accelerator, Harvard University (Safety Engineer), .Cambridge; Mass.; R. H.- Kinslow, Texas Instruments, Inc., Dallas, Texas; Frank W. Wentink, Safety.Engineer, Watervliet Arsenal, Watervliet, N. Y.; E. J. Gratz, Safety Engineer, Chevron Research . Company, Richmond,. Calif.; Dr. Leon Hibbs, President; Southeastern State College, . Durant, Okla.; J. W. Hill, Insurance & Safety Director, Texas A & M University Sys tem, College Station, Tex.; Robert M. Ryan, Health Physicist, Rennsylear Poly Insti- tute, Director of Nuclear Science Engrg., Troy, N. Y. Richard F. Andree, Sr., Safety Engineer, U. S. Atomic"Energy Comm., New York, N. Y.; M. Chain Robbins, Man ager, Ind., Hygiene & Safety Engineering, The Boeing Co;, Commercial Airplane Group, Seattle; Wash. Advisory and Nominating -- JohIi N. Romine( Chairman), Manager, Safety & Security, Phillips Petroleum Co., Phillips Research Center, Bartlesville, Okla.; John R. Leach, Chief, Safety & Fire Protection' Section, Protection & Safety' Management Branch, Bethesda, Md.; D.: A. PinyaN,'Chief of Safety Engineering, Lawrence Radiation Lab oratory, Hazards Control Department, Livermore; Calif. Staff Representative -- John Mark, National Safety Council, 425'N. Michigan Ave., Chi cago, 111. 60611 ' OFFICERS OF THE kUBBEft AND PLASTICS SECTION NATIONAL SAFETY COUNCIL 1969-70 General Chairman -- J. R. Wetherholt, Safety Director, Uniroyal, Inc., Joliet, 111." First Vice Chairman -- G. W. Nickel, Manager of Safety, Armstrong Cork Co., Lan caster, Pena Second Vice Chairman--R. G. Fohejt, Manager, Industrial Relations, General Tire & Rubber Co., Pennsylvania Division,Jeannette, Penn. 1' Secretary--W. E.. McCormick, Manager, Industrial Hygiene & Toxicology, The B. F. Goodrich Co., Akron, Ohio . Newsletter Editor--V. G. Cork, Manager of Safety, Uniroyal, Inc., Mishawaka, Ind.' Engineering Committee -- R. G. Hanever (Chairman), Corporate Safety Engineer, Uni- royal, Inc., Naugatuck, Cona; *N. R. Hunter, Safety Engineer, Dunlop Tire & Rubber Corp., Buffalo, N. Y.; D. E. Gleghorn, Corporate Safety Engineer, Goodyear Tire & Rubber Co., Akron, Ohio; M. T. Soulsby, Safety Engineer, The B,F. Goodrich Co., Akron, Ohio; R. P. Ayer, Safety Director, Foster Grant Company, Inc., Leominster, Mass. ' Health Committee -- H. M. McInerney (Chairman), Industrial Hygienist, ;Goodyear Tire&. Rubber Co., Akron, Ohio; G. L. .Wilson, Industrial Hygienist, Firestone Tire & Rubber Co., Akron, Ohio; *C. E. Beck, Director of Industrial"Relations, St Clair Rubber Co., Marysville, Mich.; *S. A. Wright, Manager, Safety & Security, Inland Division, General Motors Corp., Dayton, Ohio Membership Committee -- John Glenn, Jr. (Chairman), Manufacturing Manager, Electric Hose & Rubber Co., Wilmington, Del.; *E. .E. Goldsworth. Safety Director, Gates' Rubber Co., Denver, Colo. Education And Training Cotnmittee--L. Hartman (Chairman), Director.of .Training and Safety, Firestone Tire & Rubber Co., Pottstown, Penn.; W. R. Miller, Corporate Safety Director, Goodyear Tire & Rubber Co., Akron, Ohio; M. S. Masinick, Safety Director, Uniroyal, Inc., Detroit, Mich. Publicity, Trade Association and Liaison Committee --A. L. Kling . "(Chairman), Loss Prevention Consultant, The Society of-the Plastics Industry, Inc., New York, N. Y. Codes And Standards Committee -- *M. R.'Batche (Chairman), Manager, of Safety, Fire stone Tire & Rubber Co., Akron, Ohio Statistics Committee -- J. "W.'Muir (Chairman), Personnel Manager, Corduroy Rubber ' Co., Grand Rapids, Mich. Laboratories Committee -- G. W. Bonsell (Chairman), Supervisor of Safety, & Security, Lancaster Floor Plant, Armstrong Cork Co., Lancaster, Penn. 55 Fire Safety Committee--D. E. Dudeow (Chairman), Corporate-Manager, Safety and Plant Protection, "Uniroyal, Inc, Naugatuck, Conn.; W. L. Shelseb, Manager Plant Security and Safety, The-Kelley Springfield Tire Co., Cumberland, ML;,W. L. Cato, Manager of Safety, The B. F. Goodrich Co., Akron .Ohio Off-The-Job Safety Committee -- D. J. Marlani (Chairman), Safety Engineer, Goodyear Tire &-Rubber Co., Akron, Ohio; J.P.. Carrou., Safety Manager, The Society of the Plastics Industry, Inc., New York, N. Y. Synthetic Manufacturing Committee -- W. A. Thomas (Chairman), Safety Supervisor, Goodyear Tire & Rubber Co., Beaumont, Texas; D. L. Dowell, Safety Supervisor, B. F. ' Goodrich Chemical Co., Cleveland, Ohio Long Range Planning Co)/imittee -- *L. W. Boulton (Chairman), Safety and Plant Pro tection Supervisor, Polymer Corp., Sarnia, Ontario, Canada; *M. R. Batche, Manager of Safety, Firestone Tire-& Rubber Co., Akron, Ohio; *S. A. Wright, Manager, Safety and Security, Inland Division, General Motors Corp., Dayton, Ohio; *N. R. Hunter;' Safety Engineer, Dunlop Tire & Rubber Corp., Buffalo; N. Y.; *E. E. Goldsworth, Safety Director, Gates Rubber Co., Denver, Colo.; *G. H. Burkhardt, Director, Safety & Health, General Tire & Rubber Co., Akron, Ohio Past General Chairman 56 School and College Conference CURRICULUM FOR SAFETY EDUCATION SUPERVISORS By ROBERT L. MARSHALL Director, Safety- Center, Central Missouri State College, . Warrensburg, Mo. It is important wfien communicating with Safety education in the schools includes any group or person for everyone involved (topical areas) : to be using the same word meanings. For this reason I would like to define the terms used in the title of this paper, since they may have different meanings to different people*. 1. Traffic safety, education (K-12, adult education).: pedestrian safety; bicycle safety; traffic safety patrols; motorcycle safety; and driver education. There are many pro grams In driver education: secondary school Curriculum -- a course of study, as in a students (basic).; - adults, including high college. The whole body of courses offered school drop outs (non-drivers) ; handicapped- in ah educational institution, or by a de students ; advanced driver education; defen partment thereof. sive driving courses; school bus drivers; Curriculum Vitae--course of life; career. law. enforcement officers; vocational pro A short statement of the leading incidents grams (Goodwill Industries--core city in one's career and of one's qualifications, area residents who are handicapped being as prepared by an applicant for a position. As I discuss the curriculum for Safety Education Supervisors, I will use the. defini tion of- curriculum vitae. Some may have trained as a career)-; fleet programs; spe cialized programs (practice on. skid pans or blow-outs only); and driver improve ment (violators). . heard, me . use the following definition of 2. Other topical areas of safety education safety, education before -but I believe it is are: disorders (student or other); civil de essential for this definition to be spelled, out fense (natural and man-made disasters); Safety Education -- "The process of corre lating through administration,** instruc tion,** and protection** a program designed to achieve (1) the prevention of accidents and preservation of lives by developing at titudes necessary thereto; by imparting . helpful knowledge; and by.developing habits and. skills which help in safeguarding one-' self and others; (2) the fusion of these elements into a discipline important in itself as a means of 'effective citizenship. fire safety; safety- patrols (other than traffic) ; aviation education- (over 20 Kansas secondary schools now offer programs); home safety; rural and farm safety; school transportation (could be. listed under traffic); .accident reporting," analysis, and corrective action; school plant inspections; student safety - committees (working, with the Na tional Student Traffic Safety Program, NEA) ; in-service programs for professional and other staff members; safety in the shops, laboratories, classrooms, and all areas These definitions are taken from Webster's of school buildings; and all other areas of Collegiate Dictionary, Eleventh Edition, 1959. Administration --'the assigned personnel In safety. . the Held of safety; the areas of responsibility If you combine the definition of. curric- of these personnel, and the procedures to be followed In implementing this program. ulum vitae and safety education as given, **Instniction -- those activities carried out you will have the point of view or philos through classroom instruction; special proj' ects; co-currlcular or related activities In the teaching of safety education to students and ophy of Missouri's Safety Center, located at Central Missouri State College, as we staff. build our curriculum' for future safety **Protection -- those provisions for safety Included in environmental conditions; control of vehicular traffic around schools; school building construction and supervision; move-, ment of school population, and the safety services- provided by inspection teams, resource people and others. education supervisors. who are "being pre pared-at our institution. Curriculum Vitae ... In order to explain CMSC's Curriculum Marshall's dissertation. See Bibliography, i vitae for safety education supervisors, seven 25 :v^v SSfffl?\'A;?*!!;;. -H; 1969 National Safety Congress major points need to be discussed: (1) courses and programs offered at the under graduate and graduate levels; (2) intern ships in safety education supervision; (3) . total scope of experiences at CMSC other than courses; (4) selection of staff for . safety "center; (S) facilities; (6) career planning and job selection; and (7) financial assistance. Career Ladder Again, in an effort for us to clearly communicate I will briefly review the career ladder in safety education, as' we see it at our institution: Position Individual school safety coordinator Driver education teacher ' Driver education department head --. Traffic safety supervisor Safety education supervisor (state or lo-. cal school systems)' Safety '.organization or Federal govern ment staff member (NEA, USOE, DOT, NSC, ASF, etc.) * College or university professor of safety .-, education Director of safety center or department head' Degree BS. BSE.D&SE MS, SE MS, SE, or MS in ED, SE - MS, SE or MS in ED, SE MS, SE or MS in ED, SE or PhD or EdD, SE MS, SE or MS in ED, SE or PhD or EdD, SE . .. PhD or EdD, SE Experience . varies 0 3-5 years 3-5 years 3-5 years 3-5 years 5-10 years 10 yearsf 'The curriculum vitae that I will describe Graduate programs include: (1) Master is designed to prepare individuals at these of Science in Education, Safety' Education various levels. (32 semester hours); (2) Master of Sci- . ence, . Safety Education (32 semester Programs Offered . hours) ; ' (3) Specialist, Safety Education At the undergraduate level our institu- (62 semester hours), tion offers a major or minor in driver and . safety education and in law enforcement Internship in Safely Education The major in driver and safety education In- addition to a Master's or Specialist includes* (1) 30 semester hours of courses; Degree in Safety Education (or as a part (2) experience in a seven-phase driver edu- of one of those degrees) our institution cation program --r classroom instruction (60 offers an internship in safety education. The hours) -- educational television (varies) -- intern is placed for a period of time (one multi-media programmed -instruction (10 term, six months, one year, etc.) under the hours)--simulation (10 .hours)--multiple supervision of a well qualified Director of car driving range (10 hours)--in-car in- Safety Education at the local or state level, struction (at CMSC, two hours; at high His internship experiences may .include: school three hours) -r- individually pre- planning and developing curriculum ma- scribed instruction (varies); (3) one term tefials; preparing budgets; interviewing of student teaching in a carefully selected prospective teachers; analyzing accident re- .school system under the direction of a mas- porting; preparing in-service programs;, in ter. driver education teacher. short, becoming familiar with the duties and 26 w, *mw School and College Conference responsibilities of the Director of Safety Education.; At the end; of the internship the prospective supervisor has an advanced de gree plus experience on the job. Other Experiences at CMSC Colleges and universities have many op 15 portunities available to them that will greatly enrich the total curriculum of the student f will list seven: s Colloquiums. Once a month during the academic year and weekly during the sum- imer term colloquiums are hdld'which include a luncheon, a speaker, and discussion. These sessions provide an excellent vehicle for the students to get to know the staff better and for the staff members to see the stu dents in an .informal setring. National speak ers bring up-to-the-minute information, ex J(V/- cellent discussions are held (often with dif ferent points of view) and - materials are made available. Job opportunities have fol lowed for some students, and the students generally have an opportunity to find an swers to questions of all types. Seven-Phase Driver Education Program. Future safety education supervisors have an opportunity to study scheduling problems, assist in budget development, develop teach ing schedules, and -in general become ' thoroughly familiar with all seven phases . of a 90-100 dock-hour driver education program. Research Projects. Students may be as signed to work on local, state, or national research studies, having an opportunity to be familiar with the project from the early think stages to the submission of the final report Design and Drafting of Federal Pro posals. With increasing funds available from various sources, it is important that students know how to draft and submit Federal pro posals, whether the funds are coming from the Highway Safety Act of 1966, The Ele mentary and Secondary Education! Act of 1965, the Walsh-Healy Act, the Safe Streets Act or whatever source. We try to acquaint students with this process. State and National Associations. If the . future supervisor is to be fully aware of developments in his discipline he should have an opportunity to join his state and national professional association?. Since our staff serves as Secretariat for the Missouri Driver and Safety Education Association, and for the South Central Rdgion of the American Driver and Safety Education As sociation (NEA) we are in an excellent position to point out the benefits , of and the need for his. participation in his pro- . fessional association. Mailing Lists of Safety Organizations. The. Safety Center receives approximately 50 newsletters or regularly issued bulletins from approximately that, number of organi- . zations. Students have an opportunity to become aware of these items and are in formed how to receive them - after they are oh the job. Staff Meetings. Graduate assistants and interested graduate students are invited to attend , monthly .Center staff meetings.-They not only see current activities and projects developing or progressing in instruction,, re search, services, and publications, but they can also participate in the other numerous staff activities such as the continuous de velopment of a five-year plan for the Center. Staff Future safety education supervisors cangain much insight by studying under pro fessors from as -many disciplines as pos sible. As CMSC began to expand its staff in July of 1967 for . the Center, nine basic selection criteria were listed: an educator with national experience; an experienced safety specialist with Federal government ex perience; a sociologist or psychologist; law enforcement, specialists (with Northwestern University Traffic Institute experience); an attorney; a traffic engineer from Yale's In stitute of Traffic Engineering; a safety specialist from New York University;, a traffic safety. specialist from Michigan State University; and a school transporta tion specialist . Now that the Center's staff complement has been reached, additional staff will be sought as needed, using two basic criteria: extensive experience in the discipline sought; and utilization of as many disciplines as pos sible in an effort to provide the best pos? sible instructional program. We believe it is important for the .staff to continuously have ' available in-service dourses or workshops. Examples of in-serv ices staff activities completed or planned include: personal and family survival (C'D .27' V-?-. . ?' -X ' ',;v; : if ;; -'.1 1969 National Safety Congress . Course); .shelter management (C D Enforcement; American Cancer Society Course);, radiological monitoring (C D staff member; Missouri Conservation Com Course); defensive driving course for in mission safety consultant; National High structors (NSC Course); accident:investi way Safety Bureau staff; department head, gation (NWU Course); systems analysis secondary school Driver Education Program; course (NSC). -. /driver education teachers. Facilities . Financial Assistance Undergraduate and graduate programs With the availability of graduate .pro plus a highly qualified staff can be more ef fective with good facilities. CMSC has pro vided or is. providing the following facilities for the Center: Office space for 45 pro fessional staff members, graduate assistants, grams for the preparation of safety educa tion supervisors, financial assistance is needed to enable driver education teachers or others interested in this discipline .to take off from their jobs and work on an ad and secretarial personnel with room for ex vanced degree for a year or two. The Center, pansion. New classrooms fully equipped, police laboratory, poligraph testing room, and safety education laboratory. Library facilities. Twelve-place driving simulator installation. Thirty-place multi-media pro grammed instruction equipment' facility. has several types of assistance at1 CMSC for graduate students: (1) CMSC graduate assistantships; (2) NEA-Chrysler grants- in-aid; (3) National Defense Education Act loans; (4) State Department of Education -- National Highway Safety Bureau scholar Multiple car driving ranges including prac ships ($75/semester hour) for teachers who tice area. (27 ba^ic shills), skid pan, free do not meet state certification requirements way, and control tower. Availability of in driver education; (5) State Department computer center. Instructional' resources of Education;--National Highway Safety center. Television and radio studies. Recent Bureau scholarships ($75/semester hour) for teaching aids. Latest audio-visual materials supervisors of driver and safety education (T.V. and audio-tapes), in new addition to amble them to pursue an advanced degree of the library, which can be chedced ` out in safety education. and used by individual students or groups of students. j - Summary In summary, we, the staff of the Safety Career Planning Center, believe that, the curriculum for the As .future safety education supervisors preparation of safety education supervisors are being prepared; it is important that the is. many things far beyond classroom ex candidates discuss career planning and job periences in a certain number of courses. selection. The Center' staff assists students We believe that the curriculum vitae in when they are nearing completion of their cludes: the courses and programs at the' . programs in the following ways. Discussion undergraduate and graduate levels, intern of the career ladder .(as earlier described ships in safety education supervision, other in this paper) and the qualifications needed experiences such as Colloquiums, careful se to move from step to step. The services of lection of an experienced staff on an inters . CMSC's' placement office The maintenance disciplinary basis, adequate facilities, career of current job opportunity folders to assist planning and job selection,- and financial as students in job placement A careful analysis sistance adequate to enable weir qualified on of available positions' to determine if the the job educators to take leave and pursue Center's program is meeting the needs of the ' a graduate degree in. safety education. . safety manpower user. We also .believe: . Although the Center's program is only 1. That well prepared driver education 2}4 years, old, its graduates, have accepted ' teachers through quality driver education or are in the following types of positions: programs have much to offer the yottng supervisors of safety education (state and . people aiid adults in this ' nation through local levels); industrial safety engineering sound driver education programs. position, Monsanto Corporation; college, de: 2. That it is time to stop kidding ourselves partment head. Driver and Safety Educa- by saying that 30 hours of classroom in . tion; junior' college department head. Law struction and si5c` hours of in-car practice ms#. m ;fVi~ y. a?? ^-rfy; ^':;f ' ?viae # School and College Conference are adequate to prepare new .drivers for other as hew knowledge from new 'research today's highway environment and oh the job experience Stable all to do 3. That it is time to stop believmg that three or four undergraduate courses'in. driver and safety education offered at the graduate level are adequate to prepare a better job. As the career ladder in this discipline is reviewed, we do not see a need for the. continuation of a controversy be tween traffic safety and safety' education. driver education teachers for today's needs. 6.. That these beliefs are in keeping with 4. That there is' no conflict between driver the 1969 . National Safety Congress and education teachers, traffic safety supervision, Exposition theme, "Speak Up For Safety." and safetyeducation programs or super vision as outlined , in this paper. Each is an important part of the total safety education BIBLIOGRAPHY . American Association of School Administra tors. Safety Education. Washington, D. Cl, program as previously defined. Each can 1840. strengthen and support the other. . 1 Webster's New Collegiate Dietionary. 6. &. C. Merriam Co. Springfield, Uas&, 1859.. ' S. That there is no need for argument that a person is a driver educator, or'a traffic safety specialist, or a' safety education supervisor. All are part of the total safety education program and -each strengthens the : Marshall, Robert L.; An Analysis of Safety Education Programs In Selected Public Softools of the united States with Recommen dations for School Systems in Establishing or Evaluating Safety Education Programs. Doctoral Dissertation University of Kansas, Lawrence, Kans., 1961. \; STATES RESPONSIBILITY FOR SCHOOL BUS SAFETY By THEODORE SORENSON Supvr.' of Transportation, Dept, of Public Instruction, Madison, Wis. and RICHARD OLSON Asst. Supvr. of Transportation, Dept, of Public Instruction, Madison, Wis. Today we transport over 15 million pupils to and from school. This daily ride involves almost 40- per cent of the total enrollment of our schools. School, bus transportation in the United States is by far the'largest transportation undertaking in the world. Based on figures released by the National Safety Council, it probably has the best safety record, too. The creation of the Transportation De partment .within the Federal, government has focused.increased attention on all phases of highway 'safety, including school bus transportation. It is mandatory for each state to' assume its rightful responsibility in providing leadership and funds to im- prove our safety programs. The penalty for failure to do so may mean that the state may lose a substantial percentage of Federal funds, which they would otherwise receive. The State Department of Education must provide, leadership for school bus safety because: (1) Conformity is necessary, and (2). uniformity is needed. They should also provide leadership and direction in the proper training of bus drivers and bus rid ers. Next to the training of bus drivers, we believe that high on the list is the control and the supervision of the bus rider. - (There followed a film strip demonstrating a bus rider training program.--Ed.) 29 19(9 National' Safety Congress TEXTILE NOISE PROBLEMS AND CONTROL THROUGH EQUIPMENT DESIGN By J. D. PAGE . Research Engineering Supervisor, Saco-Lowell Research & Development, ... . Div. of Maremont Corp., Clemson, S.C. The recent interpretations of tiie Walsh- vidual frame, measured 88 dB. If the theo Hcaley Act have undoubtedly accelerated retical treatment is followed, 13 noise" noise' control activities. My own organization sources are required to yield an increase of is probably typical of most machinery manu 11 dB. According to- Beranek,- even in a facturers, where noise control work is moti room with poor sound absorption' the noise vated by a joint need to protect our cus level would attenuate at' least that amount tomers and . also remain competitive. Our ' over, a distance of seven feet. This is much efforts are split into three phases: survey; closer.' than the machine spacing. The ex source; and reduction. planation for the 11 dB .increase lies in the fact that the spinning- room in question had Noise Survey , tile walls; this resulted in. abnormal sound The first phase is concerned with a survey reflection. It -is felt that multirunit installa of existing noise levels. Various sound levels tions normally give six dB increase over have been published, ranging from 103 dB the single unit, and 10 to 11 dB would be for weave rooms to.82 dB for opening and the maximum under poor conditions. picking areas. To start on the problem, we first"'set out to. make a survey of existing. sound levels, particularly how our own equip ment is' performing in various-installations. This survey is far from complete, but it is already apparent that an arbitrarily set sound level for a single machine is not re` liable unless evaluated it? a mil! environment. .Probably the-biggest enemy of the noise control'engineer is spejxl. It is .interesting to note- that on an energy*-basis the noise in crease is about the 2.7 power of the speed ratio. This compares, quite well with the. electrical power consumption, where the in crease is between the second' and third power of tiie speed- ratio, usually* in the . A sound survey data sheet is used to. region of 2.4. - - arrive "at a standard method of collecting relative data and taking measurements. Data, Noise' Sources considered relevant includes speeds of major Using the A scale. of a standard sound components, room dimensions aiid material, level meter at slow i*esponse for the Walsh- and.a sketch of. the machine being measured. Healcy interpretation, has simplified-measure- ' Further guidance is given on microphone ments in the field. However, the A scale location in the instruction sheets. Readings tells an engineer very little, and usually are taken with' three-weightings in order to some form of .frequency- analysis is re .obtain some, indication of 'frequency of the quired. Once -the; critical frcquencics" are sound. Observations arc made. with a ' ma identified, it should be possible to pinpoint chine running, and again with the .machine the offending components.. Unfortunately, stopped, to check background! ' this is not usually the case on a textile ma The effect of a m'ulti-machine installation is' a complex problem. A treatment exists for combining decibels by adding, on an energy basis,1 This -means that two equal noise sources of, say 80. dB, combined give chine,' as there are such a large number of noise producers. The use of a harrow bandconstant width filter has been developed to help', pinpoint the' iioisc sources,3 and this may assist in identification. . - * three more decibels, resulting in 83 dB. - One investigator'1 considers that"among the Adding a ' third noise source has an even large -number of noise producers in a draw smaller, effect on the decibel .scale, adding' twislei*, three equally loud noise sources only 1.6 dB.- We recently measured 99 dB must all be eliminated. These are: spindle ; with a complete installation of* cotton, spin hearings; -harmonics of the high speed bob ning frames running, whereas each indi bin; and'the draw roll shaft assembly.- 16 .. Textile Section A draw twister takes undrawn yarn from its high damping properties but also-brought an extruder take-up machine. The drawing the shaft critical below life running range. action is accomplished, by wrapping the un The result of using the copper maDgan'csc drawn yarn around one roll, then wrapping .shaft-was to reduce, the overall noise level it: around a second' roll. The second rbll by 4.5 dB. ' " rotates faster than the first and the 3'arn stretches to match the speed differential. The twisting of the' yarn is effected by winding the drawn yarn onto a bobbin by a ringT traveler combination. It would be very-dif ficult to modify this process so as to reduce or eliminate one of the noise sources. An English company has used rubber bushings to isolate the torsional vibration set up by the gears. At 4,000 fpm a 14 dB.-/ reduction is achieved. With the regular de sign, the mechanical limit of the roll bad been reached at 4,000 fpm. However, with thg rubber bushings an increase in speed up' The draw roll shaft assembly is a typical to 7,000 fpiff is possible. noise source.'The surface speed of the faster, roll-is the delivery speed of the' machine. A' typical delivery speed .is 4,000 fpm. As some draw rolls have a- circumference of one foot, this readily converts , to 4,000 rpm. (66 Hz), The draw roll assembly is driven by a gear attached to a shaft, the other end. of the shaft carries a draw roll;which closely resembles a bell in effect,, if not in shape. The noise is generated in the gear and is transmitted along the shaft, to be amplified by the roll, . . ' Another, good illustration of. reducing vibration and consequently sound is in the spindle isolator. This technique is not new; it originated as early as 1836. A patent was issued in Great Britain (So. 7127) to Wil liam Wright for the use of an "elastic' medium" to reduce spindle vibration. Wright had found the . means, probably a leather washer, to allow the spindle "to find its own running center." This definition of a correctly.designed spindle has stood the test of tune although more precisely we now The same sequence is followed in another ' say "running on its own mass center."5 area of the draw twister ftamc. A noise .is. 'generated in the spindles! It is transmitted along the spindle rail and is amplified either . by ' the spindle rail" covers or the end cabi nets housing the' controls. This eccentricity is a combination of manu facturing tolerances which result in non- ` concentric parts and mechanical looseness, especially in the' yarn carrier. This results in.a centrifugal force proportional to the On the question' of high speed bobbin mass' of the rotating parts; the eccentricity harmonics, this was explained by the inves of these parts, and the rotational speed tigator as vibration in the .side of the bobbin. squared. The use of the "clastic medium" allows the center of rotation of the mass to Noise Reduction move from its normal position .toward the Although it -is not always practical to prevent noise, the- designer has many op portunities to use his .craft. ..The- textile industry has always been v.erv sensitive to vibration, mainly because of its*adverse effect center of gravity.1 .Thus, the radius in the centrifugal force formula is reduced. In practice, this can amount to more than a 00 per cent reduction of the centrifugal force. . '. . ` . on yarii' or cloth quality. Hence, the rela The self-balancing movement of the. rota tively recent emphasis on noise has found tional center ran only be achieved by run - the designer with some techniques .available ning the spindle above the .critical speed, "to attack noise where'it is generated. . determined hv the isolator. Once through ' Richards.'1 in making an investigation for. the critical speed, a phase shift takes place a British fiber producer, tried. some noise through' 180, which effectively balances the reduction techniques on the draw roll as- . spindle. The disadvantage of this , system is sembly. One a'pproach used'a 'polyurethane that a large deflection takes place at the bonded hush between the gear and the shaft, critical, or resonant frequency,, which has ft reduced the overall noise level of one to he controlled by the li.-c of proper damp shaft assembly seven, to eight dB. Another-' ing in the isolator. V trial was. made, substituting a ropper-.' The use of cast iron for machine parts.- manganese, alloy shaft for the steel shaft.. . has often been promoter! by' expounding The use of this material not only introduced' its damping.properties. A. properly designed 17 \ 1969 National Safety Congress * steel plate, weldment can offer more damp Sufficient lubrication, the control of wear, ing tlian a cast structure. In addition, the and tightening of' parts can pay good divi . use of- steel offers a stiffer material (E dends in noise reduction. value 30x10 psi versus 18x10 psi for gray cast iron.). This means that for a given disturbance a smaller amplitude or deflection is produced. Traditionally, cast iron structures are made heavier than the load carrying requirements so the. part can he readily machined. This lias resulted ip many 'misconceptions regarding damping. The use of vibration pads' has prompted a certain amount of discussjon. To achieve "pure isolation', for a certain frequency a given amount of deflection must be provided. In many casts this is not possible, especially , if the machine is not freestanding. An example is a cotton spinning, frame where the attachment to. the floor plays -an im Spraying or painting on a damping layer' portant part in machine alignment.- Another is a technique used in the aircraft industry'. illustration can be found in the shuttle loom, Often its use in down-to-earth applications where one attempt, to .suspend the loom was docs not result in the anticipated reduction defeated by operator fatigue caused. by ' a in noise'. The first rule to remember, is that sea.of swaying looms. The vibration pad is' the surface to be.treated must be deforming mainly useful as a barrier to the transrriis-. m some way to allow the damping material sion of noise. The use of. pads should be to work. Even then, only the portion of'the, profferh' engineered, as mis-alignmcnt or a energy required' to 'deform the damping `reduction in stiffness could have an adverse material can be dissipated. As this portion effect. is usually relatively small compared .to the total available energy, a way must be found Conclusion to.make the damping layer work. The use The tools to identify and treat noise of "spaced damping,"7 where the damping sources on a textile machine are available... material'-is held away from- the resonating Noise reduction, programs are almost self- structure by short tec-sections or oilier spac generating,' once started. As soop . as one ers, solves this problem. Another way to noise source is dealt with, this usually al use a damping film, is bonding between two lows another one to he identified. This may. or -more layers of sheet metal to give an well be the reason why we have not seen effective use 'of the layer by' subjecting it . an impressive ' reduction in sound levels; to shear during flexing, ' Felt glued onto pressed steel fabrications is used quite extensively as a noise-reduc tion treatment. This became necessary, when the switch Was made from'.cast iron, doors . a.nd covers'to sheet enclosures. The effect of the felt is not-as.a damping addition hut to increase sound absorption and increase "V . REFERENCES; 1; .Handbook of Noise Measurement. General Radio. 2. Beranek; Noise Reduction, McGraw-Hill. ' 3. Mitchell '&. Lynch; ."Origins of Noise," Machine Design May 1, 1969. i. Richards; "Noise- Considerations in Mach ines- and Factories." The Chartered Mech anical Engineer, June 1906. '. the. mass of the resonating structure. 5. Higgs; ."Vibration Behavior of the Textile - Spindle." ASME. paper 63-TEX-l. One-aspect of machinery's use beyond- the 6. Product Engineering,' July 28, 1969: p. 56. direct control of the' manufacturer can' 7. "Spaced Damping." Dynafacts, Lord Mfg. .influence the noise level. This is maintenance. ` Co. Vol 12,-No. 2. IS INDEX TO ALL VOLUMES (An Author-subject index) A ACCIDENT CAUSATION ACCIDENT BEPOBTS Can student accident reports collected for a stotoa^engy be^rofllably utilized locally7 v Accident cores and causes--the, plant doc- . tor'svlewpolnt (Brubaker). 10:40-41. . . Basic causes of industrial losses (Bohmtdt). 11:28-88. A 'common sense approach to eliminating unsafe acts YBuwenterJ. 20:1J1-17. Two approaches to a non-accident measure . for continuous assessment of safety per formance (Bhise and Rocktoeil). 12:78-88. See also HUMAN FACTORS: PSYCHOLOGICAL ASPECTS ACCIDENT COSTS, See COSTSt LOSS CONTROL SeCUring meaningful statistics--a new ay- proach (Recht). 20:5-7. State-wide reporting of school employee ac cidents (Morgan). 23:81-82. ACCIDENT STATISTICS-^METHODS. Accident statistics--their collection, correla- ' tlon, analysis and use (Proto). 0:85-87. Accidents to rural Ohio residents (Btuckeg). 20:8-10. .. ,,. Alternate systems of reporting the total in jury experience, - panel- presentation (McBtoeeneg, moderator). 21:28-28. a) T21heOB.C-2oBn. tainer Corporation (Btroube). ACCIDENT INVESTIGATION The anatomy of. marine casualty Investtga' tlons (Ban).-14:28-81. Ba1s1i:c20c-a8u8s.es Of industrial losses (Schmidt). . The diagnostic, team in (traffic) accident prevention (Begcd). 24:88-38. The potential of In-depth .(traffic) accident investigation teams--Wisconsin's experl- . ence (Bchutx). 24:38-42. What'happened ..to my . brakes and-steeringT (Minerals industry) (Tarberry). 10:27-81. b) Kimberly-Clark system (lean). 21:2380. c) Bt. Regis injury cost system (Rut ledge). 21:81-32. d) Southern Pulp-A Paper Safety Associa tion system (Matsenger). 21:82-33. Collection of data in accordance with ANSI --Z16 standard (Turnbull). 8:23-34. Evaluating statistics (Bcotti). 12:31-83. Gathering and disseminating work injury statistics iOmeindbr). 12:88-48. Issues in safety measurement (Jacobs). 12:. 83-82. . ACCIDENT PREVENTION Issues in safety measurement (Jacobs). -12: 83-92. The new challenges to safety in the seven ties (Bmith). 10:15-17. . . Safety ls no accident (Winters). 20:5-80. The uncommon safety man--your challenge. . for the future (Reed). 21:7-ll. . What method Is used in determining a pre ventable accident7 (Morgan). 17:81-32. Who la responsible (Gold). 13:20-22; The measurement of safety engineering per formance (Grimaldi). 12:93-110. Measuring safety performance in the glass - industry (Butler/. it :4-6. Securing meaningful- statistics (about home accidents)--a -new approach. (Recht). 28:' 5-7. Utilizing statistics in home safety program ming (Cameron). 20:10-14. What must be done to recognize the vitalfew (Lenike). 2:14-19. .. . ACCIDENT PRONENESS The medico-legal approach to accident proneness (Rogere). 22:16-19.' AERIAL BASKETS Hazards of aerial basket equipment (Rog. ere). 20:5-9. The union's view of stevedore safety (Terranova). 14:17-19. AEROSPACE INDUSTRY Hazard recognition (hevena). 2:7-14. ACCIDENT RECORDS Im^vemmts^in^spaceoraft Are protection Thirteen years disability bee -- it can be -done (Hedrick). 0:44-47. .What it takes-to be number one (PPG In ^AEROSPACE SECTION; NSC dustries panel) 11:16-21 (Long); 11:21- Officers and committees.-1969-70. 2:27. 22 (Lucas); 11:22-28 (Hipsley). Sessions. 2:4-21. 53 1969 National Safety Congress Ainlay, John A, ' How'the .API'assistance works with the undetermined origin of gasoline leaks, la; 15-18. . . '. AIRCURTAINS ' Use. of air curtains in mine' 'ventilation (Grassmuck). 16:44-55,. - Ain POLLUTION ' Implementation of'the Air-Quality Act of 1887 (Gilliland). 4:7-11. . See alsoDUST CONTROL . AIR TRANSPORT SECTION, NSC Officers and committees, 1969-70.'2:29. Sessions. 2:22-26.'' ASSOCIATIONS--SPECIFIC American Mining Congress -- Management's . commitment to.Bafety (Richardson). ie: i 4-6.; ,' American Petroleum Institute -- How the .API assistance works with- the undeter mined origin of. gasoline, leaks (Ainlay). 1 :15-18. American Public Works Assn. -- Personnelsafety in solid wastes management sys tems (Weaver!. 6:125-129. Association of Home'. Appliance Manufactur ers -- Tomorrow's' safer home' appliances (Baillif). 28:16-17. Boys' Clubs' of -America -- Involvement of' youth in safety, (Ltidy). 1:23-24. AIRCRAFT .' Designing for safety during overhaul and maintenance of the Boeing 747 (Anderson). 2:22-26. Inland Waterways -Safety and Health Assn. -- The Inland Waterways fire fighting schools (Bossier). 14:12-13. Improvements in spacecraft fire protection' (Banbury). 2:4-7. - AIRLINES . National Commission on. Safety Education-- Presentation of 25-year award to the' Na tional Commission on Safety Education(Eland). 2a:49-6(t The. changing, relationships between' the air lines and their customers (West). 7:9-13:'. same, 16:15-19. - Southern Pulp & Paper. Safety Association --Injury reporting systems (Mateenger) (panel). 21:82-33. See also. LABOR ALCOHOL AND OTHER DRUGS. USE OP Implied consent and DWI cases (Galbraith). ATTITUDES .. 24:23r26.. ' Hardcore personality and industrial illness implied consent by public demand (Nor es and accidents (Gass). 18:8-8. wood!. 24:70-73.. Is there a highway safety generation gap? Alcohol and drugs (Btevoart). 24:18-15. Judicial review of driver license suspension cases (Brennan). 24:20-21. . A new proposal for control of the drinking, driver (Lowery). 24:80-88. . Head injuries' in amateur Ice hockey (Bo- litho). 27:20-28. . An overview of product safety (Biancardi). 6:5-8. Successful' methods of developing better driver attitudes (Shoemaker). 17:32-33. Spiritus frumenti--its use and abuse Umpellizzeri). 23:12-16. Touth (drivers) and the challenge to safety (Bheehe). 23:21-24. Allen, William J,, Jr: Disaster response planning for cities. 8:8994. Alston, A.'b. ' Remarks as Retiring Chairman of the Board, . NSC. 1:29. AUDIOMETRY Audiometry. and the medical department's function in management of noise problems (Murphy). 5:88-41; same, 18:14-17.. AUDIO-VISUAL AIDS, See EXHIBITS; . FILMS; GIMMICKS; TELEVISION Andersen, Jane B. AUDIT, See SAFETY PROGRAMS-- Bicycle accidents to Bchool aged children. ' PERFORMANCE ' 23:59-61;. . .. . Anderson, P.W.P., Automotive and machine shop SECTION, NSC Designing for safety during overhaul and maintenance of the Boeing.747. .2:22-26. Officers and committees 1969-70. 3:42-43. Ses sions; 3:6-14.- Andre, Otto ' A manufacturer's research and development, program. 3:9. ANTHROPOMETRY The glass safety problem and the solution (Zeolla). 11:35-36. ASPHALT Safety aspects of in-line blending of flam mable'liauidB (Rollins). 10:23-24. ASSOCIATIONS " :! Women's safety-in industry (Peterson), is: AUTOMOTIVE-AND MACHINE SHOPS The double insulation, story (Pratt). 3:5-6. Fire protection for storage areas (Berglund). 3:11-13. AWARDS Presentation of 25-year award to the -Na tional ' Commission on Safety Education (Bland). 23:49-50. What it takes to be number on (PPG In dustries panel) (Long) 11:17-18. Winners ' of 1968 Labor Conference safety awards. 13:6-10. 54 V General'Index 6f All Volumes. AWARDS--NATIONAL SAFETY COUNCIL Bhiae, V. D. and Rockwell, Thomaa'H. Labor Conference, labor safety`award pro gram. fDUIOnJ. 13:10-11. president's Medal award presentation- at Congress banquet 1:80. ' Trustees Award, none given for 1969. 1 :S0l Value of NSC awards (Paacoe). 12:34. Two approaches to a non-accident measure . for continuous assessment of .safety per-' formance. 12:76-83. . Biancardi, M.B. . An aiverview of product safety. 0:6-8. Winners`of 1968 Labor Conference safety BICYCLES ' awards. 13:6-10. ' Bicycle accidents, to school aged children. - (Andersen). 23:69-61. B . Law enforcement's port (Barman). 23:61-63., BACKS, DESIGN AND USE . Lonwo-<bnack injuries In industry (Bond). 12: BIOMECHANICS Women's safety in Industry. (Petereon). 13: . 23. The natives are getting restless (Jones). 8: "BLACK LUNG/' See PNEUMOCONIOSIS 22-28. - Oh, my" aching back! (Dim) (Klunick and Lembke). 10:24-26. . Bleuel, George B. . Report, to Commercial Vehicle Section. 17: ' Psychological aspects of low back disability in industry imaclver). 12:73-76. ' Bolitho, Norm Baifcie, Richard D. The supervisor's responsibility for safety in . the electronic and electrical. industry, b: 18-20. Ballou, C. W. Head injuries in amateur ice hockey. 27: 26-28. . Bonaguro, Lester A. Pursuit of law violators .by police--legal aspects. 24:8-12. Making a sound , slide safety presentation. . Bond, Marcus B. 22:5-81. Low back injuries In industry. 12:68-72. Baillif, E. A. Tomorrow's safer home appliances. 28:14-20. Bair, William W. Fork lift truck training programs. 11:47-48. Baker, Lowell Safe operation of subsurface distribution ' systems. 20:10-12. Baker, R. O. The defensive driving course in on`Indus-, trial safety program. 12:18-19. ' BABGES AND TOWBOATS Dangerous cargo by barges (Harbourt). 14: a Booth, Walter ` - The garage'B role in safety for the news paper fleet 21:40-42. Boyce, Carroll TV. Remarks at opening joint session Commerdal Vehicle, School Transportation, and Transit sections. 17:4-7.' Speak up for safety! `17:8-9. Boyle, Brands R. Mobile gas 'testing gallery, a training fa culty. 7:20-22. Boyle, W. A. Major safety problems related to my in dustry (cool mines). 13:12-14. The Inland Waterways Are fighting school (Bgssler). 14:12-18. Recent highlights in tanker safety (Neal). 10:18-20. Beam, William :B. and Dunnam, Collin W. Accident prevention as a support service . contractor to the Atomic Energy Commis sion nuclear testing program. 8:18-20. Beardmore, George W.. Development of a safety standard in twelve months.' 12:120-124. Bray, Wendell B. The Bell system's, new technique in teaching i first aid. 20:4-6. Brennan, Richard M. Judicial review of driver Ucense suspension cases. 24:16-23. . Brody, Leon. Employee motivation for accident preven- Don. 8:26-29. . Brown, A. Worley What price safety? 21':1S-18. BELTS, See SAFETY BELTS Berg, Raymond K. MOtlon procedures in trades cases. 24:26-30. Betglund, Gunnar E. Fire protection for storage areas. 3:11-18. Brown; Donald L. Food Section Ideas that pay off for safety. 10:4-5. ` Brown, Thomas A., Jr. Closed circuit television as a'training tool. . 20:17-18. ` Bertie, R. J. and Landa, J. T. Problems encountered hi cold weather min ing operations. 18:34-38. Brubaker, Warren W. Accident cures and causes--the plant doc tor's viewpoint 16:40-41. 55 . 1969. National, Safety Congress Bryant, B. L. Loss conservation, a way of life. 11:43-46. Bryson, William O.' : Report of year's activities.. 8:4. Buchanan, Royal 8, . Standard procedures for tasting fame hoods in place--an unfulfilled need. 8:53-65. Bugtje, WilliamA. Construction program of' the Bay Area Rapid Transit System. 8:13-17.. . Burbridge,SIaro. Helmets. 8:66-67. Burnette, William B. .The S in safety. 33:83-86. Buesemer, R. St. .' a common 'sense approadt to eliminating unsafe acta 20:12-17. Report on car poller safety (Wiseman), to: Rescue at Lark Mine (BOUm). 18:11-14. Techniques for immediate handling of div ing injuries (Rado). 27:9-10. ' 'What happened to my brakes and steering? (Mlnlng accidents) (Yarberry). 18:27-31. Casey, Joseph . Communications . . .. tell it like it is--rep resenting classroom teachers. 23:86-88. Casey, Rena H. , Planning, staffing; and equipping for first aid In small plants. 10:25-28. Cavender, Marilee B. Washington speaks on product safety. 0:8- 12.. CEMENT, QUARRY AND MINERAL AGGREGATES SECTION, NSC Officers and committees. 1263-70. 4:18-14. . Sessions. 4:8-11. Butler, Glen B. CERAMICS, See CLASS AND CERAMICS Measuring safety performance in the glass Industry. 11:4-8. ' CERTIFICATION The need for certification of the safety pro c CABS Prfottgress in protecting miners (Seed). 7:23* fessional (Gorbell). 12:44-48. Cestrone.Patrick F. Should - the federal government develop safety standards? 12:111-115. OaUison, J. SI. Plant implementation of corporate press room safety standards. 3:Z4-28L Cameron, Charles St. Utilizing statistics in' home safety program ming 28:10-14. Campfleld, William, moderator ' ^>?To yotur proeramT (pan' OhampUn, B.W. M2in1u-2te2.s of the Annual Council Meeting. 1: CHEMICAL INDUSTRY Safety aspects of nuclear IB- (Coleman); (b) a:T~ a: (a) 5:12- CHEMICAL SECTION, NSC Officers and committees, 1963-70. 3:60-61. Sessions: 8:4-41. Carlo, S.A. Safety leadership in transit; 17:27-29. Carlson, Virgil R. Hbw aro you coming through? 8:48-52. CASE HISTORIES ' The anatomy of marine casualty investiga tions (Ball). 14.`29-3a Basic causes of industrial losses (Schmidt). 11:80-31. Commercial liability and product safety for. consumers of textiles (Bchroeder). 28:2026. - The glass safety problem and the solution (Zeolia). 11:83-37. . Hazard evalfihtion and its use In the regula tion of hazardous materials transportation (StcOontiauyhey and others). 14:37-42. . Hazards of aerial basket equipment' (Rop ers;.. 20:6-9. ' How the API' assistance works with the undetermined origin of gasoline leaks (Ainiay). 18:15-18. ... Judicial review of driver license' suspension cases (Brennan). .24:16-23. ' Liability problems of Industrial property owners (Ball). 4:3. The' potential of in-depth (traffic) accident investigation teams--Wisconsin's experi ence (ffchuts). 24:38-42. CHEMICAL TESTING FOB INTOXICATION Implied consent and PWI cases (Galbraith). 24:28-26. CHEMICALS Dangerous cargo by barges (Barbowrt). 14: Emergency safety equipment In the packing plant (Riviera). 10:32-33. Hazard evaluation and its use in' the regula tion of hazardous materials transportation (McOonnaughey and others). 14:87-42. Labeling and handling of hazardous ma terials (Beeor). 14:5-9. Meat plant sanitation' -- its relationship to , safety (Trollen). 10:30-31. ' Respiratory protection (Fawcett). 8:6-12. - Safe handling of organic peroxides (Varjavandi and Stayed). 8:17-25. What's bugging you? Panel. 13:31, 84-86. Chew, Charles, Jr. Safety in the inner citlea 28:18-19. CHILD SAFETY Liability problems of - Industrial' property owners, (Ball). 4:3-8. See also BICYCLES; PEDESTRIANS; SCHOOL TRANSPORTATION; SCHOOLS;. TOYS General Index of All Volumes. Cholbs, Roger R. Mom kmg should aflrolast? 1:12-15. ' CUBES' Disaster response planning for cities (Alien). 8:89-91. . Safety in'the inner cities (OKew). 23:18-19. School bna- safety representing large cities (BeOtacomo). 23:80. CnS. DEFENSE Disaster response planning for cities (Allen). 8:83-94. See also DISASTERS dm. DISTURBANCES, See DISASTERS Cleltoid. Gordon J. ' S + B = SD (Skill + behavior = a safe driver). B-J0-&. CLUBS--HIGH school Tooth and challenge to safety (IAckllder). 23:20-21. . Operation pride (Kidweil). 21:89-40. Philosophy "-of school ' employee, accidents . (Edwards). 23:76-80. Safe productivity in' ntevedoring^-a neces sary evil, or valuable asset (Miller). 14:16. COMMUNICATIONS ' Are you bard of listening?' (Lille). 11:6-10. Communications .. . .. toll it like It is (ex tent of services of state departments for schools) (Bathos). 23:84-35. Communications . . ; tell it like it is--repre senting classroom teachers (extent of state ... services) iCasey). 23:86-86. . Off the job safety (Gorp).1o:16-19. Working in inert'atmospheres in refineries' (ptBeTly). 19:10-11. ' ' COMPRESSED AIR EQUIPMENT Sound reduction--compressed air equipment (Simpson). 13:28-25. Conkling, Thomas Budgeting for police safety. 8:61-68. - COUmONO Usee ventilation by line brattice and by amdUary fans (DnleeU). 7:18-19. . Major safety problems related to my indus try (Boyle). 13:13-14. Mobile gas testing gallery, a training fa cility (Boyle). 7:20-22. . Progress in protecting miners (Reed). 7:' Hoof truss application (Maberry). 7:81-35, Safe machine design for 950 volt.AC face machinery (Warner). 7:4-9. Water Infusion of longwali -and conventional , faces (Phillips). 7:23-26. COAL MINING SECTION, NSC Officers and committees, 1969-70. 7:88-38. Sessions: 7:4-35. - COATINGS Improvements in spacecraft Are protection' . (Banbury). 2:5-6. - Coleman, J.R. Safety aspects of nuclear gauges. 3:12-15. - collective bargaining Safety and sound labor , relations--on Insep arable pair {Wallace). 21:12-15. Connell, William M. Causes ot on-duty injuries to police officers. - 8:102-10! CONSTRUCTION INDUSTRY Accident prevention as a support service contractor to the Atomic. Energy Commis sion nuclear testing- program (Dunnam and Beam). 8:18-20. Benefits of specialized safety programming (Mueller). 8:11-18. : Construction machinery safety--an industry ' approach (Larmore). 8:121-122. Construction programof th'e Bay Area Rapid Transit system (Bugge). 8:18-17. How we applSr "SPATS" in safety programjnlng:(ifllor). 0:8-11. . Sound reduction--compressed air equipment (Simpson). 15:23-25, What is CPM (critical path method)? (Bolmes). 8:6-7. What must be' done to recognize the vital few (injuries from falls) (LemheJ. 2:16-. 17. . CONSTRUCTION-SECTION NSC Officers and committees, 1969-70. 8:186-189. Reports of year's activities (Bryson). 8:4. Sessions.'8:4-20. COLLEGES AND UNIVERSITIES ; Campus disturbances (Jones). 23:41-45. Curriculum for safety education supervisors (Marshall). 23:25-29. . The generation gap (McLeod). 23:36-41. The need for certification of the safety pro fessional (QorbeII). 12:44-46. COMMERCIAL VEHICLE SECTION. NSC Remarks at opening of Joint session Com mercial Vehicle, School Transportation and Transit Sections (Boyce). 17:4-7. Report to Commercial Vehicle' Section (Bleued). 17:13. COMMITTEES Major safety problems of my industry (for est industry) (Smith). 13:15-18. Major safety problems related to my indus try (coal mining) (Boyle). 13:12-14.. CONSUMERS, See PRODUCT SAPEXT CONTESTS--NATIONAL SAFETY COUNCIL What it takes to be number one (PPG In dustries panel) 11:15-21 (Long)', 11:21-23(Lucas); 11:22-28 iBipsley). Corbin, Duane L. Construction and operation of a recreation department shooting range. 27:31-88. . COSTS Is your company cost conscious? (Hopkins). 21:23-25. - The measurement of safety engineering per formance (Grimaldi). 12:98-99, 106-110. Safe productivity In stevedoring--a .neces sary evil or valuable asset (Miller). 14: St. Regis injury cost system (Rutledge). . 21:81-32. 57 1969 National Safety Congress What must be done to recognize the vital ..- few (Lemke). 2:14-19. Seei also LOSS CONTROL Cottrell, Joseph J. Motivation (school bus workshop). 17:21-22. Court,-Frarik.A. Power steering with- an adequate safety program. 17:10-12. DERMATITIS Industrial hygiene factors in power press operations (Sallee). 3:31. DETERGENTS Meat plant sanitation -- its relationship to safety (Trollen). 10:80-81. Dickens, Dean Selling DDC in the state.. 12rfMl COURTS Liability" problems of industrial property owners (Hall). 4:3-6. See also TRAFFIC COURTS Comar, Robert, moderator Supermarket safety swap shop. 10:38-89. Dickson, B. B. and Tebrock, B. e`. Occupational medicine- and safety in the . utility industry. 20:19-22/ . Diehl, George ' Sound reduction--compressed air equipment.' 10:23-25.... ' CRANES. Government views stevedore safety (Unsen- mayer). 14:20-21. * Structural features relating to design and - - safety'of electric overhead traveling crones (Murray). 1S:17-19. What's bugging you? A panel discussion. . 13:26-28. . s Dtllon. Thomas A. The labor safety awards program. 13:10-11. DISASTERS Disaster response planning for cities (Allen). 8:89-94. An. emergency readiness program' (Kiefer). CRIME Basic causes of Industrial losses (Schmidt). 11:26-33. . Rescue at Lark Mine (Hilton). 16:11-14. School disaster planning format (Toomsen). 23:7-12. . Is there a highway safety generation gap? DISTILLERS (Panel). Distillers' round table--Are protection- tests.' Introduction (Frgney). 24:6. 10:9-10. Auto theft (Oliver). 24:6-8. Pursuit of law-violators by police--legal aspects (Bonaguro). -24:8-12. - AIcolol and drugs (Stewart). 24:18-16. ' DIVING Techniques for Immediate handling of div ing injuries (Rado). 27:9-12. . Safety in' the Inner cities (Chew). 23:18-19. . DOLOMITE QUARRIES CRITICAL INCIDENT, See NEAR MISSES CRITICAL PATH METHOD, See NETWORK ANALYSIS 8YSTEHS .Crow, Trenton Progress in protecting' miners (Reed). 7: 80-31. . N DOORS--GLASS The glass safety-problem and the solution (Zeolla). 11:33-87. Accident statistics--their collection, correla Product safety and you (.White). 11:12. tion, analysis and use. 8:36-37. Dorius, Earl N. DDC for traffic violators. 24:73-76. -D Daleell, R. W. ' Face ventilation by line brattice and by auxiliary fans. 7:13-19. Danley, Robert P. (Presiding) ' School tnmsportation workshops. 17:16-26.. Deck, Edward N. Safety training institute .courses, 12:29-30.. De Felice, Walter, Jr. ''Selling DDC in a community. 12:6-8. DEFENSIVE DRIVING, See DRIVER IMPROVEMENT . Dedacomo, Louis School bus safety--representing large citieB. 23:30. DEMONSTRATIONS Campus disturbances (Jones). 23:41-46. Douglas,-B. M. . The evolution of the professional safetyman. 16:7-11. Drake, Russell 'A., Jr. High risk, high values, and -high loss ratios --the insurance problems-of stores, hotelsmoteis, supermarkets, and food services. 10:34-36. DRIVER EDUCATION The Automotive Safety Foundation's driving simulator project (Robinson). 23:66-71. Communications . . . tell it like it is (ex tent of services of state departments) . (Farkas) 28:84-36. . The Highway Safety Program manual for driver education (Dunn). 23:60-64. S + B = SD (Skill 4- behavior = a' safe - driver) (Oleland). 6:20-22. Teaching skid control in high, school driver education (Johnson). 23.^766. The trouble with driver education (Bheehe). 23:63-69. V.:' - - . : . . ' ` ` . ..'.' ..... General Index of All Volumes DRIVER IMPROVEMENT . Surinam, Collin W.'and Beam, William B.- DDC as a safety program .for Industry (Gray). 12:22-24. , DDC tor traffic'violators (Borius). 24:73-76. Accident prevention as a support service contractor to the Atomic Energy Commis-' slon nuclear testing program. 8:18r20. d The defensive driving, course in an. Indus trial.safety program {Baker). 12:18-19. Defensive driving course in driver, improve ment clinics for violators (Bowes). 12: 14-16. "' Burso, Matthew and Ladick, Ronald M. Eye .protection in the Chicago police depart ment 8:116-118. DUST CONTBOL Establishment of defensive ' driving traffic school (Bobbins). 12:16-17. '' Face ventilation by -line brattice and by auxiliary tons (Bales'll). 7:13-19. Industry, be. the leader--fight traffic bugs ' Industrial hygiene factors in power press with DDC (Idikkelson). 12:19-22. operations (Sallee). 8:31. Let's speak up for. DDC (Klamm). 12:6-6.' Selling- DDC in a community (Be Felice). 12:6-8. '. Selling DDC in the state (Bickens). 12:8-11. - Ventilation/tend dust control at the FroodStobie plant (Begsworth). 16:32-34. Water infusion of longwall and conventional faces. (Phillips). 7:23-28. -Selling DDC in the state (Powell). 12:11-13. See also RESPIRATORS Uses of DDC as a training program for em ployees (Weeks). 12:25-26. E DRIVER LICENSING EARLY MORNING SESSIONS Driver licensing hi Dllnois (Bibons). 24:60- - Safety is no accident (Winters). 28:6-80. Improvement of drivers through original li censing means (Goldstein). 24:52-54. Judicial revle.w of driver license suspension cases (Brennan). 24:16-23. DRIVERS Behind the wheel driver training for police officers (Bleu and Johnson). 8:40-45. DDC for traffic violators' (Borins). 24:73-76. Driver responsibility for powered industrial trucks (Mariani). 11:61-5& Implied consent-and DWI cases (Galbraith). 24:23-28. Is there a highway safety generation gap? ^Ponel). Alcohol and drugs (Stewart). 24: A new proposal for control of the drinking driver (Lowery). 24:80-831 Police vehicle accidents (Langness). 8:88-39. Youth and the challenge to safety (Bheehe). ' 28:21-24. DBIVEBS--BUSES Accident proof your drivers (of school buses) with a training program (Weiss). 17:14-16. ' On-board accidents (Leiereapf). 17:37:89. Raising sub-standard performance of drfv. ers: newer operators--the old timer (John son). 17:88-86. School transportation workshops -- the ex perts respond: Motivation (OottreH) 17: 21-22; Motivation (Parrish) 17:24-26;-Se lection (Pellegrino) 17:24; Selection (Wieotekey) 17:29-21; Training (Loshbough) 17:22-28; Upgrading (Gemberling) 17:2324, 26-26; Summary (Wren) 17:26.' Selling the operator oh passenger safety (Rise). 17:42-43. Successful methods of developing better driver attitudes (Shoemaker), 17:82-33. - BROWNINGS Boating safety and. the -Coast' Guard's pro gram (McClelland). 27:14. DRUGS, See ALCOHOL AND OTHER DRUGS ,. ' Bunn, Leroy W. The highway Bafety' program manual for driver education. 23:60-64. ECONOMICS Basic causes of industrial losses (Schmidt). 11:26-33. Guarding the'small press (Kraklow). 3:38- Loss conservation, a way of life (Bryant). 11:43-46. See also COSTS; LOSS CONTBOL; SOCIO-ECONOMIC ASPECTS Economos, James Summary (traffic court panel). 24:34^35. Edlund, Paul Are you putting me on? 24:76-79. Edioards, L. F., Jr. . Philosophy of employee accidents. 23:76-80. Eland, Ivan L. Presentation of 26-year award to the Na- - tionat Commission on Safety Education. 23:49-50. . . ELECTRIC EQUIFMENTtSee ELECTRONIC AND ELECTRICAL EQUIPMENT ELECTRIC UTILITIES . Hazards of .aerial basket equipment (Rog ers). 20:5-9. International Brotherhood of Electrical Workers looks at accident prevention. (Keenan). 18:4-6. Safe operation of subsurface distribution systems (Baker). 20:10-12. , ELECTRONIC AND ELECTRICAL EQUIPMENT The double insulation story (Pratt). 8:6-6. Engineering early warning fire protection (Johnson). 8:4-9. ... - Pilot plant electrical hazards (Prugh). B: 26-29. Safe machine design for 960 volt AC face machinery (Warner). 7:4-9. Safety recommendations for hospital elec tronic equipment (Montgomery). 5129.-32. ' Safety training-tor the electronic and dec- - trical equipment industry (Hartman), o: 21-23. , 59 1969 `National, Safety Congress Safety with power tools (Proven). 28:20-22. The supervisor'll responsibility for safety in the electronic and electrical industry (BaUcie). 8:18-20. electronics and electrical EQUIPMENT SECTION, NSC Officers and-committees, 1969-70. 0:21-25. Sessions. 8:4-29. P FAUA--PEOPLE Meat plant sanitation--its relationship to safety (Trotten), 10:29-80. . The safer home--will it come to be? (Jones). 28:23-24. . What must be done to recognize the .vital few (Lemke). 2:16-17. EMERGENCIES Parkas,,George . Ax^^msTgency readiness program (Kiefer).. . Communications--tell it like it is. 23:34-85. - See also DISASTERS; FIRST AID & ` RESCUE -EMPLOYEES Compulsory retirement ages (for police de partments) (Nagy). 8:109416. - Employee motivation for accident prevention (Brody). 8:26-29. Hardcore personality and industrial illnesses and accidents (Gass). 18:3-91 The natives are getting restless- (Jones). 8: 21-25. t A new look at licensing of merchant marine officers (Bead). 14:31-36. . Personnel safety in solid, waste management -systems (Weaver). 8:125-129. Safety orientation--new hires (Laxowski). . 10:16-16. , . Service station safety. (Marquard). 18:5-9. EMPLOYEES--HANDICAPPED 1 High risks, high .values, and high loss ra tios: - personnel control is part - of the answer (Schmidt). 10:35-88. What's bugging you? A panel discussion: 13:83-84. ENFOBCEHENT Are accident prevention programs in Amer' lea. commendable? (MacDonald). 23:6-6. Campus disturbances (Jones). 23:42-45. Material handling (Erickson). 21:87-88. -. See also POLICE; TRAFFIC COURTS FABM (AND NON-FARM) SAFETY Accidents to rural Ohio residents (Stuckey). 28:8-10: . Bossier, William *-"The Inland Waterways fire fighting school. . - 14:12-18. FATIGUE--HUMAN Does moonlighting affect on-the-job acci dents? (Penney)...17:40-42. Industrial' hygiene factors in power press operations (Sallee). 8:32. FATIGUE--METAL Structural features relating to design and safety of electric overhead traveling cranes (Hurray). 1B:ia Fawcett, Howard H. Respiratory protection. 8:6-13. FEDERAL ASPECTS. See LEGISLATION; U.8. GOVERNMENT FERTILIZER INDUSTRY Management's role in a fertilizer safety pro gram (Wheeler). 8:42-43. Thirteen years disability free-?lt can-be done (Hedriok). 8:44-47. - FERTILIZER SECTION. NSC Officers and committees, 1869-70. 8:62-63. Sessions. 8:42-47. - ENGINEEKING Are accident prevention programs in Amer- ica commendable? (MacDonald). 23:5: Material handling (Erickson). 21:34-88. . . The measurement of safety engineering per formance (Grimaldi). 12:93-110. ENGINEERS, SAFETY, See SUPERVISION Erickson, Rickard JET. Material handling. 21:34-88. Bspinoia, Donald P. Why National Safety Council membership? 12:28. EXHIBITS Motor bike accidents--a national epidemic :. (Walts). 23:45-47. , Etcley, John 0., Ill Harmony in highway safety-programs--bari tone--the role of city and county highway - safety commissions. 24:65-67. EYE PROTECTION ' Bye protection in the Chicago police depart ment (Durso and Ladiok). 8:116-118. FILMS . Making a sound slide safety presentation (Bailey). 22:29-81. _ Oh a^ggdng back! (Kluniok and Lembke).' Finley,-W. . Aspects of safety (medical-legal). 22:19-22. . FIRE AND EXPLOSION . Commercial liability- and' product- safety -for consumers of textiles (Bohroeder), 28:19-. 26. Designing for Safety during overhaul and maintenance of the Boeing747 (Anderson). 2:22-28. Distiller's round table--fire protection tests. 10:9-10.Engineering early warning fire protection (Johnson). 8:4-9. The Fire Research and Safety Act (Boekett). 8:63-66. .Hazard evaluation and Its use in the regula tion of hazardous materials transportation (MeOonnauyhey). 14:89-41. Improvements In spacecraft fire protection (Hanbury). 2:4-7. General Index of AttyFolumes. . Labeling and handling of hazardous ma terials (Becor), 14:8. Loss conservation, a way of life (Bryant). 11:48-48. Progress In protecting miners (Heed). 72a. She safer home--will it come to boT (donee). . .28:24^37. . Safety recommendations for hospital elec. tronlc equipment {Montgomery). 8:80-31.. A^DOTey team'a. evaluation (Windsor). 12: What it takes to be number one (PFGIndUBtrias panel) (BipSley). 11:22-24. MEE EXTINGUISHING Fire protection for storage areas (BergJuno).: 3:11-18. Flre^rrotectlon in paper storage (Hair), set s How long should a fire last? (Petroleum In dustry) (Oholin). 10:12-15. The Inland Waterways fire fighting schools (Bossier). 14:12-13. vie of sir curtains in mine, ventilation (Gtassmuok). 18:44-60. Ventilation and dust control at the Frood- Stoblo plant (Begsioorth). 18:32-34. . FOUNDATIONS-AUTOMOTIVE SAFETY FOUNDATION ' The Automotive Safety foundation's driving- Simulator project (Robinson). 23:66-71. Rox, Beyer 8. . Medical aspects of the Industrial noise prob lem. 8:83-38; same, 182-14. Rroney, W{Biam B. Is there a highway safety generation gap? 24:5. FRONT-END LOADER8 (MINIS) What happened to my brakes and steeringt. (Barberry). 18:29-31. \' Blitter, B. O. Industrial safety in metals industry. 15:10- MBMIBB .. Construction and operation of a recreation . POME HOODS department shooting range (Corbin). Z7: Standard procedures for testing fume hoods 31-33. in place--an unfulfilled need (Buchanan); Police firearms safety (Glenn), 0:118-120. 8:63-55. Safety on an Industrial recreation shooting " .range (Zersen). 87:33-35. Firenze, Robert J. . FUMIGANTS FOB TOBACCO Government views stevedore safely (Linsenmayer). 14:22.-' Characteristics of safety system design. 8: 68-70. MUST AID AND RESCUE ' The Bell System's hew technique in teach ing first aid (Bray). 20:4-5.. Planning,' staffing,, and equipping tor first aid In small plants (Casey). 1028-28. Rescue at Lark Mine (Baton). 18:11-14. ' Techniques.for' Immediate handling of dlr: ing injuries (Rado). *7:9-12. . .'# Galbraith, Robert A. . Implied consent and DWI cases. 24:23-28. GARAGES, See SEBVICE STATIONS 8 GAHAOBS - GABBAGE COLLECTION, Bee WASTE DISPOSAL FLAMMABLE LIQUIDS Saleh aspects of ln-llne blending of flam mable liquids (Rollins). 10:20-24. . See also GASOLINE : FOOD AND BEVERAGE SECTION, NSC Food Section ideas that pay off for safety-- 'panel. 10:4-9. Officers find committees, 1969-70.10:40-42. Sessions: 10:4-14. FOOD INDUSTRY - Can', you justify -your safety program? (Panel) Oamp/wld, moderator). 10:13-14. Poultry processing committee roundtable - (Shephard). 10:12. FOOTWEAR,. See' SHOES FOREIGN COUNTRIES--CANADA Does moonlighting affect on-the-job acci dents? (Penney)'. 17:40-42. The evolution of the professional safetyman (Douglas). 18:7-11. Head injuries In amateur ice hockey (Bo-' Who). 27:20-28. Major safety problems of my Industry (Smith). 18:15-18. The natives are getting restless (Jones). 8: 21-25. Claris, Richard Reducing'ski injuries: 27:19-201 Garrick, James G. The epidemiology of ski Injuries--progress report. 27:28-80. GAS MAttltH Use of respirators (Reootr). 8:77-78. GAS TURBINES Sound reduction--compressed air equipment .. (Simpson). ib:25. GASOLINE How the API assistance works with the un determined origin of. gasoline leaks (Ain- lay). 10:16-18. -- ` Safety aspects of In-line blending of flam mable liquids (RoiUne). 10:20-24. Gass, Gertrude Zemon Hardcore personality and industrial Illnesses' and accidents. 18:8-8.- "- Gemberling, Marshall Upgrading (school bus drivers, workshop). 17-23-24, 26-26. GENERAL SESSIONS . General- Sessions. 1:4-6L GENERATION GAP - The generation gap(McLeod). 23:88-41. la there, a highway safety generation gap? Panel. 24:5-16. Gidel, Robert D'. . Waleh-Heoley Safety and the Occupational Safety and Health Act of 1969. 21:18-23. Gilliland, J.L. ' Implementation, of the Air Quality Act'of 1967.4:7-11. . . glass and ceramic industries The glass safety problem and the solution ('Zeonaj. 11:83-37. Measuring safety performance in the glass industry (Butler). 11:4-6. Product safety, and you (White). 11:10-14. What it takes to be number one (PPG- In dustries.panel) 11:16-21 (Long)', 11:21-22 (Lucas); 11:22-26 (Hipsley). GLASS AND CERAMIC SECTION. NSC Officers and committees, 1969-70. 11:53-64. Sessions. 11:4-87. Glenn, Robert Police firearms safety. 8:118-120. Gmeinder, Renry J. Gathering and disseminating work Injury statistics. 12:38-43.- Gold, Jacob What's Jng you? A panel 'discussion, - - 13:26-36. "ho is responsible? 13:20-22. Goldman. Richard M., Bee McConnaughey, W. E. and others. Goldstein, Leon G. Improvement of drivers through original licensing -means. 24:52-64. GorbeTl, G.L. - The need for certification of the safety pro fessional. 12:44-46. Gordon, Harold H. Supervision and safety in trash removal operations. 8:134-136. . Gorg,.WalterE.,Jr, Off the Job safety. 10:16-19. Hager, Peter U. .Libor's role in accident prevention..- 25:1012 Hair,.Willard L. Fire protection in paper storage. 21: Ban, Donald P. The anatomy of marine casualty investiga- . tiona. 14:28-31. , Hall, Harry 8. r* Lability problems of industrial property owners. 4:3-6. Hanbwry, William L. Improvements in spacecraft fire protection. 2:4-7. HANDICAPPED, See EMPLOYEES-- ' HANDICAPPED; SCHOOL TRANSPORTATION WORKSHOPS Hanna, John T. ' Harmony in' highway safety programs--sec ond tenor--state role. 24:62-64. grAde crossings. Keynote address: making railroads safer and better (Grayson). 22:4-6.- The state of Illinois grade crossing protec tion fund (Stem). 22:22-26. Barbowrt, H. L.- . ' . Dangerous cargo by barge. 14:9-121 Harman, Howard Law enforcement's part, 23:61-63. Graff, Howard II. Bart, Joseph W. ' . f* CJoorrpporate coonnss!iderat_i_o_n_s__i_n_volved with new mnine safety equipment. 18:23-27. Power press accidents--a management prob-i lem. 3:16-18. j Grassmuclc, Gerard Hart, Larry R. . Use of air curtains in mine ventilation. 18:4 Physical fitness for law enforcement agen 44-66. . ' cies. 8:45-66. Gray, R. If. Hartman, John P. t)DC as a safety program for industry. ' School busing hi- middle-size school districts.. 12:22--24. . 23:30-32. Grayson, R.C. Hartman, Lawrence Keynote address: making railroads ' safer and better. 22:4-7. . Control and the physical condition of the driver. 11:49.  General Index of AU Volumes 'Hartman, William I. . Safety, training for the electronic and elec- trical equipment industry. 9:21-23. hazard codes ' How we apply "SPATS'* in safety program ming (Mitor). 8:9-11. HAZABD RECOGNITION 'Hazard recognition (Levons). 2:7-14. Hazards in context (Levens).' 12:47-54. HAZARDOUS MATERIALS Government views stevedore safety .(Linsenmayer). 14:22. Hazard evaluation and'its use in the regula tion of hazardous materials transportation McConnaughey and others). 14:37-42. Labeling, and handling of hazardous ma terials (SecorJ.: 14:5-9. HIGHWAYS--SAFETY PROGRAMS' Harmony in-highway safety programs: First tenor--federal role (Lindquist). 24: 60-62. Second' tenor--state role (Hanna). 24:6264. . Baritone--the role of city and county , highwajr safety commissions (Exley). Bass--private sector (Perini). 24:67-70. The national, highway - safety program--In troductory remarks (Spits). 24:43-44. . Thb national highway safety program stand ards--where do do stand-hold or count-' dovm?(Wilson). 24:44-50. . The state' of Illinois', grade crossing protection fund; (Stern). 22:22-26. Hilton, Charles .Rescue at Lark Mine. 16:11-14. . HEAD PROTECTION Hipsiey, Harold Head injuries in amateur ice hockey (Bolitho). 27:23-28. What it' takes to be number one. 11:22-26. . Helmets (Burbridge). 9:56-67. HEALTH General health problems in today's travel (Spies). 19:26-80. . Off the Job safety '(Qorg). 10:19. Physical fitness for law enforcement agen cies (Hart). 8:45-68. HISTORY Hie'generation gap (McLeod). 28:36-87. Motor vehicle inspection (Terry), 24:56. ' The new challenges to safety in the seven: ties (Smith). 15:15. Safety considerations in -the control of presses (Holland). 3:18-20. Holland, Frank H. HEARING Safety considerations in 'the control of Audiometry and the medical department's presses, 3:18-28. function - in management of noise prob lems (Murphy). 18:14-17. Hollenbaugh, William (7., ' The challenge of hearing protection (Maas). Snowmobile trail systems. 27:15-19.. 25:6-10. - v'.'- Hedical aspects of the Industrial noise prob Holmes, Harold J. lem (Box). 5:33-38; Bame, 18:9-14.-- What is C P M (Critical Path Method) 7 8:5- Nolse control for the Walsh-Healey code (Schneider). 25:13-15. 7. Occupational hearing loss (Satdtoff). 16:8940. HEATERS 1 Ventilation and- dust control at the. FroodStoble plant (Segsworth). 16:82-34. Hedrick, Kyle ' Thirteen years disability free--it can be done. 5:44-47.. Heilman, Alfred HOME SAFETY Accidents to rural Ohio residents (Stuckey). 28:8-10. Off the Job safety (Qorg). 10:16-19. . Product safety ancf you (White). 11:13-14.'. The safer home--will it come to be? (Jones). 28:28-27. . Securing meaningful statistics--a new ap proach (Recht). 28:5-7. Tomorrow's safer home appliances (Baillif). 28:14-2(1 The Implementation of a'concept 5:66-59. Utilizing statistics in home safety program ming (Cameron). 28:10-14. Beuer, Norman L. Washington speaks on product safety (C'av- Food Section ideas that pay off for safety-- ender). 6:8-13. .. a new steering wheel spinner knob jtor power trucks. 10:6, 9: Hoover, Don.B._ . HIGH POTENTIAL ACCIDENT INDEX Issues in safety measurement (Jacobs). 12: . 37-88.91. .- - Ge88tt.ing a new state p*rogram going. 12:36- Hopkins, John P. ' Is your company'cost conscious 7 21:23;25. ' HIGH-RACK STORAGE Fire protection for storage areas (Bergland). a:ll-l3. HOSPITALS Safety recommendations' for hospital elee. tronlc equipment (Montgomery). 5:29-32. HIGHWAYS--INTERSTATE SYSTEM Remarks at opening joint session Commer cial Vehicle, School Transportation and Transit Sections (Boyce), 17:6. Rowes, Lebert A. Defensive driving course in driver improve ment clinics for violators. 12:14-15. 63 1969 National Safely Congress Hughes, Charles Li Safety motivation. 8:9-17. HUMAN -FACTORS Accident, cures and causes--the plant doctor's viewpoint (Brubaker). 16:40-44. Human behavior as it relates to safety--a community perspective (McGee). 2a:47-48,.. Safety Is no accident (Winters). 26:5-30. Hyatt,. B. O. Respirators, selection and training. a:7L. Johnson, Frank A,' Raising: substandard performance of driv ers: newer .operators--the old timer. .17: 83-85. Johnson, J;_B. Engineering early warning fire protection. Johnson, Margaret L. . .Teaching skid control in high school driver education. 23:63-66. I ICE HOOKEY . Head Injuries in amateur ice. hockey (BoMho). 27:20-28. IMPACT TESTS The glass safety problem .and the-solution (Zeolla). 11:84-86. ImpelHaseri, Michael T. Splrltiis frumentl--its use and abuse. 23:12- Johnson, William and Kiev, Jack Behind the wheel driver training for police officers. .8:40-45. Jones, Don F. The natives are getting restless. 8:31-25. Jones, Donald B. Campus disturbances: 23:41-45. Jones, Budard A, The safer home--will it come to be? 28:23- 27. IMPLIED CONSENT ' implied consent and DWI cases (Galbraith). 24:23-28. implied consent by public demand (Nor wood). 24:70-78. Judicial review of driver licenses suspension cases (Brennan).. 24:20-21. INERT OASES. Working in inert atmospheres in refineries (O'Belty). 18:9-12. K Keenan, Joseph D. International Brotherhood' of ' Electrical . W4r0o.rkers looks at accident prevention, is: Kidwell, Richard a. Operation pride.'21:89-40. Kiefer, William a. INJURY BEPORTINO, See ACCIDENT STATISTICS--METHODS An emergency readiness program. 10:20-22. Klambi, Edward B. INSPECTION Let's,speak,up for DDC. 12:5-6. Should the federal, government develop ' . safety standards (Oestrone). 12:114-115. What it takes to be-number one (PPG In. dustries panel) (Long). 11:19. What's bugging you? A panel 'discussion, (Inspector qualifications). 13:81-83, 36. Kiev, Jack and Johnson, Wiliam Behind the wheel driver training for police' officers. 8:40-45w Kling,AlanL. - c*mnees . challenges. 11: INSTRUMENTS . Noise control for the Walsh-Healey code (Schneider). 23:13-15. Safety aspects of nuclear gauges: (a) 8:1215 (Coleman); (b) 8:15-16 (Btockel). Safety recommendations for hospital elec tronic equipment (Montgomery). 3:29-32. Ison, Robert G. Injury reporting systems--The Kimberly- Clark system. 21:29-80. .. Kluntck, O.H. and Lembke, BobertL. Ob, my aching back! 16:24-28. Kraklow, T. A. Guarding, the small press. 3:38-41. Plant performance--'U.S. and foreign. 12: 68-60. Ktimler, Edwin O., Jr. Excessive noise. 3:83-37. J Jacobs, Herbert H. Issues' in safety measurement 12:83-92. James, Glenn Can we sell the passenger on passenger safety? 17:40. JOB PLANNING How we cpply "SPATS" in safety program ming (Milor). 8:8-11. What is C P M (Critical Path Method)? . (Holmes). 8:5-7. Kushner, Lawrence J)f. Are there standards? 8:12-16. L LABELING Labeling and handling of hazardous mate- rials (Secor). 14:6-9. LABOR . Labor sessions. 18:4-36. Labor's role -in accident prevention (Hager). 23:10-12. 64 General Index of All Volumes Safety and sound labor relations--an inseparabiepair (Wallace). 21:12-15. . . What's, bugging you? A: panel discussion. ,13:28-83. Who irresponsible? (Gold). 13:20-22. labor, migrant workers . Are accident: prevention programs in Amer ica commendable? (MacDonald). 23:0. LABOR UNIONS Consolidated report of Labor Conference ac tivities (Lauck). 13:11-12. International 'Brotherhood of Electrical Workers ' looks at accident prevention (Keenan). 13:4-6. The labor safety awards program (Dillon).. 13:10-11. Major safety problems, related to shipbuild ing (Groton). 13:18-20. Winners of 1368 Labor Conference safety awards. 13:6-10. , LABOR UNIONS--INTERNATIONAL LONGSHOREMEN'S ASSN. The union's view of stevedore safety (Ternanovo). 14:17-19.- LABOK UNIONS--INTERNATIONAL WOODWORKERS OF AMERICA f ^ Industry.'- Lauck, Rea' '- . Consolidated report of Labor Conference activities. 13:11-12. LosowfTA, Frank " . Safety orientation--new hires. 10:16-18. T.T>nmuiMii The uncommon safety man--your challenge . for the-future (Reed). 21:7-U. LEGISLATION The glass safety problem and the solution - (ZeoUa). 'll :86-87. Implementation of the Air Quality Act of 1867 (Gilliland), 4:7-11. Major safety, problems' related to my indus try (coal mines) (Bogle). 13:12-14. The national highway safety program stand ards--where do we stand--hold or count down? (Wilson). 24:44-50. Safety -- today's. changes and challenges (Klingj. 11:4JL Should the federal government develop safe ty standards: (Oemrone). 12:111-115, Walsh-Healey Safety and the Occupational Safety and Health Act of 1869 (Gidel). 21slS-28. . What price safety? i'Broum;.'21:16-18. LABOR UNIONS--UNITED MINE WORKERS OF AMERICA Major, safety problems related to. my industtry. (Boj/fejT 13:12-14.. LABORATORIES issues in safety measurement (Jacobs). 12.:' 91--92. ' Standard procedures for testing fume hoods targlnce--an unfulfilled need (Buchanan), s: ' What must be done to prevent high pressure accidents (Pinyan). 2:20-21. LABORATORIES--EMERGENCE VIRUS ISOLATION FACILITY . The tagjementatlon of a concept (Bellman). v Ladiok, Ronald M. and Duno, Matthew Bye protection in the Chicago police departmeat 8:116-118. Lakey, Robert J., Bee McOonnaughey, W. B. and others. LAND USE Snowmobile trail systems (Bollenbaugh). 27:16-19. Landa, J. T. and Bertie, R. J. Problems encountered in cold weather mln- tag operations. is:S4-88. Langnesa, Curtis Police vehicle accidents. 8:88-99. Lormore. -B. T. Construction machinery safety--on Industry ' approach. 8:121-122. Larsen, B. Richard Safety on an Industrial recreation shooting range. 27:33-85. LEGISLATION--FEDERAL METAL AND NON-METALUO MINE SAFETY ACT OF 1968 . Corporate considerations Involved with new mine safety equipment (Graff). 13:23-27. Management's commitment to safety. (Rich ardson). '18:4-6. LEGISLATION--OCCUPATIONAL SAFETY AND'HEALTH ACT 1969 Address (the design, development and ob jectives of the Occupational Safety and Health Act) (Guenther). 12:54-57. Walsh-Healey Safety and the Occupational Safety and Health Act of 1969. (Gidel). 21:18-28. Women's safety In Industry (PetersonJ.'is: 22-26. LEGISLATION--WALSH-HEALEY ACT Noise control for the Walsh-Healey code (Schneider). 23:18-15. Safety standards: by participation or pre scription? (Trombley). 12:116-120. Walsh-Healey Safety and the. Occupational Safety and Health Act of 1989 (Gidel). 21: 18-23.- Lelersapt, George L. , On-board accidents in the transit Industry. 17:87-89. Lembke, Robert L. and Kluniok, 0. B. Oh, my aching back] 18:24-26. Lemke, G.B. .What must he done to recognize the vital -few. 2:14-19. Levena, Bmest Hazard recognition. 2:7-14. - . Hazards in context. 12:47-64. . 65 Aa 1969 National Safety Congress uuBn.m . Occupational medicine and safety in the Aspects of safety (medical-legal In railroad utility industry (Tetrode and Dickson). iniustiy) (Finley). 22:19-22. 20:19--28 Commercial liability and product safety for consumers of textiles (Bchroeder). 28:1925. ; Liability problems of industrial property ovmeTB (Bail). 4:3-6. Philosophy of employee (schools) accidents . (Edwards). 23:76-80. What must be done to recognize the vital. few (Lemke). 2:14-10. Lowery, Eorst A new proposal for control of the drinking driver. 24:80-83. LUBRICATION ZAcklider, Dennis Youth and challenge to safety. 23:20-21. Industrial hygiene factors in power press - operations (Saltee).a:30. LIFEGUARDS , Techniques for immediate handling of div ing injuries (Rado), 27:9-12. Lucas, J. a. . What it tabes to be number one. ft :21-22. Lady, Perry Joseph LIFESAVING' EQUIPMENT Involvement of youth In safety. 1:23-24. boating safety and the Coast Guard's pro gram. (McClelland). 27:14. The natives are getting restless (Jones), a: LIFT TRUCKS, See TRUCKS--INDUSTRIAL Me McClelland, J. J. Boating safety and the Coast Guard's pro- - gram. 27:12-15. McCimnaughev, William E., and others LIFTING Hazard evaluation and its use in the regu- The motives are getting restless (Jones). 8: totjon^of. togardous materials tmnsporta- What's bugging you? A. panel discussion. 13:29-31. , McConnell, Guv A Regional conference, a new approach. 22: ' Lille, Kenneth J. Are you hard of listening? 11:6-10. Lindquist, Gordon G. Harmony in highway, safety programs--first tenor--federal role. 24:60-62. lAnsenmayer', Leonard R. Government views-stevedore safety.. 14:19- LISTENING . .Are you hard of listening? (Lille). 11:6-10. Litterest, Milton, recorder , The normal child (workshop). .17:18-19. McConnell, J. B. Tyjter Acceptance remarks of the Chairman of the Board-elect. 1:28. ' MacDonald, Joseph ' Are. accident prevention programs in Amer-. lea commendable? 23:5-6. McGee, Thomas E. Human behavior as it relates to safety--a community, perspective. 23:47-48. Maclver, John Phjrchological aspects of low back disability in industry. 12:78-75. Long, John J. What, it-takes to be number one. 11:16-21. Loshbough, Bill G. Training (school bus drivers, workshop). 17:22-23. . :. LOSS CONTROL '. Basic causes of industrial losses (Schmidt). 11:26-33. Benefits of specialized safety programming (Mueller). 8:11-13. McLeod, James O. The generation gap. 23:36-41 McManus, William E. Invocation at the NSC Annual Council Meet ing. 1:20. McSweeneg, William T., moderator Alternate' systems of reporting' the total inJur^experlence, a panel presentation.'21: The evolution of the -professional sofetyman {Douglas). 18:7-11. M Fire protection in paper storage (Bair). 21: Maas, Roger T^e^challenge of hearing protection. 2S: Hazard recognition (Levens).'2:7-14. High risk, high values, and high Iobs ratios-- . the insurance problems of stores, hotels- . Maberrg, Chester R. motels, supermarkets, and food services Roof truss application. 7:31-35. (Drake). 10:34-85. High risks, high values, and high loss ra MACHINERY . tios: personnel control is port of the Construction machinery safety--on industry answer (Schmidt). 10:35-38. approach (Larmore). 8:121-122. Loss conservation, a way of life (Bryant). 11:43-46. . Industrial hygiene factors in power press ' operations (Bailee). 3:32. 66 v-.V . &;: ; * f. ' General Index of All Volumes . V ' Textile noise problems and control through Marshall, Robert I*. experiment design. (Page). 25:16-18. .' Curriculmn for safety education supervisors. Mageii, O. L. and Varjavandi, J. 2325-25 Safe handling of organic peroxides. 3:17-25, Matzcnger, O. W., Jr. . MANAGEMENT Injury reporting systems' -- the Southern Pulp & Paper Safety Association system. 21: Corporate considerations Involved -with new mine safety equipment (draff). 16:23-27. Loss conservation, a way . of life (Bryant). 11:45 " Management's role in a fertilizer safety program- (Wheeler). 3:42-43. .32-33. uarnnw cbbiibm AcrmEST Hazard eisdnathm and its use in the regu lation of hazardous materials transporta tion (McConnaughey and others). 14:41-42. Plant implementation of corporate press room safety standards (CdHison). 3:24-28. - Safety -- today's changes and challenges . (Klino). 11:40-41. MBHunnvurMT nv kakktv PEBPOHHANCE. See SAFETY PROGRAMS ' --PERFORMANCE Utilizing statistics in home safety program ming (Cameron). 23:10-14. MBA* AND LEATHER INDUSTRIES SECTION, NSC 'MANUALS . ' HELP (a handbook to aid against child-age traffic.accidents) (Grieve). 23:17-18. The Highway Safety Program' manual- for driver education (Dunn). 23:60-54. . Officers and mmrnltten 1969-70. 10:43-44. Sessions. 10:15-33. MEAT PACKING INDUSTRIES ' safety equipment (Riviera), lot: Personnel safety, in solid wastes manage ment systems (Weaver). 8:126-120. > Police safety manual- (Russell). 3:94-98. MANUFACTURERS Meat plant sanitation--Its relationship to safety (TrvJJcn). 10:29-32. Safety orientation--new hires (Lazowski). . 10:15-15 Construction machinery safety--an industry MEDICAL-LEGAL ASPECTS approach <Larmore). 8:121-122. cures and causes--the plant doc Who is responsible?. (Gold). 13:20-22. tor's viewpoint (Brubaker). 16:40-41. Marcus, Harold (study cited) The union's view of .stevedore safety (Terranova). 14:17-19. Aspects of safely (railroad) (Finley). 22: 19-22. Audiometry and the medical department's .function fn management of noise prob lems murphy). 8:38-41: same, 18:14-17. Marian!, David J. Driver responsibility for powered industrial trucks. 11 :Sl-52. MARINE INDUSTBY The anatomy of marine casualty investiga tions (Hall). 14:28-31. Dangerous cargo by barges (Harbourt). 14: Hazard evaluation and its .use in the regu lation of hazardous materials transporta tion (McConnaughey and others). 14:37-42. Measuring industrial noise hazards In the ' Shipyards (Temple). 14:3-5 Safe productivity in stevedoring--a neces sary evil or valuable asset (Miller). 14: 18-17.. Construction program ' of the Bay Area Rapid Transit system (Bugge). 8:16-17. General h"lltl problems in today's travel (Spies). 18:26-30. The famiwiipiiiiiiiwi of a concept (Heilman). ' B^iwL Low bade injuries in Industry (Bond). 12: 68-72. aspects of the industrial noise prob- .... twn (Fox). 8:33-38'; Same, 18:9-14. The medico-legal approach to accident prone ness (Rogers). 22:16-19. Occupational hearing loss- (Sataloff). 18:3945 Occupational medicine and safety in the . . utility industry (Tebrock and Dickson). 20:19-22. MARINE INDUSTRY--MERCHANT . MARINE A new look at-licensing of merchant marine officers fiteqd).14:31-36. Ob, my aching back! (Klunick and Lembke). 1824-25 The union's view of stevedore safety (Terranova).14:17-19. 20-knot ships -- 10 knot - safety programs (Smith). 14:23-27. MARINE SECTION, NSC MEETINGS Making a sound slide safety presentation (Bailey). 22:29-31. - Officers and committees) 1969-70. 14:43-46. Sessions. 14:3-42. Marquard, V. A. MENTAL HEALTH Human behavior as .it relates to safety--a community perspective (McGee). 23:47-48. Service station safety. 10:6-9. METAL MINES, Seo Mining--NON-COAL Marsden, Harvey Pood Section ideas that pay off for safety. 10:6-5 METAL STAMPING Industrial hygiene factors in power press operations (Sallee). 3 :28-32. 67 ;:-;v v: 1969 NatiotuA Safety Congress METALS INDUSTRY . MOTOR BIKES. AND MOTORCYCLES Industrial safety In metals Industry (Pul- . Motor -bike accidents--a national epidemic .. fen). 18:10-14... (Walts). 28:45-47. TOie' safe use of wire rope in the petroleum -.Industry (BuUlrxm), ls:81-8&.' MKrAtSpECTION.NBO ' OfflqeiB and commltteea 1963-70. 18:26-28. Sessions.:: 18:5-25.. HOTORVEHICLES Is there-a highway safety generation gap? - Anto thett(pllver). 24:0-8. Malhtenance of equipment In police depart ments (O'Brien). 8:106-109. METHANE' Periodic' motor vehicle inspection (Terry). - Face ventilation by Una brattice and by 24:55-60. ` auxiliary fans (DcdrcU). 7:13-19. ' Police vehicle accidents (BangnesB). 8:88-39. Mobile gas testing gallery, a training facll. Ity (Boole). 738-22, - Mikkelson.David B. Industry, be the leader--light traffic bugs with pbc, 12:19-23. Utter, Charles B. Safe productivity In stevedorfng^-n. neces'. sary evil or valuable asset. 14:13-17. UOor, James R. How we apply. "SPATS" la safety program ming. 8:8-11. The potential of In-depth accident Inves tigation teams -- Wisconsin's experience (Salute). 24:40-41. Remarks at opening Joint session .Commer cial Vehicle, School - Transportation, and Transit.Sections (Boyeo). 17:4-7. ` Safety leadership In transit. (Carlo). 17:2729, See also MOTORBIKES ft MOTORCYCLES; SNOWMOBILES; TBTJCKS; TRUCKS, INDUSTRIAL MOTOR VEHICLES--FLEETS MINING--NON-COAL Corporate considerations tnriflved'with new mine safety equipment (impact of Federal Metal and Non-HbtallleMine Safely Act) (draff). 10:23-27. The evolution of the professional safetyman . (Douglas). ' 18:7-11. . Management's commitment to safety (Impact - of' the Federal Metal and Nonmetallic Safety. Act) (Richardson). 10:4-0. .. Problems encountered In cold weather min ing operations (Bertie aad Banda). 10:3*-. 38. ... , . The garage'a role In safety for the newspa per fleet (Booth). 21:40-42. Home study coarse In-motor fleet safety su pervision (Purcell). 12:84-35. Moulton, R. B. Rust, mist and fame respirators & United . States Bureau of Mines schedule no. 21B. 18:5-10. t Mueller, RogerW. Benefits`of specialized safety programming. 8:8-18. ' Rescue at lark Mine (Biiton). 10:11-14. Use of air curtains in mine ventilation (Orassmucle). 10:44-65. . Ventilation and dost control at the BYood- Stoblo plant (Segstcorth). 10:33-34. What happened to my brakes and steering? Muir, dames W. Selection of hi-lo drivers. -11:49-60. Murphy, Anne J. Audiometry and `the medical department's function In management of noise problems. 8:88-41; same, 18:14-17. MINING SECTION, NSC Officers and committees 1963-70.10:66-58. Sessions. 10:4-65 Montgomery, L. B.- Murrayi John J. Structural features relating to design and safety of electric overhead traveling cranes. 18:17-19. Safety recommendations for hospital `elec tronic equipment, 0:23-32. MOONLIGHTING Musselwhlte, 'Joseph Collecting, accident statistics. 22:18-16. Roes moonlighting affect' an-the-Joh acci dents? (Penney). 17:40-42. ' II Morgan, Bemby - State-wide reporting of employee accidents. Nagy, Paul J. 28:81-82. Compulsory retirement ages. 8:109-116. Morgan, Wtttam J. What method Is used In determining a pre ventable accident? 17:31-32 NATIONAL SAFETY COUNCIL--ANNUAL REPORT President's report (Pyle) 1:25-27. MOTIVATION Employee motivation for accident prevention . (Brody). 8:28-29. Hardcore personality and Industrial Illnesses . and accidents (Oass). 10:3-8. Power steering with an adequate safety program (Court). 17:10-12 Safety motivation (1Hughes). 8:9-17.' v. .. ' 68 NATIONAL SAFETY COUNCIL--AWARDS, See AWARDS NATIONAL SAFETY COUNCIL-- CONFIDENCES .. Consolidated report of activities of the Labor Conference (Laucle). 18:11-12. ' Speak up for'safety! (Boyce), 17:8-9. ` .> General Index of All Volumes NATIONAL SAFETY COUNCIL-CONGRESS NATIONAL SAFETY COUNCIL--TI A EXPOSITION - COBBSES ' Annual meeting: Acceptance speech (MoConaettjt :2Si Invocation (McManus) 1: .20;.'Minutes, of (Ohamplin) 1:21-22: xrealdent's - report'' (Pyle/' 1:26-27; .Remarks . (Alston) 1:29; Youth representative talk-- Safety training Institute courses from the National Safety Cawacll(peok). 12:29-20. Supervisory training materials from the Na. tional Safety. Council (Pater/ 12:29. ssr* " Neal, Phillip Recent highlights In tanker safety. 10:18-20. Congress banquet: . Address (Volpe)t:Sl-3i; : Banquet. activities summary, 1:80; Invo cation (Works) 1:80;' President's Medal award presentation, 1:80; Trustees awards, . none given. 1:80. Exhibitors: List of, 1:35-61. .Future Congress dates, years 1970-1978. list-' ed at the end of each volume of the Transartlons. Theme of 1969 Congress. 1:21; 27; Speaik up NEAB MISSES Issues in safety measurement" (Jacobs). 12: 88-89. NETWORK ANALYSIS SYSTEMS. See SYSTEM SAFETY Nietschmann, William J.' .. Your future:' delightful blit dangerous! Q: 28-26,; for safety (Boyce) 17:8-9. ' NOISE AND'NOISE CONTROL . . NATIONAL SAFETY COUNCIL-- MEMBERSHIP ' Discover your membership- (Relmer, mod erator/. 12:27, . Evaluating statistics (Boottt). 12:81-33. Getting the moBt out of your council mem bership (Parker), 22:29-28, - - Home study course In 'motor fleet safety supervision (Purcell/, 12:84-36. Home study, courses (Finder), 12:80. . Safetytraining Institute courses (Deck). 12: Audiometry. and the medical department's function' in management of noise problems (Murphy). s:88-4l; same, 10:14-17. The challenge of hearing protection (Maas). 28:6-10. - Excessive'noise (Kumler). 3:83-37. Industrial hygiene factors In power. press operations' (Bailee). 3:29-80. ' Measuring Industrial noise hazards in the shipyards (Temple). 14:8-6. Medical aspecta of the industrial noise prob lem (Pox). 8:33:88; same, 18:9-14. Statistics overview (Bmith). 12:8L Supervisory training materials from the National Safety Council (Pater). 12:29. . Value , of NSC awaits (Paacoe/.12:84. -Why National Safety Council membership? - (Espinosa)..12:28. Noise control for the Walsh-Healey code . (Schneider). 28:18-16. Occupational hearing loss (Bataloff). 16:89 40. ; Sound, reduction--compressed air equipment (Simpson). 18:28-26. - Textile noise problems and control through equipment design (Pane). 28:16-18. NATIONAL SAFETY COUNCIL-OFFICERS 'Officers! 11569-70. 1:4-5; Board of Directors,' Use of purchase, safeguards for noise con trol (Simpson). 18:19-22. 1969:70. 1:9-19; Trustees, 1969-701 1:6-8. .Norwood, W. D. NATIONAL SAFETY COUNCIL--OFFICERS --CONFERENCES AND COMMITTEES, : 1969-70 Implied consent by public demand. 24:70-78. NUCLEAR GAUGES Associations' Committee,' members' of. 12': 127-128. Safety aspects of nuclear gauges: (a). 5:12 IS (Coleman/; (b) 8:15-16 (Btoekel), Farm Conference, members of. 6:27-28. Home 'Conference, officers and committees.' 28:28-29. industrial-Conference, officers and commit tees. 12:125-126. Labor Conference, officers and. committees. ' .13:87. NUCLEAR WEAPONS Accident prevention as a support service contractor to the Atomic Energy. Commis sion nucclear testing program (Dunnam and Beam). 8:18-20. Hazard recognition (Levans). 2:7-14. Motor Transportation Conference, members* of. 1'7:44-46. o Public .Safety Conference, officers and com. mittees. 27:87. Religious. Iieaders, Conference for, members of. 6:29. O'Brien, Daniel L. ' Maintenance of equipment 8:106-109. School and College Conference, Sections and Committees. 23:87-90. Traffic Conference, officers and committees. 24:84. OCCUPATIONAL HEALTH AND SAFETY Audiometry and the medical department's function in management of noise prob lems (Murphy). 18:14-17. Women's Conference, members of. 6:80-82. Youth Activities Conference, members of. 6: 88-84. Driver responsibility for powered industrial trucks (Mariani). 11:51-62. Hardcore personality and industrial illnesses and (accidents (Class). 18:3-8. NATIONAL safety council-sections. See SPECIFIC SECTION The ^implementation of a concept (Heilman). ......... r.. W 1969 National Safety Congress Industrial hygiene factors in. power press operations (Ballee).a:2S-32. International Brotherhood of Electrical Workers looks at accident prevention . (Keener). 13:4-6. Uajor safety problems related to my Indus* try (coal mutes). (Bogle). 13:12-14. Medical aspects of the industrial noise prob lem (Fox). S:33-38; same, 18:9-14. Occupational hearing loss (Batatoff). 18:39. 40. Physical fitness for law enforcement agen cies mart). 8:46-66. Safe handling of organic.peroxides (Varia- vandi and Mageli). 5:24-25. Walsh-Healey Safety and the Occupational 2V1&23L HCal" Act 01 1969 (WfeV. What's bugging you? (Panel). 13:26-36.. Women's safety In industry (Peterson). 13: 22*26. See also BUST CONTROL: HEARING; LEGISLATION; MEDICAL-LEGAL ASPECTS; NOISE; RADIATION OCCUPATIONAL HEALTH NUBSING Audiometry and' the medical department's function in management of noise problems (Murphy). 18:14-17. Hardcore personality and industrial illness es and accidents (Class). 18:3-8. OFF .THE JOB Off the. job safety (Qorg). 10:16-19. Oliver, ClySe W., Jr. Is there a highway safety generation gap? Auto theft 24:6-8. O'ReTly, Evan C. . Working in inert atmospheres in refineries. OBGANIZATION. See SAFETY PBOGBAMS Page,-J. D. Textile noise problems and control through equipment design. 25:16-18. ' Pagriard, John E. Safety review boards. 8:104-105. PAPEB INDUSTRIES Alternate systems of reporting the total in jury experience, a panel presentation (IfoBueeney, moderator). -21:26-28. . .. . __ a) Container Corporation (Stroube). 21:2829# b) Kimberly-Clark (Ison). 21:29-30. c) St ReglB Injury cost syBtem (Rutledge), t S61 31*32. d). Southern Pulp & Paper Safety Associa tion System (Matsenger). 21:32-33. Fh^^rotecfion in paper storage (Bair). 21: Safety' first--cliche, time-worn phrase, or operating policy (Shorter). 2i:4-7. The uncommon safety man--your challenge for the future (Reed). 21:7-ll. 70 Parker,F.J. . Getting the most out of your National Safe ty Council membership. 22:28-28. Parrish, O. O. Motivation (school bus drivers, workshop). 17:24-25. Paseoe, Richard W. Promotional ideas and programs that' have increased our safety shoe sales. 3:10-11. Value of NSC awards. 12:34, Pater, Franklin <3. Supervisory training materials from the Na tional Safety Council. 12:29, FATEOLS . School crossings and adult crossing guards (Wantoch). 23:16-17. Patterson, Normal W. School buses -- representing small schools (Patterson). 23:33.. _ Peony, Glenn L. Can student accident reports collected for a . state agency be profitably utilized locally? 23:82-83. , PEDESTRIANS--CHILDREN ' Sdiool crossings and adult crossing guards (Wantoch). 23:16-17. Pellegrino, Harold Selection (school bus drivers, - workshop). 17:24. Penney, E.O. ' .. Does moonlighting affect on-the-job acci dents? 17:40-42. PERFORMANCE EVALUATIONS. See SAFETY PROGRAMS--PERFORMANCE Perini,-Victor J.,.Jr. , Harmony in highway safety programs--bass --private sector. 24:67-70t PERSONAL. PROTECTIVE EQUIPMENT The challenge of hearing protection (Maas). 25:6-10. gency safety equipment (for the meat ag plant) (Riviera). 10:32-33. Eye protection in the Chicago police de partment (Durso and Ladick). 8:116-118. Head injuries in amateur ice'hotkey (Bolitho). 27:20:28. Helmets (Burbrldge). 8:56-67. meat plant sanitation -- Its relationship to safety (Trollen). 10:31-32. - motor bike accidents -- a national epidemic (Wolfs). 23:46-47. Police safety equipment (Wilson). 8:100-101. Peterson, EstherWomen's safety in industry. 13:22-26. Peterson, Paul, recorder The handicapped child .(workshop). 17:17. PETROLEUM INDUSTRY How long should a fire last? (Cholin). is: 12-16. - . How the API assistance works 'with the undetermined . origin of gasoline leaks' (Ainlay). 19:15-18. . General Index of All Volumes Recent highlights in tanker safety (Neal). -- IftllSrilX'. The safe use of wire rope in the petroleum industry (Sullivan). 19:81-36. Safety'aspects of in-line blending of flam mable liquids (Rollins). 19:20-24. Service station safety (Marquard). ie:5-9. Working in inert atmospheres in' refineries ((PRelly). 19:9-12. PETROLEUM SECTION, NSC Officers and committees 1969-70. 19:36-37. Sessions. 19:5-36. f Phillips, Claude E. Water infusion of longwall and conventional faces. 7:23-26. PHILOSOPHY The new challenges to safety in the seven ties (Smith). 18:15-17. Safety is no accident (Winters). 26:5-30. What is safety--really? (Pochop). 10:23-21 Pinder, T. T. . Home study courses. National Safety Coun cil. 12:30. Pinyan, Dug'ald A. ___ _ What must be done to prevent high pressure accidents. 2:20-21. Planek, Thomas Developmental problems in safety research. . 23:71-76. PLANNING How we apply "SPATS" In safety program ming (Milor), 8:8-11. . What is C P M (Critical Path Method)? (Holmes). 8:6-7. PNEUMOCONIOSIS Major safety problems related to my Indus try (coal mines) (Boyle). 13:12-14. Pochop, Joseph What is safety--really? 10:23-24. POLICE Behind the wheel driver training for police officers (Kiev and Johnson). 8:40-46. Budgeting for police safety (Cohkling). 8: - 61-63. Causes of on-duty Injuries to police ofllcers (Connell). 8:102-103, Compulsory retirement ages (Nagy). 8:109116. Eye protection In the 'Chicago police depart ment (Durso and Ladick). 8:116-118. Helmets (Burbridbe). 8:66-67. Maintenance of equipment (O'Brien). 8:106109. Physical fitness for law .enforcement .agenoles (Hart). 8:46-66. Police firearms safety (Glenn). 8:118-120. Police safety equipment (Wilson). 8:99-101. Police safety manual (Russell). 8:94-98. Police, vehicle accidents (Langness). 8:88-39. Pursuit of law violators by police -- legal aspects (Bonaguro). 24:8-151 Roll call training (Butor)^ .8:67-61. Safety in the inner cities (Chew). 23:18-19. Safety review boards (Pagnard). 8:104-105. POLICIES , Safety first -- cliche, time-worn phrase, or . operating policy (Shorter)K 21:4-7.. Powell, Marvin H, Selling DDC in the state. 12:11-13. POWER PRESS AND FORGING SECTION, NSC Officers and committees 1969-70. 3:44-45. ' ' Sessions. 3:15-41. POWER PRESSES Guarding the small press (Kraklow). 3:38- Industrial hygiene factors In power press operations (Sallee). 3:28-821 Plant implementation of corporate press room safety standards (Callison). 3:24-28. Power press accidents--a management prob lem (Hart). 3:15-18. Safety considerations in- the control, of presses (Holland). 3:18-23. Powers, Grace Summary of workshops on school transpor. tation. 17:18-20. Pratt, Leonard C. The double insulation story. 3:5-6. - PRAYERS Invocation at the Congress banquet (Works). 1 :S0. ' Invocation at the NSC Annual Council Meet. lng (McManus). 1:20. PREDICTIONS ' ' Address. (NSC Congress banquet--stressed that the age of safety reform is at hand) (Volpe). 1:31-84. The new challenges to safety in the seven' ties (Smith). 13:15-17. Tomorrow's safer home appliances (Baillif). 28:14-20. Tour future: delightful but dangerous!' (NietBchmann). 6:23-26. . PRESSURES ' Sound reduction -- compressed air equlpment/Bimpson). 16:23-26. What must be -done to prevent high pres sure accidents (Pinyap)..2:20-21. PRINTING AND PUBLISHING INDUSTRY . .' Flre^roteetion in paper storage (Hair). 21: The garage's role in safety for the news paper fleet (Booth). 21:40-42. Material handling (Erickson). 21:34-38. - Operation pride (Kidwell). 21:89-40. PRINTING AND PUBLISHING SECTION, NSC Officers and committees 1969-70. '21:49-60. -.Sessions. 21:34-46. PRODUCT SAFETY.,, Are there standards? (Kushner). 6:12-16. Commercial liability and product safety for consumers of textiles (Schroeder). 28:1925. The merchandiser says (Pugh). 8:16-19. The National Commission on Product Safety looks at.recreation (White). 27:5-8. 71 1969 National Safely Congress An 'overview 'of product safety (Biancardi). , . 0:5-8. Product safety and you (White). 11:10-14. Tomorrow's safer home appliances (Baillif). 28:14-20. \- PUBLIC UTILITIES SECTION, NSC Officers and committeea'1963-70. 20:23-25. Sessions. 20:4-22. Pugh, Norman B. 'Washington speaks on product safety (Oav:ender7.0:8-12. The merchandiser says. 8:16-19. PROPERTY DAMAGE ACCIDENT INDEX - PULP AND PAPEB SECTION NSC .issues in safety measurement (Jacobs). 12: 88 Officers and committees 1969-70. 21:47-48. Sessions. 21-2-S3. PROPERTY OWNERS .Liability problems at Industrial property owners (Bail). 4:3-6. Proven, J. A. Safety with power tools. 28:20-22. Prugh, Bichard W. Purcell, Robert - Home study course in motor fleet safety - supervision. 12:34-35. Pyle, O. Victor, Jr: . Modernizing the traffic courts. 24:32-34. Pilot plant electrical hazards. 8:25-29.. Pyle, Barnard' . PSYCHOLOGICAL ASPECTS. Accident cures and causes--the plant doc tor's viewpoint (Brubaker). 16:40-44. President's report at the NSC Annual Coun cil Meeting; 1:25-27. Hardcore' personality and industrial illnesses and accidents (doss). 18:8-8. R How are you coming through? (Carlson). Bi 48-32. ! Low back injuries in Industry (Bond). 12: .70-71, The natives are getting restlesB (Jones). 8: 21-25. RADIATION Safety aspects of nuclear gauges: (a) 8:12Ifi (Coleman); (b) 8:15-16 (Btockel). What's bugging you? A panel discussion-- item on record keeping system. 13:28-29. Operation pride (Bidtcell). 21:89-40. Psychological aspects of low: back disability in industry (Maclver). 12:78-75. . Teaching safety through dramatization Bado, Richard Techniques tor Immediate handling of div ing injuries. 27:9-12. (Woods)..28:49. . The union's view of stevedore safety (Ter- ranova). 14:17-19. RAILROAD SECTION NSC Officers and committeea 1969-70, 22:82-33. Sessions. 22:5-31. PUBLIC EMPLOYEE SECTION, NSC . Officers`and committees 1969-70. 8:140-142. RAILROADS Sessions.- 8:21-135.' Aspects, of safety (medical-legal) (Finley). .22:19-21. PUBLIC EMPLOYEES ColIecUnj^accident statistics (Musselwhite). How we can fill the need -for operators if ' the present tight labor market continues. (BHngerland). 17:30-31. Philosophy of employee (schools) accidents (Edwards). 23:76-80.. State-wide reporting of school-employee ac cidents (Morgan). 23:81-82. Getting the most out of your National Safe' ty-Council membership (Parker). 22:26-28. Keynote address: making railroads. safer and better (Grayson). 22:4-7. Making a sound slide safety presentation (Bam.y). 22;29-3L See also POLICE; PUBLIC UTILITIES; WASTE DISPOSAL PUBLIC SAFETY Boating safety and the Coast Guard's pro gram (McClelland). 27:12-15. Liability problems of industrial' property owners (Ball). 4:3-6. _ Simwmobile trail systems (Bollenbaugk). 27: - Techniques for Immediate handling of div ing injuries (Bado). 27:9-121 See also SPOBTS The medico-legal approach to accident prone ness (Rogers). 22:16-19. The state of Illinois grade crossing protec tion fund (Stem). 22:22-26. Regional 'conference,- a. new approach (MoConnell). 22:16-161 Remarks--proposed legislation to cover all assets of railroad safety (Whitman) 22: Report on ear puller safety (Wiseman). lO: - 10-11. - The role ot- the National Transportation .. Safety Board in railroad transportation (Thayer). 22:7-11. PUBLIC UTILITIES The Bell system's new technique In teaching first aid (Bray). 20:4-5. Closed circuit television as a -training tool (Brown). 20:17-16. Occupational medicine .and safety in the utility ^ndustry (Tebrock and Diokson). Bead, Garth B. A new look at licensing of merchant marine officers. 14:31-36. Beoht, J. h. Securing meaningful statistics--a new ap- . proaefi. 28:5-7. General Index of. All Volumes RECREATION . Boating safety and the Coast Guard's pro* . gram (BoOlelland). 27:12-15. The National Commission, on Product Safety looks at recreation (White). 27:5-8. ' See also SPOUTS Rise, Max L. Sdlta|^the operator on passenger safety. Riviera, J.'L. '' Emergency safety equipment. 10:82-38. Reed, B. P. Bobbins, Robert B. Progress In protecting miners. 7:27-81.. Reed, B. It., Jr. The uncommon safety man--your challenge for tiie future; 21:7-ll. REHABILITATION, See EMPLOYEES-- HANDICAPPED Establishment of defensive driving traffic school,. 12:18-17. Robinson, Allen The Automotive Safety Foundation's driving simulator project 23:66-71. Rockett, John A. Reimer, Richard F., moderator r - x The Eire Research and Safety Act 8:63-66. . Discover your membership in the National Safety Council. 12:27. . JtockweB', Thomas B. and Bhlse, V. D. Twer approaches to a non-accident measure EESEAECH AND DEVELOPMENT . Developmental'problems in safety research for continuous assessment of safety per formance.' 12:76-83. (Planek). 20:71-75. Rogers, Bax P. The fogjementaticin of a concept (Bethnan). The medico-legal approach to accident prone- ness. 22:16-19. Standard-procedure for testing fame boods in^glace--qn unfulfilled need, (Buchanan). Rogers, Roy . Two approaches to a non-accident measure for continuous assessment of safety per formance (Bhiae and Rockwell). 12:75-83. EESEAECH AND DEVELOPMENT Hazards of aerial basket equipment 20:5-9. Rollins) John B. ' Safety aspects of in-line blending of flam. mable liquids. 19:20-21:. SECTION. NSC Officers and committees 1969-7DL 8:64-66L Sessions. 8:48-59. EE8PIBATOE8 ROOF CONTEOL Roof truss application (In mines) (Bar berry). T:ltt-Sl!. - Dust, mist, and fume respirators tk United ROBBER SECTION, NSC States Bureau of Mines sdiednla no. 21B ; (Boulton). 18:5-10. Officers and committees. 1969-70. 11:65-561 Sessions. 11:83-62. Emergency safety equipment for the pack- . . ing plant (Riviera). 10:83. RULES ` Planning, staffing, and equipping for first' The natives are getting restless (Jones). 8: aid In small plants (Casey). 10:28. 21-25. . Respirators testing and approval (Schulz). . 8:87-89. RURAL PEOPLE, FARM AND NON-FARM Respirators, selection and training (Byatt). Accidents to rural Ohio residents (Stuckey). a:7L ' - . 28:8-10. Respiratory protection (Fawcett). 8:8-12. Use of. respirators (Revoir). BH1S& . Working in Inert atmospheres in refineries ((PRettv). 10:11-12. RESPIRATORS--8CKLIEREN SYSTEM Respiratory protection (Fawcett). BA Russell, James F. Police safety manunt-.8:94-98, Rutledge, Oscar, Jr.. Injury reporting systems--St Regis injury cost system. 21:31-32. RESCUE,' See FIRST AID A RESCUE RESPONSIBILITY Driver responsibility for powered industrial trucks (Bariani). 11:6M>2. The supervisor's responsibility for safely in ' the electronic and electrical Industry (Baikie). 8:18-20. Who Is responsible (Gold). 13:20-22. Revoir, WitUam B. Use of respirators. 8:71-86. Richardson, James K. Management's commitment to safety. 18:. 4-6. ._ ' .S SAFETY BELTS . . Are you putting me on? (Rdlund). 24:76-79. SAFETY DIRECTORS. See SUPERVISION SAFETY EDUCATION Are accident prevention programs in Amer ica commendable7 (BacDonald). 2a Presentation of 25-year award to the Na tional Commission on Safety Education (Bland). 23:49-60.. What's bugging you? Panel discussion (item on free, sources for local unions). 13:84. 1969 National Safety Congress SAFETY EDUCATION SUPERVISORS . SAFETY PEOGRAMS--PERFORMANCE Communications . . . telllt like it Is (extent of services of state departments) (Farkas).- . 23:34-86.. Communications . . . tell it ilke it is--repre- - senting classroom teachers (Casey). 23: 35-36. ` Curriculum for safety education supervisors (Marshall). 23:25-29. Issues In safety measurement (Jacobs), 12: 09.00 . Making a performance audit (Wilson). 12: The measurement of safety engineering per formance (Grimaldi). 12:93-110. Plant performance--U.S. and foreign (Krak- low). 12:58-60. . SAFETY GLASS The glass safety problems and- the solution (Zeolla). 11:33-37. Product safety and you (White).' 11:12. Washington speaks on product safety (Cal ender}. 8:10-11. A survey team's evaluation (Windsor). 12: 60-63. Two approaches to a non-accident measure for continuous .assessment of safety per formance (Bhise and Rockwell). 12:76-83. SAFETY STUNTS, GIMMICKS, PROMOTION SAFETY LAMPS ' Mobile gas testing gallery, a training facili ty (Boyle). 7:25-22. Are you putting me on? (Edlund). 24:76-79. Food Section Ideas that pay oft for safety-- panel. ,10:4-9.. SAFETY. PROGRAMS Are accident prevention programs In Amer ica commendable? (MacDonald). 23:6-6. Sallee, Elgin D. Industrial hygiene factors in power press operations, a :28-32. .Benefits of specialized safety programming (Mueller). 8:8-13. Can you justify your safety program? (pan el) (Campfleld, moderator). 10:13-14. SANITATION Meat'plant sanitation -- its relationship to safety (Trollen). 10:29-32. Characteristics of safety system design (Fi SANITATIONREPARTMENTS, See WASTE renze). 8:66-70. DISPOSAL BBC as' a safety program for' industry '(Gray). 12:22-24. The defensive driving course - in an indus trial safety program. (Baker). 12:18-19. An emergency readiness program' (Kiefer). 10:20-22. Employee* motivation for accident prevention (Brody). 8:26-29. The evolution of the professional safetyman . (Douglas). 16:7-11. Bataloff, Joseph Occupational hearing loss. l6;39-40.' Schmidt, Paul High risks! high values, and high loss ra tios: personnel control is port of theanswer. 10:35-38. Schmidt, R. R.. Basic causes of industrial losses, f 1:26-33. Food Section Ideas that pay oft for safety--' panel. 10:4-9. ' . . Getting a new state program going ' (Boo- . uer). 12:36-38. - . Schneider,-Anthony J. Noise control for the Walsh-Heaiey Code. ' 25:13-16.-' How we apply !'SPATS" In safety program ming (Milor). 8:8-11. Is your company cost conscious? (Boykins). SCHOOL BUSES, See SCHOOL y TRANSPORTATION 21:23-26. SCHOOL CROSSINGS Management's role in a fertilizer 'safety program (Wheeler). 6:42-43. The natives are getting restless (Jones). 8: 21--26. .School crossings and adult crossing guards (Wantoch). 23:16-17. SCHOOL BYSTEMS Power steering with an adequate safety program (Court). 17:10-12. The S in safety (Burnette). 23:83-86. ' Safety and sound labor relations--an lnsep'- arablepalr (Wallace). 21:12-15. Safety'first--cliche, time-worn phrase, or . operating policy. (Shorter). 21:4-7. Safety motivation (Hughes). 0:9-17. Can Btudent accident reports collected for a state agency be profitably utilized locally? (Peavy). .23:82-83. - Communications . . . tell it like it is (extent of services of state deportments) (Farkas). .23:34-86. . Communications . . . tell it like it is--repre senting classroom teachers (extent of state - services) (Casey). 23:36-36. The supervisor's responsibility for safety in the electronic and electrical Industry (Baikie). e:18-20. - Thirteen years disability free--It can be done (Hedrick). 6:44-47. 20-knot ships -- 10-knot safety programs (Smith). 14:23-27. Utilizing statistics In home safety program ming (Cameron). 28:10-14'. What Is safety--really? (Paohop). 10:28-24. What It takes to be number one (PPG Indus tries panel) 11:15-21 (Long); 11:21-22 (Lucas); 11:22-26 (Hipley). What price safety? (Brown). 21:16-18. Philosophy of employee accidents (Ed wards). 23:76-80. The S in safety (Burnette). 28:83-86. State-wide reporting of employed accidents (Morgan): 23:81-82. SCHOOL TRANSPORTATION ' Accident proof your drivers with a training program (Weiss). .17:14-16. The national highway safety program stand ards--where do we stand--hold or count down? (Wilson). 24:46-47. School bus safety--representing large cities (DeGiacomo). 28:80. 74 General Index of All Volumes : School buses -- representing small schools (Patterson); 23:33. . School busing in middle-size school districts {Hartman). 28:30-32. School transportation workshops: Introduction (Darden). 17:16-17. The disruptive child {Wren). 17:16-17. The handicapped child (Peterson). 17:17. The normal child (Litterest). 17:18-19. Summary (Powers). 17:19-20. . Experts respond, with emphasis on driver: Motivation (Cottrell) 17:21-22; .Motiva tion (Parrish) 17:24-25; Selection (Pel- legrino) 17:24; Selection^ (Wisotakey) gERIOUS INJURY INDEX r-. ' Issues in safety measurement (Jacobs). 12: 87. .. ' SERVICE STATIONS A GARAGES The garage's role In safety for the news paper fleet (Booth). 21:40-42, . How the API assistance works with, the un-. determined origin of .gasoline leaks (Ain' lag). 10:16-18. . ' Service station safety (Marqudrd). 18:5-9. . Bheehe, Gordon B. < The trouble with driver education. 23:53-59. ' Youth- and the challenge to safety. 23:21-24. States responsibility for school bus safety . {Sorenson and Olson).; 23:29. SCHOOLS--ELEMENTARY Shephard, Gene" : .Poultry processing committee roundtable.' 10 12 HELP (a handbook to old against child-age traffic accidents) (Grieve). 23:17-18. Teaching safety through dramatization . (Woods). 23:49. SCHOOLS--HIGH SCHOOLS . School disaster planning format (Toomsen). 23:7-12. SHIPYARDS Labeling and'handling of hazardous mate rials (Becor). 14:9. Major safety problems related to shipbuild ing (Groton). 13:18-20. Measuring industrial noise hazards in the .shipyards (Temple). 14:3;5. youth and challenge to safety (Lickllder). 23:20-21. Bchroeder, Richard E. Shoemaker, A. J. .-- . Successful methods of developing better driver attitudes. 17:32-33. Commercial liability and product safety for consumers of textiles. 28:19-25. Bchuts, Dan P. The potential of in-depth (traffic) accident investigation teams--Wisconsin's experi ence. 24:38-42. Schutz, Robert B. SHOES . A manufacturer's research and development program (Andre). 3:9. Promotional ideas and programs that have. increased our safety shoe sales (Pascoe). 3:10-11. The protective footwear story (Stuffing). 3: 7-8. Respirator testing and approval. 8:87-89. Shorter, Wyatt SCIENTISTS' VIEW ON SAFETY How ore you coming through? (Carlson), s: 48-52. Safety first--cliche, time-worn phrase, or 'operating pOlicy. 21:4-7. Sibons, George Bcotti, Marie, Driver licensing in Illinois. 24:50-52. Evaluating statistics. 12:31-33. Simpson, C. Wayne Becor, Robert B. labeling and handling of hazardous mate rials. 14:S-9. Use of purchase safeguards for noise con trol. 18:19-22. SIMULATION SECURITY Base causes of industrial losses (Schmidt). 11:26-33. ' An'emergency readiness program (Kiefer). 10:20-22. The Automotive Safety Foundation's driving simulator project (Robinson). 28:66-71. SIRENS Police safety equipment (Wilson). 8:99-100. . What it takes to be number one (PPG In SKIDDING dustries panel). (Blpsley) 11:24-25, Segal, Murray D. The diagnostic team in accident prevention. 24:36-88. Begsvoarth, V.-K. . Ventilation and dust control at the FroodStobie plant 18:32-04.- Teaching skid control' in high school driver education (Johnson). 23:68-66. SKUNO " "' The epidemiology of ski injuries--progress report (Garrick). 27:28-80. ' Reducing ski injuries. (Gatis), 27:19-20. . Blingerland, B. Jack SELLING SAFETY ' How are you coming through? .(Carlson). 8:48-62. - How we can fill the need for .operators if the present tight labor market continues. 17:80-31. ' The natives are getting restless (Jones). 8: SLOGANS 21-26. Safety first--cliche, time-worn phrase, or . What is safety--really? (Pochop). 10:23-24. ' operating policy (Shorter). 21:4-7. 75 i 1969 National Safety Congress SMALL PLANTS Planning,: staffing, and equipping for first aid In small plants (Casey). 10:25-28. Smith, A. D. Major safety problem of my industry (forest industry). 13:10-18. Smith, Robert B. ' 20-knot ships--10-knot safety programs. 14: 28-27. ,. Smith, Sidney D. ' Statistics overview, service of the National Safety Council. 12:31. Smith, W. P. The new challenge to safety in the seventies.' 18:15-17. SMOKING Driver responsibility for powered Industrial trucks (Mariani). 11:52. SNOWMOBILES Snowmobile trail systems (Boltenbauyh). 27:15-19. SOCIO-ECONOMIC ASPECTS Are accident prevention programs in Amer ica commendable? (MacDonald). 23:6-6. Campus disturbances (Jones). 23:41-45. The generation gap (McLeod). 23:86-41. Hardcore personality and industrial illnesses and accidents (Cass). 18:3-8. . Human behavior ah it relates to safety--a community perspective (McQee). 23:47-48. Safety in the inner cities Whew). 23:18-19. Splrltus frumentl--its use . and abuse (Impelllzzeri). 23:12-15. Your future: delightful but dangerous! . (Nietschmann). 6:23-28 Youth (drivers) and the challenge to safety (Sheene). 23:21-24. SOLVENTS Labeling and handling, of hazardous mate rials, (Secor). 14:8. See also GASOLINE Sorenson, Theodore and OJeon, Richard States responsibility for school .bus gaiety. 23:29. "SPATS." See NETWOBK ANALYSIS SYSTEMS Spies, Barold W. General health problems In today's travel. 19:26-30. SPORTS. Boating safety and the Coast Guard's pro-' gram (McClelland). 27:12-15. The epidemiology of ski injuries--progress report (Garrick). 27:28-30. Head injuries in amateur ice hockey (Bo lltho). 27:20-28. Reducing ski injuries. (Garis). 27:19-20. Techniques for immediate handling of div ing injuries (Rado). 27:9-12. Loss conservation; a way of life (BryantJ. 11:41-45. Spits, Louis P. The national highway safety program,--in troductory remarks. 24:43-44. STAIRWAYS . The safer home--will it come to be? (Jones). 28:28-24. STAMPING PLANTS Plant implementation of corporate press room safety standards (Gallison). 3:24-28. STANDABBS Are there standards for consumer products? (Kushner). 6:12-16. Development of. a safety standard in twelve months (Beardmore). 12:120-124. Excessive noise (Kumler): 3:83-87. The protective footwear story (Stufflny). 3: 7-8 Safety standards: by participation .or pre scription? (Trombley). 12:116-120. Should the federal government develop safe ty standards (Cestrone). 12:111-115. STANDARDS--ANSI Z1B.1 -The measurement of safety engineering per formance (Grimaldi). 12:99-110. STATES Gathering and disseminating work injury statistics (Gmeinder). 12:38-43. Getting a new state program going (Boover). 12:86-88. STATIC ELECTRICITY Pilot plant electrical hazards (Prugh). 5:28. STEEL INDUSTRY Making a performance audit (Wilson). 12: 63-67. Structural' features relating to design and safety of electric overhead traveling cranes (Murray). 18:17-19. Stem, Barry' J The state' of Illinois grade crossing protec tion fund. 22:22-26. STEVEDORING INDUSTRY Government views stevedore, safety (Linsenmaver). 14:19-23. Safe productivity in stevedoring--a neces sary evil or valuable asset (Miller). 14: 13-17. . Stewart, George B. Is there a highwty safety generation gap? - Alcohol and-drugs. 24:13-15. Btockel, Wilson J. Safety aspects of nuclear gauges. 8:16-16. STORES The merchandiser says (remarks relating td product safety) (Pugh). 6:16-19. See also TRADES AND SERVICES STORMS, See DISASTER PLANNING SPRINKLEBS . . ` Stroube, Jack R. Eire protection in paper storage (Hair). 21: - Injury reporting systems -- The Container 42-46. Corporation of America system. 21:28-29.. 76  General Index of. All Volumes Stuckey, William B. Accidents.to1 rural Ohio residents. 28:8-10. Stuffing, W. Eugene The protective footwear story. 3:7-8. TELEVISION Closed circuit' television as a training tool. (Brown). 20:17-18. What's bugging you? Item on hazards. 13: 29. ' SUBJECT SESSIONS Industrial safety sessions, 't 2:6-124, Sullivan, J. y. The safe use of wire rope in the petroleum industry.. 13:81-36. . supervision . Address (the design, development and ob jectives of the ' Occupational Safety and Health Act) (Guenther). 12:54-67, Temple, Linwood B. Measuring industrial noise hazards in the shipyards. 14:8-5- TENOSYNOVITIS Industrial hygiene factors In power press operations (Sallee). 3:32. . Terranova, Benedetto A. . The union's view of stevedore safely. 14: 17-19. . , ' . The evolution of the professional safetyman (Douglae). 16:7-11 Terry, R. M. Hazards in context (I,evens). 12:47-54, Periodic motor vehicle inspection. 24:65-60. Bow are you coming through? (Carlson). 6:48-52. Is your company cost conscious? (Hopkins). 21:23-25. . .. The need for' certification of the safety pro fessional (Gorbell). 12:44-46. . Safety. -- today's changes and challenges TEXTILE INDUSTRY Commercial liability, and product safety for . consumers of textiles (Bchroeder). 25:19- 25. Textile noise problems and control through equipment. (Page). 25:16-18. . . (Bling). 11:40-41. Supervision and safety in trash removal op erations (Gordon). 8:184-185. The supervisor's responsibility for.safety in the electronic and. electrical industry (Baikte). 0:18-20. 20-knot ships -- 10-knot safety programs (Smith). 14:28-27. The uncommon safety man--your challenge TEXTILE SECTION, NSC ,.............. Officers and committees" 1969-70. 25:26-27. Sessions. 25:13-25. - Thayer, Louis IS. The. role of the National Transportation. Safety Board in railroad transportation. 22:7-11. for the'future (Heed). 21:7-ll . See also SAFETY EDUCATION . SUPERVISORS ` theft Basic causes of industrial losses (Schmidt). 11:26-38. ^ .' Sutor, Andrew P. Roll call training. 8:57-61. . Is there a highway safety, generation gap? Auto theft (Oliver). 24:6-8. SYSTEM SAFETY ' ` Benefits of specialized safety programming (Mueller). 8:11-18. Characteristics of safety system design (Fi renze). 8:66-70. ' Development of a safety standard in twelve .months (Beardmore). 12:120-124. Hazard recognition (Levens). 2:7-14. How we apply "SPATS" in safety program ming (tailor). 8:8-11. TIRE BLOWOUTS 'The potential of in-depth acccident- investl- gation teams -- Wisconsin'a experience (Bohute). 24:40-41. TOOLS--POWER The double insulation story .(Pratt).. 3:6-8. Safety with power tools. (Proven). 28:20-22. Women's safety In Industry (Peterson). 13: 28. What is C P M? (Holmes).-8:5-7. Toomsen, Duane .- ' School disaster planning format 23:7-12. TANKS AND TANKERS How toe API assistance works with toe un determined origin of gasoline leaks (Ainlay). 10:15-18. Recent highlights in .tanker safety (Weal). 18:18-20. . . Working in inert atmospheres in refineries (O'Belly). 10:9-12. Tobruch, B. B. and Dickson, H. B. - Occupational medicine and safety in the - utility industry. 20:19-22. TECHNOLOGY . Safety -- today's, changes and challenges (Kling). 11:89-43. TOYS The National Commisslon.on Product Safety looks at recreation (White). .22;6-7. Washington speaks on product safety (Cav- ender). 6:11 - -r - TRADES AND SERVICES ' . ' ' High'risks, high values, and high loss1 ra tios: personnel control is part of toe answer (Schmidt). 10:35-38. High risk, high values, and high loss -ratios --toe insurance problems of stores, hotelsmotels, supermarkets, - and food services (Drake). 10:34-36. Supermarket safety swap shop (Cousar, mod. erutor); 'Fire safety (Hulett); Customers (Smolinski); Equipment (Thaler). 10:38- 77 1969 National Safety Congress TBADESAND SERVICES1 SECTION, SBC .. Offlceraand committees 1969-70. 10:45-48. .. Sessions: 10:84-89. TtfAHIC '' The diagnostic team In accident prevention (Begat). 24:88-88. . HELP (a handbook to aid against child-age traffic accidents) (Grieve). 23:17-18. Hotor ' bike accidents--a national' epidemic (Waite). 23:45-47. The potential of in-depth (traffic) accident Investigation teams--Wisconsin's experi ence (BchuUt). 24:88-42. School crossings and adult crossing guards . (Wantoch). 23:1547. m . What method Is used In determining a pre ventable. accident? (Morgan). 17:21-32. See-also DEFENSIVE DRIVING: DBIVEB8 TRAFFIC COURTS - Implied consent and DWI cases (Galbraith). 24:28-26. Judicial review of driver license suspension cases (Brennan)'. 24:16-23. Modernizing (Pyle). 24:32-81. Motion procedures in traffic cases (Berg). 24:26-30. ' Summary of panel .(Bconomoa). 24:34-35. TBAFFIO PROGRAMS Power steering with an adequate safety program (Court). 17:10-12. Remarks at opening Joint session Commer cial Vehicle. School Transportation and Transit Sections (Boyce). 17:4-7. TRAFFIC VIOLATORS ' DDC for. traffic .violators (Darius). 24:73-76. TRAINING . Accident proof your drivers with a training program (Weiss). 17:14-16.- - ' Closed circuit television as a training tool (Brown). 20:17-18. Fork lift truck training programs (Bair). . 11:47-48. . Hardcore personality and industrial illnesses. and-acclaentts (Gass). 18:8-2 Home study course In motor fleet safety supervision (Purcell). 12:34-35. Material handling (Erickson).' 21:34-38. RpU call training (Butor). 8:67-61. Safety training tor the electronic and elec trical equipment'Industry-(Hartman), o: -Service station safety (Margunrd). 18:5-9. See also COLLEGES AND UNIVERSITIES; NATIONAL SAFETY COUNCIL TRANSIT INDUSTRY Can. we sell the passenger on' passenger safety? (James). 17:40. Construction program of the Bay Area Rapid Transit system (Bugge). 8:18-17. Does moonlighting affect on-the-job acci dents? (Penney). 17:40-42. How we can All the heed for operators if the present tight labor market, continues (SHngerland). 17:80-81 On-board accidents (Leierzapf). 17:37-39. Raising sub-standard performance of driv ers: newer operators--the old timer (John son). 17:33-35.' .. .Safety leadership in transit (Carla). 17:2729 'Selling the operator, on passenger safety (Bite).17:4533. Successful methods of developing better driver attitudes (Shoemaker). 17:33-32' Survey results on frequency and probable cause of employee injury In the transit In dustry (Wooten). 17:83-87. What method Is used in determining a pre ventable accident? (Morgan). 17:81-32. TBANBFOBTATipN ` . Address at the Council Banquet (Volpe). 1: 31-34. TRAVEL The changing relationships between the air lines and. their customers (West). 7:913; same. 16:15-19. . General health problems In today's travel (Spies). 18:26-30. THBlP4RBKnH . Liability problems of industrial. property owners (Ball). 4:34. Trolten, John TV. Meal plant sanitation--its relationship to safely. 10:2942. Trombley, If. A. Safely standards: by participation or pre scription? 12:116-120. TRUCKS Hazards of aerial basket. equipment (Bogera). 20:5-2 TRUCKS--HAULAGE What happened to my brakes .and steer ing? (Yarberry). 18:27-29. TRUCKS--INDUSTRIAL - Control mil the physical condition of the driver (Hartman). 11:42 Driver responsibility' for powered indus trial-trucks (Variant). 11:51-62 Stork .lift truck -training programs (Bair). 11:47-42 Government views stevedore safety ' (IAn- senmgyer). 14:22-. i Industrial safety in metals Industry (Ful ler). 18:10-14. Selection of hi-lo drivers (Vulr). 11:49-60. * Turnbull, Alan Collection of data in accordance with. ANSI--Z16 standard. 8:29-34. - . ;B. - DJ. GOVERNMENT--ATOMIC ENERGY COMMISSION Accident .'prevention as a support service contractor to the Atomic Energy Com mission nuclear testing program (Dunmam and Beam). 8:18-20. OA GOVERNMENT--COAST GUARD The anatomy of marine casualty Investiga tions (HOB). 14:28-81. . Boating safety and the Coast Guard's pro gram (McClelland), 27:12-15. 78 General index of All Volumes A new look 'at licensing ol merchant ma. rlna officers {Bead). 14:31-36. U.S. GOVERNMENT--LABOR. DEPARTMENT OF , Address. (design, .development and objec tives ' or the Occupational Safety and Health Act .of 1969) (Guenther).. 12:64- .67,. Government views stevedore'safety (lAneeh- mayer). 14:19-28. Should the federal government develop safer ty standards? (Cestrone). 12:111-116. Walsh-Healey Safety and the Occupational Safety and Health Act of 1969 (Gidel). ,21:18-23. ; U.S. GOVERNMENT--MINES, BUREAU OF ' Bust, mist, and fume respirators &' United : States Bureau of Mines schedule no. 21B (Moulton). 16:6-10. U.S. GOVERNMENT--NATIONAL COMMISSION OH PRODUCT SAFETY . The' National Commission on Product Safety looks at recreation (White). 27:6-8. Product safety and youfWhite). 11:10-14. . Washington. speaks on product safety (Cav; ender). 6:8-12. ' U.S. GOVERNMENT--NATIONAL HIGHWAY SAFETY. BUREAU The Highway Safety Program, manual for driver education (Dunn)., 23:60-64. UB. GOVERNMENT--NATIONAL . TRANSPORTATION SAFETY BOARD . The role of the National Transportation Safety Board In railroad transportation (Thayer). 22:7-11. U.S. GOVERNMENT--RAILROAD SAFETY, BUREAU OF Collecting accident statistics (Mueseluthite). 22:13-16. VIRUS RESEARCH FACILITY ' The implementation of a concept (Heilman).. ' 5:66-69 VeJpe, John A. Address (at National Safety Congress ban quet--stressed . that age of safety reform Is here)..i :81-84. rW Waddill, Alin M. ' Permit systems. 5:4-6. Wallace,. Walter P. , - Safety and Pound labor relations--an insep arable pair. 21:12-16. Walts, Robert 0. Motor bike accidents--a national epidemic. 23:46-47. Wantach, Henry J. School crossings and adult crossing guards. 23:16-17. WAREHOUSES Fire protection .for storage areas (Berglund). 3:11-18. Flection lit paper storage (Hair). 21: Warner, E.M. Safe .machine design for 950 volt AC face .machinery. 7:4-9. WASTE DISPOSAL A crisis in our times (VanBeek). 3:130-131. . Emphasis on the need for. proper training (Woida). 8:132-133.' ' Personnel safety in solid wastes manage ment systems (Weaver). 8:126-129. Solid waste is our problem (Wilt). 8:123-125. Supervision, and safety In trash removal op erations (Gordon). 8:184-135. V . WATER POLLUTION Van BeeIs, Gerald ' A crisis in our times. 8:130-131. '' Vandenberg, Robert D. .. Food Section'Ideas that'pay 'off for safety. 10:4. Vanderhaar, J. D. ' Hazard evaluation and its use In the regu lation of hazardous materials transporta tion (McOonnaughey and others), 14:3889. WEATHER, EFFECT OF Problems encountered in cold weather min ing operations (Bertie and Landa). 18:84- 38. Fo1o0d:8S. ection.Ideas that-pay off for safety.'' Weaver, Leo Personnel safety In solid wastes manage- Varjavandi, J. and MageH, O.L. . ment systems. 8:126-129. Safe handling of organic peroxides. .5:17-25. Weeks, Harold B. VENTILATION AND EXHAUST Standard procedures for testing fume hoods in place--an unfulfilled need (Buchanan). .5:68-55. ' Use of (dr curtains in mine ventilation (Graaamuck). 18:44-66. Uses of. PDC as'a training program tor em ployees. 12:25-26. WEIGHT CONTROL PROGRAMS Physical fitness for law enforcement agencies (Hart). 8:60-62. Ventilation and dUBt control at the FroodStobie plant (Segeworth). 18:32-34. Weiss, Waiter D. Accident proof your drivers with, a training program. 17:14-16. VIBRATION Textile noise problems and control through- Welsh, Myron E., See McOonnaughey, W. B. equipment design, (Page). 25:17-18. . and others. . 79 1969 `National Safety Congress West, Robert D. Thechanging relationships between tbe air lines and-their customers. 7:9-13; same, 10:15-19. Wheeler, Edwin M. . Management's role in a fertilizer safety program. 5:42-43i White, William V. .. . The National Commission,on .Product Safety looks at recreation. 27:6-8. Product safety and you. 11:10-14. Whitman, Reginald Nk Remarks--proposed' legislation to cover all aspects of railroad safety. 22:11-13. Wittcox, Glen, Jr. ' ` Awarded President's Medal for resuscitation act 1 :S0. WUeon,.C. E. Making a performance, audit. 12:63-67. Wilson,. Barry C. Police safety equipment: 8:99-101. . Wilson, James E. . The national highway safety program stand ards--where do we stand--hold or count down? 24:44-60. Wilt, Warren Solid waste is our problem. .8:123-126. -. Windsor, Donald G.. A survey team's evaluation. 12:60-63. .Winters. Carl S. Safety is no accident 20:6730. WIRE ROPE . * The safe use of wire rope' in the petroleum industry (Sullivan). ie:31-35. Wiseman, Ryland D. Report on car puller safety. 10:10-11. Wlsotskejf, D. G. Selection (school bus drivers, workshop). 17:20-21. Woida, Jerome B. ' Emphasis on the need for proper training. 0:132-183. WOMEN IN INDU8TBY. . '' Women's safety in industry (Peterson). 13: 22-26. WOOD PRODUCTS SECTION. NSC Officers and committees 1969-70. 25:28-29. Sessions. 25:6-12. . Woods, Margaret 8. Teaching safety through dramatization. 23: Att WOODWORKING INDUSTRIES The challenge of .hearing protection' (Maas). 25:6-10. Development of a safety standard In twelve , monthB (Beardmore). 12:120-124. Labor's role in.accident prevention (Bager). 26-10-12. .. ; . Major' safety problems ot my industry. (Smith). 13:15-18. ' Wooten, M. if. . Survey results on frequency and probable ' causes of employee injury in the Transit industry. 17:85-37.' WORK PERMITS ' Permit systems (Waddlll)..' 5:4-6. Works, David A. . Invocation at-the Congress banquet. 1:30, . WORKSHOPS, PANELS Alternate systems of reporting tbe total in. jury experience: 21:26-83. Can you justify your safety-program? lo: 13-14. Food Section ideas that pay off for 'safety. 10:4-9. Is there, a highway- safety generation gap? 24:6-15. Poultry, processing committee roundtable. 10:12! School-transportation workshops. 17:16-26.- Supermarket safety swap shop. 10:38-29; --~ What's bugging you? 13:26-86. Wren, Cameron, recorder The disruptive child (workshop). 17:16-17. Summary for "experts respond" -- Bchool : . transportation workshop. 17:26. Yarberry, Arthur B. What'hagpened to my brakes and steering? Y YOUTH Are accident prevention programs.in Amer ica commendable? (MacDonald). 23:6-6. Campus disturbances. (Jones). 20:41-46. . The generation gap .(McLeod). 28 :36-41. Involvement of youth in' -safety (Ludy). 1:' ' 23-24. Is there a highway safety generation gap? ' (Panel). Introduction (Fra- ney). 24:6. Auto theft (Oliver). 24:6-8. Pursuit of law .violators by police--legal aspects (Bonaguro). 24:8-12. Alcohol and drugs (StewaH). 24:18-16. S + B = SD (Skill + behavior = a safe driver) Oleland). 6:20-22. .. Your future: delightful but dangerous! <Nietschmann). .8:23-26. Youth, and challenge to safety (Licklider). 23:20-21. Youth and the challenge to safety (Sheehe). 23:21-24. Z mm Zeolla, M. M. The glass safety problem and the solution. 11:33-37. ZINC MINES Progress in protecting miners (Reed). 7:30. 80 NATIONAL SAFETY CONGRESS TRANSACTIONS . NATIONAL SAFETY COUNCIL " 425 North Michigan Avenue Chicago, Illinois 60611 57th NATIONAL SAFETY CONGRESS Papers Delivered in the RAILROAD SESSIONS CONTENTS Keynote Address........... .:........................ ........... .......R. C. Grayson 5 The Role of the National Transportation Safety Board in Railroad Transportation. ........................Hon. Louis M. Thayer, RADM, USCG 7 Remarks ....................... ..................... ............. ;............ Reginald N. Whitman 11 Collecting Accident Statistics.......... ... Joseph Musselwhite. 13 Regional Conference............... ......................................... Gi/y R. McConnell 15 The Medico-Legal Approach .to Accident Proneness.. .. .Max P. Rogers, M.D. 16 Aspects of Safety.......... ........................... ...........W. Finley 19 The State of Illinois Grade Crossing Protection Fund........... . .Harry Stern 22 Getting the Most Out of Your Council Membership...................; ,f. J..Parker . 26 Making "a Sound Slide Safety Presentation......................................C. W.'Bailey 29 Officers, of the Railroad Section 1969-70. . .................................................... 32 ' '( _ .. Five Years of Future Dates.for the National Safety Congress.34 Other Volumes in the 1969 National Safety Congress Transactions.... .Back Cover 3 KEYNOTE ADDRESS By R. C. GRAYSON President, St. Louis-San Francisco Railway Co., St Louis, Mo. Recently there appeared on the front page intense application of thought and energy of the Wall Street Journal an item which . than safety at-grade crossings; Grade-cross I am sure was disquieting to safety, spe ing accidents are the major cause of fatal cialists. The gist of it was that on the ities in railroad operations.' They account job- safety was getting a stronger push from . for two-thirds of all the fatalities resulting employers, as well as union officials. But from, all types of accidents involving the sobering .part of the item was the last railroads. ' . sentence. It reported one carpenter union official as saying "Safety' isn't always easy to selL When the talk turns, to- safety at (union) meetings, half the audience leaves." The late Justice Brandeis held that "Where once "the railroad was regarded as the prime instrument of danger and the main cause of accidents, now it is. the railroad which Most of us will agree that the safety requires protection from the' dangers inci message is repetitious. The rules for safe dent to motor transportation." Some states performance of duties have changed very already have taken action to. relieve rail little, over the years. So the response they carriers of the major financial responsibility receive may be less than enthusiastic. These for. such safety. projects., Grade crossing are days of non-conformity. It is also a protection funds have already been estab-' time in which we are deluged with a variety lished by ten states to help' defray, the costs of. messages prepared by' professionals. Our for garde crossing protection. Several other senses are timed to catchy commercials and states are.sharing maintenance costs. clever Madison Avenue ads. Against such competitibn, the safety message may sound humdrum. Non-conformity, however, has' no' place in an operation which requires strict compliance with the book of rules. In - gaining. such acknowledgment of re sponsibility by other states, we will need the. continued assistance of the National Safety Council which, in the last half cen tury, has made some remarkable contribu It is difficult to recall a. past period when tions toward reducing grade crossing acci there has been so much public and govern dents. mental attention focused upon safety in transportation. Mishaps have generated head- If we are going to make any significant progress in reducing grade crossing casual . lines, and headlines have generated govern mental ^ inquiries and the threat of new legislation. Broad powers have been proposed ties, we will have to get our message across ' to ffie motorist, who is the cause of most of the accidents. Many railroads already have .to enforce comprehensive safety regulations . for our- industry. programs to promote off the job safety. The Frisco considers this an important part-.of By implication, and by direct statement, its over-all safety 'program. Our. personnel the, safety of railroad operations has been have appeared before a variety of civic under sustained attack. In one instance, the organizations -with... the "safety .message. safety of - rail operations was unfavorably We've shown films, we've distributed book compared with the safety of air operations. lets, we've given talks, all intended to- make In the comparison, train accident casualties people conscious of the many ways in which. were inflated to include those killed in high they can jeopardize life and limb in .their way vehiides which collided with trains. The daily activities. ' result was a death toll of 2,359 persons in Fifty years ago, highways served only the year 1968. persons killed in Actually, the train accident? number of' in that year . local traffic. Today, long-distance highways not only serve to deplete, existing'rail traffic was' 142, while the number killed in air-, plane crashes totaled 258. and revenues, but they are also contribut ing to a staggering loss of life, limb, and We all agree that there is no phase of property, through crossing accidents. The our operations today which calls-for a more ideal solution would be to eliminate grade 4 Railroad Section crossings. Unfortunately, the cost of such motor vehicle is the failure of the motor an ambitious undertaking -would be three vehicle operator to exercise due rare and times the net investment in class one rail caution or to comply with existing laws or roads' and more money than the. Federal- regulations in the operation -of his motor Government has spent on highways in.the- vehicle. In most of tliese accidents, the. op last fifty years. Other means will have to erator toiled to stop in the face of flashing be found. lights and ringing bells, or failed to stop his Federal funds to eliminate grade crossings vehicle as required by law. In about one- have been of help. But only about 20 per third of the accidents, the operators of cent of the total- number of grade crossings motor vehicles not only failed to stop but in the United States are on the Federal-aid drove their, vehicles into the sides of trains. highways system. The remaining 80 per , Better driver education and. a strict enforce cent are not in any way eligible for Federal ment of .traffic-laws should improve rail- funds. There is, therefore, an imperative highway safety. need for an expanded public-program to Grade crossings, however,-are but part of bring some form of protection to these the problemTOne. area in which new' stand crossings. ards of measurement are needed is in train Almost every American family now has at accident statistics. Most of us will agree that - least one automobile.. Counting trucks, there it would be financially restrictive to live on ' are about -100 million motor vehicles regis the amounts of money we budgeted in 1957. tered in the 50 states and die District of Yet; ift our attempt to compile meaningful Columbia. Safety at grade crossings is, statistics to measure the safety of railroad therefore, a subject in which the public has performance, we find ourselves tied to the a vital interest An important step forward monetary standards 'of 1957, when $750 in would be for states to use more of the ten railroad- property damage became the cri per cent' of Federal .highway funds au terion for reporting a train accident In the thorized for grade crossing improvements. last twelve years,. there has been a 42 per The states also should share .more in the cent increase In industry wage rates and cost of installing and maintaining automa material costs. In that -same period, the tic grade crossing protection. . - average cost of a new freight car "has more. Over the years, we have spent.a consid than doubled. As a consequence, wha{ might erable sum of money on various kinds of have been cohsidered only an incident crossing protection devices. These have been twelve years ago -- something like a rough of help, but. the Frisco continues to have coupling--now is a reportable accident. I accidents even at crossings so equipped. So think all of us want to see a more realistic do most other .railroads. Part of the-reason approach to accident prevention, one in lies in. the sharp increase in accident ex which everyone with .a vital interest in the posure created by the'phenomenal growth of subject--management, labor, and govern-' highway traffic. There appears to be nothing ment--puts forth a determined effort to ill the offing which 'will reduce vehicular effect an improvement traffic on our highway system. The amount What is needed is a calm, objective, co of square footage devoted to parking around operative analysis, not just a. flurry of head a modern-lday -high school sometimes equals lines and statistics which fail to pinpoint the square footage assigned to classrooms. cause scad effect One such analysis is cur Bicycle racks are disappearing. The new rently unilerway. Among other things, it is symbol of mobility may have 200 horse dealing with . the' movement of what have power under the hood and be capable of been, called' "hazardous materials." Out of racing a train to a crossing. It follows that this study may come a change in the speci driver education courses in high school today fications for wheels and the condemning are as basic to modern living as home'eco limits respecting the tread' wear on wheels. nomics. By "reaching these and future driv Specifications' for tank cars also are under ers now, we . may head off an accumulation scrutiny. This includes investigation of the of bad. driving habits which later will find design of tank cars, specifications for the themselves translated into accident statistics. steel used. in such tanks, the safety valves The record shows that one of the major used on them, welding techniques, and the causes of' collisions between trains -and types of couplers used.-Tank car center'sills '5 1969 National Safety Congress also are being critically studied. What As encouraging as these figures arc, there problems we have will yield to this. kind are ways in which they can be further im of patient and careful investigation;, fol- proved. One way, we think, is to hold every . lowed, by resourceful -innovation. supervisor accountable for injuries which The record shows the progress made in dealing with the hot box problem. Today, we have one-tenth as many failures as we did a decade ago. Some of the progress is due . to better journals, some to better lubrication devices, some to roadside and yard-approach . heat detection equipment, and some to better inspection and supervision. We need, and will see, more improvement in the years . ahead. ....... Efforts to make railroadirfg safer are not sporadic! Safety is a matter of continual concern, to 'any enterprise with turning wheels. It. is especially, so to an industry which pays out, for mishaps of one sort or another, a sum of money equal to half of the entire net railway operating income of. Class One carriers. ' occur under his supervision. For too long, safety has been regarded as the responsi bility of the safety superintendent , and his staff. The'responsibility belongs to the line officer -- the supervisor ' for whom the em ployee works. The specialists who staff our safety departments should, have the op portunity to concentrate their time and efforts upon the formulation ' of 'effective programs to combat accidents;,.They should/* have the time to attend seminars, to parti cipate in industry-wide discussions, and to share their knowledge so acquired with the line officers, who will have to implement the safety program. Division staff meetings should be held regularly, the policy of the' company should be to require attendance by line officers from the various departments -- .transportation, mechanical, maintenance of "It is normal for us to become department way, communications and signals, and special alized in our thinking. The safety superin services. ' tendent thinks in terms of personal injuries . and fatalities.. The manager of loss and , damage thinks in terms of that aspect of the business. The transportation officer thinks in terms of moving trains,' the mechanical . officer in terms of equipment, and the chief engineer in terms 'of.-the fixed plant. But when you tie all of our mishaps together, you discover that. last year the Beyond that, we have to strive for a stronger,- sustained interest on the part of rank and file employees. Competition between departments can be helpful. This year, on the Frisco, .we began an experiment to create a more material incentive to remain in terested in the safety record. Employees are grouped according to their division, shop, or department. Prizes are awarded- for cost of personal injuries, damage to pro commendable safety records. The first prize perty, freight loss arid damage, and'tjie cost category, is for the group which posts a of clearing wrecks came to $340 million, an casualty record of fewer than 100 days lost amount which was equal to more than 50 per million man hours. The second cate per cent of the entire .net railway operating gory ranges from 100 to 200 days lost; the. income of Class One railroads. third category from 200 to 300 days, lost; It is relevant- to point out, however, that . we have made some important strides in reducing employee casualties. At the turn of the century,` railroading was considered one of the most dangerous of occupation's, sec ond only to mining. Yet in 1968, the casualty 'ratio for railroad employees was 12.15 per million man hours. The ratio for manu the fourth category from 300 to 400 days lost; and the fifth category from 400 to 500 days lost. Prizes range .from a boat, motor, and trailer or camper-trailer to color' TV sets, transistor, radios, and safety shoes. We hope in this way to increase employee involvement by giving a material incentive to keep interest -- and people -- alive! facturing in that-year was 14; and for con- ' Psychologists tell us that whether or not a struction,' 26 per million man hours. In the man thinks and acts safely is dependent years between 1961 and 1968, casualties to upon his state of mind. Healthy, alert in employees on duty decreased almost 11 per dividuals usually are persons with a good, cent. Total rail casualties'-- employees on outlook on `life. They bring to their jobs' duty and all persons.-- were the lowest in enthusiasm,- -a pride in their- Wprlf,; and a . the last two of those eight years. : desire to succeed as an individual and' as' 6 Railroad Section a member, of a team. Mental attitude is, therefore, an important ingredient in almost any kind of an operation. For too long, railroad men have been subjected to negative influences. Our indus try has been variously described as sick, ailing, arid trouble-ridden. In the interest of objectivity, I think we need to accentuate the positive a little more. I know of no competent individual at this juncture of history who foresees the demise of the rail way network. The transportation needs of this country for the foreseeable future will require a strong system of rail carriers. Rails are still' prime movers for most of the heavy industry in this country. Industry is expanding. It is fanning-out Cities are growing. Sparsely settled 'areas are. being developed. We have the opportunity to make railroads safer and better than ever before. I suggest we make the most of it. THE ROLE OF THE NATIONAL TRANSPORTATION SAFETY BOARD IN RAILROAD TRANSPORTATION By HON. LOUIS M. THAYER, RADM, USCG, (Ret.) Member, National Transportation Safety Board, Washington, D.C. The National Transportation Safety Board came into-being under the Transportation Act'of 1966--Public Law '89-670. We. are fewer than 300 in number to be considered together with, but still separate from, the total population of the entire Department-- almost 100,000. The idea of forming a department of transportation is by no means a new ` orte. The first attempt to form such an organiza tion was made by the Secretary of the Treasury Gallatin in 1805. Since that time, 33 separate pieces of legislation have been written for the same purpose, most ofwhich died in committee. In 1910, a depart ment of transportation would have included . a Department of Commerce; Labor--Light house Board; The Lighthouse Service; The Marine Hospital Service; The Steamboat Inspection Service.; The Bureau of Naviga tion ; and, U. S. Shipping Commissioners. Many of those, organizations are now con solidated in the U. S. Coast Guard. In any case the Department as it is - or ganized today brought together personnel from 30 agencies or functions, all of whom were working on' transportation to some degree--about 100,000 employees in .3,000 locations in the United States and 40 over seas. The annual budget is about six billion dollars, including the Highway Trust Fund,which is about four and one-half billion. The Secretary is assisted by an Under Secretary and a Deputy, five Assistant Sec retaries, and a General . Counsel. At tire operating level we have an Administrator for each mode of transportation,, plus two not modal oriented. They are the Urban Mass Transportation Administration and, the Saint Lawrence Seaway Development Cor poration. The Federal Railroad Administra tion reports directly. to the. Secretary and . not to any particular assistant secretary. The National Transportation Safety Board is an independent organization reporting annually to the Congress. - v The Secretary of the Department is re quired by the law to assure.the coordinated," effective administration of the transportation programs; to facilitate the development and improvement of coordinated transportation service to be' provided by private enterprise to the maximum extent feasible; ftx encour age cooperation, of the Federal, state and locah governments, carriers, labor, and other interested parties toward the achievement of national transportation-objectives;.to stimu late technological advances in transportation-; to provide leadership in the identification - and solution of transportation problems; and to develop, and recommend to the President and the Congress' for approval, national transportation policies and programs to ac complish these objectives with full and . appropriate consideration of the needs of the public, users', carriers, industry, labor, and , the national defense. Much'of this language is from the law; it gives to the Secretary 7 ?y'\-r,v- '-V'v.'V-' y^rP:: ;' tr. 1969 National Safety Congress . a broad overview. But there is no specific lave conducted. The board, is fully aware'of mention of safety, although safety is cer the fact that three of the eight cases we tainly a factor in each of these statutory have looked at involved grade crossing acci mandates. On the other hand, safety is the dents; and that some in the railroad industry sole concern of the National Transportation consider these'to be either highway or tres-..... Safety Board.' passer. accidents, and in any event beyond The National Transportation Safety Board the control of the railroad.. consists of five members, appointed by the While we understand some of the ration President and confirmed by the .Senate. The ale - that leads' to that conclusion, it is in full term of appointment is five years. The disputable that the people involved are no total population of the Safety Board is less dead regardless of who might be more about 275 people. Under the Act, the .Na to blame. It is the. function .of "the Safety tional Transportation Safety Board has six Board to determine how to prevent accidents functions or duties to perform1, and we are rather than to.assess the blame for those . authorized eight niiore. However, the Board that have already happened. has no authority to regulate, nor power to enforce. Railroad transportation is therefore affected by the role of the . Board, through the action the Federal Railroad Administra tor may or . may not take on any recoin- . mendation we may make to him, and through the activities of accidenjt investigations we may undertake. ............... First, we are. required to determine the cause' or probable cause of transportation accidents and report the facts, conditions, . and circumstances relating to such accidents. In the surface modes we have delegated this function, as authorized by the Act, to the Federal Highway Administrator and 'the Federal Railroad Administrator. except for We. have seen in recent years a change in - this philosophy in that the railroad and the highway people are now jointly exploring the grade crossing problem' in an effort, to solve, that problem for the benefit of the public in. general rather than each .disclaim ing blame. We are pleased to see this co operation and fully recognize' that problems can be solved only with such.joint efforts; We firmly believe that no segment involved ' in an accident can disclaim responsibility until it had done everything possible to pre vent such accidents from, happening regard less of who might be least at blame or most at fault " a few catastrophic cases we select each year. The third requirement is that the Safety In aviation, we ar.e required. to determine Board shall review on appeal, the suspen the probable cause of all accidents, and tHe sion, amendment, modification, revocation or Safety Board and its staff conduct an in denial of. any certificate or license issued vestigation. of every fatal air accident. We by the -Secretary or by an Administrator. . have delegated the investigation of most This has no effect in .railroad transportation non-fatal accidents to the. Federal Aviation since there are no certificates issued by the Administration. , Secretary or by the Administrator. We do, We have selected eight railroad accidents to report on. The first two we based on the investigations conducted by the Interstate however, receive about 10 appeals per year ' from seamen, and about 200 per year from airmen. . , Commerce Commission which included hear . . Next, we are required to make public all ings conducted by an ICC examiner prior reports, orders, decisions, rules, and regu- to the establishment of the Federal Railroad lations . issued, plus every recommendation Administration. We have" participated in the .made to the Secretary or to an administrator, 'investigation of or have conducted public every special study. conducted, and every "hearings . in six railroad accidents. Of the action of the Board requesting the Secretary eight railroad accidents that we have di or an, administrator to take action. In our rected our attention to, we have issued six report on a railroad accident investigation, reports and two are pending. ~ we make recommendations to the adminis We have made a number of recommenda trator, Federal Railroad Administration, and tions to the Secretary,' Administrator, the the industry as we deem- it appropriate-- industry, and" others. as a result. of these always with an eye toward safety. I", shall eight accidents and three special studies we discuss this more fully later on. 8 / "\ Railroad Section The fifth requirement is that we shall the Board has made a safety recommenda report to Congress annually on the conduct tion deemed vital to aviation safety and no . of our functions under the Act and on the . action is taken, we would not hesitate to effectiveness of accident ' investigations in report this matter to the Congress and, more the Department, together with such recom specifically, to. your Committee." .This pro mendations for legislation as we may-deem cedure is not, of course, confined to FAA appropriate. This requirement also obviously but could be applied in any mode. -Our is of interest to the Federal Railroad' Ad- chairman recently responded likewise to a ' ministration which, of course, conducts acci similar question asked.by the House Appro dent investigations in the railroad mode. We priations Subcommittee. have, directed a letter to the Secretary of Transportation concerning the shortcomings of FRA accident investigations and we have made recommendations to" overcome them. Second, we may conduct-special studies .on. matters- pertaining to safety in transportation and the prevention of- accidents. We have made a special study in regard to vehicle The last of our required functions I shall crash cushion and. deflection devices for discuss subsequently. locomotive front-ends and a special study The first of our authorized functions is that we may make such recommendations on system safety - concerning the Office of High Speed. Ground Transportation. to the Secretary or Administrator .on the basis of the exercise of our functions, powers, and duties which,' in our opinion, . will tend to prevent transportation accidents and promote transportation safety. A by product of our normal proceedings in' deter mining the cause or probable cause of a railroad accident is- to make recommenda tions which, in our opinion, will tend to improve transportation safety. Although the Board has no authority to, regulate rior power to enforce, we believe that the author ity to recommend together with the require ment that such recommendations must be made public is a powerful instrument in the safety field -- assuming, of course, that our Next, we' may insure that, in the cases in which we must determine cause or prob able cause, the reports-of investigation ade quately state the circumstances of the acci dent . involved. This, authority- speaks for itself. It says simply that we have authority to insure that the reports of accidents are adequate. We may initiate on our own mo tion or conduct rail, highway,-or pipeline accident. investigations as the Board deems necessary or appropriate. You will note that this authority pertains only to rail, highway, and pipeline. We-have no authority to in vestigate a marine accident. In these three modes,' we select carefully only a few of the hundreds of accidents each year. recommendations are sensible and well We may make recommendations to the founded as we intend them to be.' Note Secretary or.Administrators'concerning rules, that our recommendations to the FRA are regulations, and procedures for the conduct simply that--recommendations. He need not of accident investigations. This likewise adopt them, but his reply also becomes part speaks for itself and its relation to FRA is of the' public information previously men obvious. As I have previously stated, we tioned. . have made recommendations ' to FRA con . The fact that we have no authority to cerning accident investigations. require acceptance of our suggestions in We may request the Secretary or Ad safety matters has. been of concern to the ministrators to -initiate specific accident in Committee on Interstate and Foreign Com vestigations or conduct further'investigations merce of the -House of Representatives. In as the Board determines to be necessary or response' to a request from that committee appropriate. We^ may arrange for, the per to report bn the Board's relationship with sonal-participation of members or other FAA. The, chairman said, "(the Board), is personnel of the Board in accident investi positive that the degree of acceptance by the gations conducted by the Secretary or Ad FAA of our safety recommendations . . . ministrators in such cases as we deem appro .demonstrates both the high quality of the priate. .As I said earlier, someone from our recommendations forwarded and the quality Board usually proceeds 'to the site of major of the response by the Administrator of the railroad accidents. Ordinarily an investiga FAA. . . . Should the day ever come when tion is begun by FRA personnel; if we ...... vU'V- :v--'' -. . 1969 National Safety Congress should decide to declare it a major accident we then take over the investigation and follow it by a public hearing. We may request from the Secretary or Administrators notification 'of "transportation accidents and' reports of such accidents as the. Board deems necessary. We have made . arrangements with the Administrator, FRA, whereby we. receive notification of railroad accidents as they occur. So much for those powers authorized. Andnow let me talk briefly about the last of our requirements. The law states that in the exercise of our functions, powers, and duties, we. shall be independent of the Secretary and the other offices and officers of-'the Department-. This requirement does not ac tually affect the FRA', but it is worthy of note since I find it almost completely misun derstood wherever.I have been. Even among attorneys, who should be fully aware of our independence, it is either not understood .or . not believed; but' our mission was well de11 scribed by1* former President Johnson when ' he said that our "sole function . . . will be the safety' of our travelers,"' He also'"'said the Board will "review investigations of accidents, to seek their cause . . .. determine, compliance with safety standards, and detcr mine the. adequacy' of the safety standards 'themselves.".. Senator Magnuson said the Safety Board is "the Supreme Court of . transportation safety." We have oiir own personnel department and authority to .select' and . discharge employees, and our annual budget is prepared and .presented separately from that of the Department. We have in fact been independent during these first two and one-half years of our existence. . One may properly ask what is the problem that concerns our Board. Reduced to a table, our problem is: Total accidental fatalities 1968, all-causes: . 113,169 'Transportation fatalities Motor.vehicles Aircraft . Ships and boats ' Railroads . 53,654* 1,725 1,706 2,283 59,368 . *25,000 through misuse ol alcohol. Another way of thinking about the deaths on .our highways is that every year we wipe out a segment of the population larger than that of the entire. U. S. Coast Guard; or that , the number of people killed on the high ways represent a fatal crash of one complete ly full 727 jet aircraft every day; or each ten minutes two people are killed, 200 are injured, and there is a property, loss of . $380,000; or that in 1968 there were 13.7 million accidents on the highways; 53,654 people were killed, 1,900,000 were injured, and a total of $10.7 billion were wasted. - This, then, is the problem in brief: the loss of' life in ' transportation accidents, to gether with billions of dollars of property damage, plus untold injuries and subsequent loss of earning power, . _ Our philosophy-is: "Each-segment of the transportation, industry should be as free as possible to ..determine its own pattern of . safety activities so long as it keeps its own. house in order." Compare this with the regu lations., published in Executive-Order,10173 for Coast Guard port safety which reads: "Nothing contained in this part . shall be. construed as relieving masters, owners, op erators, and agents of 'vessels or other water front facilities of their primary responsibility for the protection and security of such .ves sels or waterfront facilities." The Rules and Regulations of FRA reflect, in certain parts, the same philosophy. The railroad company is held responsible, in Part 230, for the general design, construction, and maintenance of locomotive boilers and certain locomotives ' propelled by other than steam power, for efficiency and safety purposes. In the future we plan to, carry on with our current activity, i.e., -to continue -to in vestigate civil aviation accidents; to partici pate in or conduct the investigation of catas trophic accidents in the other, modes; to determine the probable cause in all major ' cases; and to seek ways, to prevent future accidents. Let me emphasize at this point an impor tant characteristic -of the Board. We have made recommendations for immediate cor- . rective' action to the Administrators when deficiencies are suggested to us by facts at hand. We do not wait for the completion of an- investigation or public hearing or a final report before, we act. Once a fact re- ' . lating to safety improvement is adduced in an investigation or from any other source, 10 Railroad Section we move, with deliberate speed. We expect, of tbe fact finding process. But .we are also of course, to continue to make i;ecommenda- fully aware of- the fact that accident pre vious to the Secretary and to the operating vention will be accomplished only through administrators when potential safety prob- ' the. cooperative efforts of all of us who are lems are found. . t concerned with the problem--management, Our Board has been aware'from the labor, and government. We applaud the ac- outset that no amount of searching through complishments and recommendations of Sec- wreckage is an acceptable substitute for retary Volpe's Task Force of Railroad accident prevention. Our investigation at the Safety and,- finally,- we look forward to scene of an accident and our conduct of a working w-ith you more in accident preven- subsequent public hearing areusefulas parts tion and, less in accident investigation. REMARKS By REGINALD N. WHITMAN : Administrator, Federal Railroad Administration, Washington, D.C, We have . only limited responsibility for . at the hearing record made before Con- _ railroad safety. Our authority covers signals, ' gressional committees last year and as re- brakes, locomotives, and such safety appli- cently as yesterday. I. think the tone of ancis as handholds and.ladders. Most of these hearings can be summed 'up very the laws providing for these regulations briefly: The public and the Congress want were passed in the early 1900's. Needless to action! say, they are outmoded, limited to particu- Thus, the basic philosophy behind the lar hazards, and contain broad gaps. railroad safety bill submitted to the-Con- Over the past several years, there,, has. gress- in October by the Department, of been' a steady increase in train accidents, Transportation is that broader authority will with derailments the most significant factor, permit us, through the regulatory process, to. In fact, the, increase in accidents between ' get at the hard core of the railroad accident 1963 and 1968 amounts to 66 per cent--an. experience. Perhaps even more important average monthly increase from ,400 in 1963 than. Federal regulatory authority however, to 669 in 1968. is the fact that the proposed legislation Obviously, the problem has become acute, ., would pull together the efforts of' everyone particularly since some of these accidents concerned--the states, the Federal governinvolve hazardous materials. Greater indus- ment, labor, and the industry itself--to pro trial uses of these materials has naturally 'vide for greatly improved safety practices, led to the handling, of more cars carrying This is possible because, in a sense, the bill chemicals by the .railroads; thus increasing is the result of a joint effort, the potential for this type of accident. The Last April, Secretary of Transportation overall number of employee-injuries and' John Volpe appointed,a special task force fatalities has declined somewhat, but so- to look into all aspects of railroad safety ' has the number of -employees.. So employee and to ' recommend solutions. I was asked , safety in .the railroad industry .is,-at best, to be its chairman, and membership included static. representatives of- railroad management' and While statistics can't tcll-allofa story, labor, and the state regulatory commissions, there is one statistic that is meaningful: Our report to the Secretary provided the ninety-five per -cent of all 'railroad accidents springboard" for the current legislative result from causes not subject to control proposal.- by. the Federal agency charged with the re- Basically, the bill follows the task force sponsibihty for promoting railroad safety. , recommendation that the Secretary of The'rail safety' problem has become a Transportation be' authorized to prescribe critical public issue--one only, has to look rules, regulations, and standards as -he finds 11 . . 1969 National. Safely Congress necessary for all areas of railrpad safety and to- conduct railroad safety research, These would include safety standards for construction and performance of track, roadbed, and rolling stocky as well as quali- increasing competition, simply doesn't Have the resources .to put into' research .on any large scale. And I personally see ho reason . why the burden of extensive research should be theirs. We are conducting some modest fications of employees. programs at the present time, but we haven't One major section of the bill covers trans- bad the funds to carry out any large-scale porting of hazardous materials. It calls for projects. With this new bill, we should be the Secretary to set up a round-the-clock able to open many hew safety doors, central reporting system which could pro-. vide information and assistance, in. emergencies. This system would also make possible 'an accelerated review of all aspects of hazardous materials transportation.' The ,propj)sed;'cdntrol center would be set up to assist in accidents involving all modes of transportation. ' Provision has also been made for effecrive implementation of a bill of this scope, As I said earlier, this bill' is largely the product of a joint effort In order to continue this cooperative approach, the bill proposes establishment of a Railroad Safety Advisory Committee made ijp of representa-: rives of management; labor, the state regu- Another key area to be covered by .the latory commissions, and the public.. Its proposed legislation is that of grade cross- functions would be, in the language of tim ing safety. It is one of our most complex bill, "to advise and make recommendations problems, not only because of sheer nuiri- the Department in the development of bers but because of the high fatality rate in.- safety standards and concerning railroad grade crossing accidents and in the enor- safety generally." mous costs in protecting or separating them. In grade crossing accidents reported to the FRA, for instance, the injury rate is almost one for'-every accident and the fatality ' rate is one in every two accidents. This is somewhat overstated because of Federal reporting rules, but the severity rate-is .extremely high by almost any measure. Also the rate has held steady for ten years, despite the gradual decrease in the number of grade crossings and a substantial decrease in total train miles. The,- tremendous increase in motor vebicle miles is a key factor. . In addition, the legislation specifically encourages maximum cooperation between the Federal government and- the various stategovernments in order to secure railroad ' safety in the most practicable and economic manner possible. To do this, the Secretary would be- given the authority, to enter into, agreements with the states authorizing them to conduct railroad safety programs on his behalf. Also, Federal funds would be autHorized to assist 'the States in providing inspection services and other functions which' may be required in the implementation of The bill would provide for a . one-year rail. safety programs.. . study into the- problem. The results should - The goal' in our relationship with the help' us to establish guidelines based on the ' states is to obtain uniformity in safety hazards which, in turn, will-help us to com- programs, not to' become enmeshed in a mit our resources to common sense solutions. . Federal-versus-s'tate conflict over competing Basic research is. another area of vital programs. In short, we are faced with the importance if safety is- to keep pace with bare facts that indicate only a nationwide technological innovation. This legislation program will meet the nationwide problem would authorize the Department to begin an head on. immediate' research program into the many . Ail of us at FRA hope to take advantage unexplored problem areas of rail, safety, of-the knowledge and expertise of people For the first time, the Federal, government who are the real professionals in rail safety, would be able to couple rail safety research, who were working on promotion of safety with regulation. This, to my mind, is an long before it became fashionable, eminently logical step, for how can -we Railroad safety is but a small part of the produce effective' regulations if we don t total safety picture; but a very important know why the accidents occurred? part The smooth and safe flow of rail The railrpad industry, faced with con- commerce is a major economic consideration. . firming financial difficulties, rising costs, and "The safety of citizens as affected "by ship- 12 Railroad Section ments of hazardous material by. rail, 'as well as safe working conditions for rail road employees, .demands that a major effort be made by- all to reverse the present accident trend. . We fed very strongly that the industry, its employees and government, bodies, as the regulatory agents,- must come to grips with the problems. We must, act now. The solutions must result from joint concern and-joint action by both industry and gov ernment The beginning is in sight; let us hope that concrete results aren't too far behind. COLLECTING ACCIDENT STATISTICS By JOSEPH MUSSELWHITE Chief, Current Reports Branch, Bureau of Railroad Safety, Washington, D. C. The provisions of the Accident Reports carriers, as to the reportability of certain Act of 1910-require each railroad to make accidents. Many of the- accidents, in . ques a monthly report, under oath, of all colli tion are borderline cases and there may' be sions, derailments, or other accidents result an honest difference of opinion or judgment ing in injury 'to persons or -damage to as to their reportability. In other cases, equipment or roadbed arising from the oper . however, there .is obviousjy an intentional ations of such railroad under such rules misinterpretation of the `reporting rules. and regulations as may be prescribed by Unquestionably, the accident reports and the Federal Railroad Administration. This statistics are of great value to the carriers report shall state the nature and causes of in determining the nature, causes, and effects the accidents and the circumstances con of railroad accidents. To make them ' val nected therewith. uable requires the complete cooperation of These reports are filed, in the accident, reports' branch -of the Bureau of Railroad Safety where 'they are examined for com pleteness and consistency,' classified by class, and type of accident, and tabulated. A regu each reporting officer, consistent and com- . plete reporting under the effective rules, and an honest effort on the part of everyone connected with accident reporting to do the best job possible. lar series of monthly, quarterly and annual Only by knowing what happens, and why, statistics based on these reports is ' pub can the railroads carry on their constantly' lished- by the Bureau. changing safety program.- Railroad repre The accuracy and completeness, of these sentatives and representatives of -manu statistics, the extent to which they can be facturers of railroad equipment are keenly used, and their value to the industry and interested in accident statistics. Persons do the Federal Railroad Administration hinge ing engineering research often request these largely on the accuracy and completeness data long before- they are available. Some of the reporting. Occasionally some car- . even make detailed surveys from the Fed riers are more interested in making, their eral Railroad Administration's accident re statistics look good than they are in making ports at their own expense. them accurate.. In this connection, a few We would like to help promote a good appear to make ah effort to keep from safety program or at least"supply depend reporting even obviously reportable acci able statistics on which to build such a dents. Such a' practice- is definitely to the. program. .If sufficiently.. clear information disadvantage of the other -carriers- and cer is not supplied on the "T" reports to enable . tainly not to the advantage of the carrier a proper, classification to be made, what is which renders the report. there -to do but a lot o.f calculated guess This point brings up another function of work? Dp we want guess work? the Bureau: the continuous interpretation . For years oilr Bureau has sent out re of the reporting rules and regulations,. on quests and -instructions in an effort to have the basis of information furnished by the reports properly filled in. ` Many railroads. 13 1969 National Safety Congress have' complied. Some have- not. In such a stances, advising the carrier that it is too situation, how can we arrive at uniformity? late for deletion of a report. that has sub Let's review some examples of actual. 1969 sequently been determined not reportable, "T"' reports for which we requested further we offer this explanation and solution. detailed information. First, we give you the original information submitted for item 23 on "T" form, followed by corrected infor mation. 1. Original -- engine pulling loads from- When late reports come in, we simply add them to the'current month being processed. When you call for a deletion, we must con tact data processing, across town, and ar range for deletion from the following cumu track, engine and two cars derailed account, lative period being processed. Sometimes of . loose wheel. Corrected --car buckled ' they delete and sometimes they don't We and Struck road crossing, causing derailment. are at' their mercy because- of the time 2. Original -- engine shoving loaded . la involved and access to the computer. dles. when rail broke, causing ladles to derail. Now, for the solution. - We feel that 30. Corrected--road bed had settled under track because of nearby excavation. Rail broke under load. (Note--nothing said on corrected copy about a derailment.' First report, no cause; second report, no result). days, in addition to the month in which an accident occurred, is ample time to secure proper information (except in extreme or unusual cases). Extreme does not include train accidents involving thousands of dol- . 3. Original--engine derailed due to broken switch point. Corected -- engine de railed because of worn switch point. lars . where everyone on the road knows about.it except the reporting officer. Solution -- get. the reports in on due date. . 4. Original -- engine shoving loads through After current rules have been in effect track when car and three and four truck' for eight or more years, we-should have a of engine derailed account of rail turning reasonable approach and understanding as over. Corrected --engine shoving cars when to reportability, of most accidents, actqal or car and engine truck derailed because of- alleged. However, something is. .wrong. We rail spreading under car. get-a goodly number of requests for deci- 5. Original -- engine and trailer derailed account of spread track. Corrected-- light engine derailed because of wide gauge. Don't get the idea we are trying, to place the blame, this type of problem-should have been corrected years ago. Perhaps we should have worked more closely with your com mittees; not to see just what should or should not be reported, but to get more reporting roads following the same guide lines and giving a reasonably true account ' sions where there is honest doubt and honest . considerations. These w.e welcome and arc always ready and willing to discuss, but when a reporting officer writes than an em ployee stepped off a moving car at 15 .mph in the usual manner, no' stones, no holes, nothing unusual in procedure, except the em ployee broke his leg or ainkle or fractured a disc in his back, etc.-- no accident -- and asks, "Is it reportable?" we naturally ques tion the sincerity of such questions. of .what happened and what caused it to We could go into many examples if time happen. If this had been done, we probably permitted. This would not solve the problem. would not be involved in our present "chang .'How can we get every, reporting officer from ing of reporting forms, in an effort, to com every road to use a reasonable approach and pile meaningful statistics. I sometimes think ' try to assist in recording a chronology of that if as much effort-wereused'i'n prevent accidents involving railroad operation that ing a recurrence of an accident as is spent can be' used as a tool to reduce such acci- - in an effort to get one deleted from our dents? We do hot have the answer. You statistics, the safety picture would improve could supply the.answer. considerably. We receive approximately SO. late "T" reports per month, many without a rea sonable explanation as to why they are late. Realizing we have .been put on the pan for always counting these late reports against the carrier's record and. then, in some' in At this point I would like to refer to. an excerpt from an exchange of ideas that I had with one of your more, dedicated safety men, Roy P. Hamilton, of the .'Frisco Rail way, now retired: "A safety job. is never completed; you' cannot become enthused today and forget it tomorow and think the 14 Railroad Section job can be accomplished, there is no . gain when you make a safety record on paper. To put it bluntly, who are we fooling except ourselves when we withold useful infor mation?" - .' Many of you are concerned with access to "T'' reports'by outside parties under the Freedom of Information Act, Title 5--US Code S52, 49 CFR. part 7. This information is available when the stipulation is met that information will not be used in viola tion of Section 4 of the Accident Reports Act. Some, but not many parties are using this method to acquire copies .of "T" sheets. I think we should realize, though, that this should not be considered a large problem. In matters involving litigation; avenues are open to permit a review of carrier records by opposing factions without resorting to "T" sheets from our department. Our Bureau is always happy to cooperate with representatives of the industry and to assist them to the best of our ability towards the improvement of safety. In turn, we hope that we wi|l continue to receive your as sistance and cooperation. . . REGIONAL CONFERENCE By GUY R. McCONNELL . Regional Director, Bureau of Railroad Safety, Chicago, 111. To maintain an effective information arid education program for its field staff, - the Federal Railroad Administration uses a -regional conference- program. This type of program had' been used by the Bureau of Railroad Safety for several years prior to our transfer to the Federal Railroad Ad ministration. Under the guidance of Director Rogers, the seven regional directors were given the responsibility of conducting a conference with instructions to develop a. program that would be interesting and effective. In planning a conference, there are three fundamentals to consider: 1. time; 2. lo cation ; 3. agenda. The time element, both the time of year and the length of time must be determined first. The time of year can usually be ar ranged to suit specific, needs. The length of time is determined by the agenda. you have in mind. In the past we conducted our conferences in-the regional'headquarters office. Since.we were trying to improve our conference, we decided that the location should.be changed. When we began to look for a suitable place, we found there were a number of conveniently located establishments available which catered to. this type of meeting. These were live-in types that had all the facilities. After making a site selection, there is usually very little difficulty in getting a suitable time, or, on the other hand, time selection, may have'some bearing on the sight selec tion. . . Having. chosen a site'and selected our dates, the next project was the agenda. In making up our agenda, we found our real opportunity to' improve our conference. The first step was to solicit questions from the field staff. What did they want from a conference? For the first conference we put together a program we felt would be interesting and informative. From the Washington staff, we called on the administrator, the director, the chief counsel's office, the administrative serv ices officer, personnel officer, each diyision chief, and the individual branch chiefs. These people were able to give us the information we needed to understand, not Only our over all program but also the technical programs of each branch'. Since this was their con ference, the staff was encouraged to ask questions. Up to now we had. not changed riiuch from the old format, however, I am sure that the Washington staff did their home work very well and had made their programs quite interesting. But this alone was not enough to revitalize the program. This left us only one way to go and that was to the industry. We called oh representatives of 15 i ' 1969 National Safety Congress the railroads and themanufacturers. In every instance, our requests have been en thusiastically met We have had manage ment representatives, chief mechanical offi cers, as well as many others; we have had ' manufacturers who have shown us theic newest products and others who have fur nished us with technical speakers. And, since our people are working everyday in the yards, shops, and enginehouses, we have had railroad safety supervisors put on safety programs, to remind us of: the ever present hazards on the railroads. -As a result of the new approach to our conference program, we now have our staff of inspectors looking forward to next year. We have requested them to give ns a written evaluation of the conference; and it now appears that next year our biggest problem will be one of choosing the most sought after subjects, rather than trying to gather up enough people to make a program. One other aspect is the availability of a wide variety of movies, film strip slides/ and other'visual aids available for these pro grams. In summary, we have concluded from the response of .our people that our conferences are'successful as an information and educa tion program, and that there are several fac tors which contribute to this success. I do not necessarily give them in order of im portance, but they are: 1. Site Selection. 2. Industry participation 3. Catering to the interests of the partici pants as indicated by their questions and suggestions! 4. Keep the program alive and moving. Since the industry has contributed so much to making our conferences'a success,, we in turn, would like to make our people avail-' able to assist you 'with your staff, conference, or your safety, program, should" you so de sire. ' THE MEDICO-LEGAL APPROACH TO ACCIDENT PRONENESS By MAX P. ROGERS, M.D. Chief Surgeon, Southern Railway System, Washington, D.C. Accident proneness is like poverty and, as the Holy Writ says, "The poor ye shall have withjou always." The industrial world has. always had the accident prone employee . on its hands, and we always wilL The prob lem of accident proneness has been inade quately studied; Too little time has been spent on this problem and what can be done, about it. Before proceeding we should have a definition of `accident proneness." The First Division of the National Railroad Adjust ment'Board in . a decision in 1964 defined it as follows: . possessed- better physical or mental traits, such as faster reflexes and better neuro muscular coordination. Evidence' suggestive of accident-proneness would include a. rate of accident frequency and/or severity that is significantly higher for said employee than the rates which in the light of past experi ence might reasonably be expected of him;" Therefore, in 'a discussion of .the medicallegal approach to accident proneness we need to have a basic approach to determine if an employee is accident prone. In this basic approach, it seems to me, there are two general and broad divisions: "An accident-prone employee is "ohe who has demonstrated a propensity to get hurt in performing service in his occupation under conditions where successive injuries, could have been avoided if the employee had (1) What is the- medical background of the employee? (2) In the event of multiple, injury his tory, is there evidence to show: a. Whether, the. subject is personally acci-' exercised more care or foresight or had^ dent prone?' 16 Railroad Section b. Whether the work environment con- tions. Industry has long been concerned tributes to the multiple accidents? with equating job requirements with phys c. Whether there are unsafe habits of ical ability. Most industry.will now require fellow workers ' which contribute to a pre-employment physical examination, accidents? .. . and the physical standards for the various Let us' go back to the first, or medical job classifications have beeh-clearly set-forth. . division of 'this subject Here it seems to me that this subject itself has two divisions, pyschologic and physical. " In reviewing some of the available liter ature on this subject I find that. information on the psychologic background of acddent proneness is very wordy and sometimes voluminous, but absolutely inconclusive in ' This is one step toward the prevention of accident ' proneness, as we certainly would not hire an individual with a. physical dis ability to perform duties which would re quire the use of all faculties. Therefore, it then totals that we are far more successful in the prevention of accident proneness through the medium of a good pre-employ ment physical ^examination than we are^iri every respect It has been long thought that a<xident prone individuals should show some sort of common denominator, but this has .the field of pre-employment psychological testing. - .not been found.- Even, .though .intensive However, once a carrier has an employee psychological testing has been done by many on its, roles, we are faced with an entirely researchers, it has been impossible to dem different situation. If we have an employee onstrate a single factor or group of factors with a long multiple injury record which that are -common to any representative cannot be prejudiced by a pre-employment number of people with a long record of exam, just what is the situation? Here we accidents and injury. Such testing has in often find circumstances of repeated injuries cluded sociological, environmental, and per which contribute to a physical condition sonality trait studies, hilt still. no common which would predispose to other accidents. factor has been discovered. This lack of a Let me give you an excellent example of .definite answer has caused to be built up this. Let-us say we have-a switchman who- a gradual reluctance on the part of some- suffered a low back strain while throwing managements to provide pre-employment a switch. He was seen by a physician who psychological testing, and- in some cases rendered, conservative treatment and he re some pre-employment testing programs have covered. Subsequently, in repeated episodes, been discontinued. he strains his back again.. Later,' in x-ray With' the above in mind, we can only .studies, it is found that this employee has come to the conclusion that in studying - developed, degenerative disc disease in his accident prone individuals, at the present, low back, with recurring lost time because we do not find a great deal of help, from of low back pain. This man is then accident psychological testing per se. However, I do prone because of physical susceptibility. If not feel we should ' disregard the psycho the carrier continues to employ this man logical studies entirely. Although we have in the presence .of his low back disease, little assistance in the field of -personality the carrier is then held responsible for and character trait studies, we can find help aggravation of a known and pre-existing ' in psychometric testing as concerns motor disease, in case there is another injury. skills and intelligence quotient studies. If It is unfortunate that the carrier is not such' studies are abnormal they certainly required by statute to insure the employment will add to, if not be diagnostic of, a file of physically qualified people, but once em .of accident pronpiess, and will contribute ployed, the. carrier is required to provide a' to the exploration of the' second component safe environment and to be sure that an of the medical background'of accident prone employee is not called upon to do specific ness. In .other words, a common denominator job for which he is not physically qualified. can sometimes be found in the record of an It should be shown then, that because of individual that can be helpful in examining this man's low back condition, it would be his case. hazardous to him to continue .in this position The second or medical component of acci and that he would be accident prone. This dent proneness is basically much more clear position has been taken arid has been held but, on the other hand, has deeper ramifica by the Railway Adjustment Board in an 17 1969 National Safety Congress epoch making decision concerning the Brotherhood of Railroad Trainmen vs; Du luth, Missabe, and Iron Range Railway where it was held, among other things, that "the claimant, because of his physical condi-, . tion, would be more accident prone in the future than he had been in the past." This decision has set a great precedent in the handling of accident prone employees. (Award 20438, Docket 38821). Thus, it seems that we are only one-half successful in the study of accident proneness as concerns before-the-fact .information as based upon the conclusion that certain medi cal findings indicate the possibility of accident proneness in a given individual. However, industry, has more of a problem in the second large division of this subject-- that is, asit concerns after-the-fact of a multiple injury history. In this regard,. we must develop some. sort of a line study or review of the record of an individual who has a voluminous acci dent .record. .This . study should contain the following points as a checklist: recency; ...frequency; severity; In some respects, the recency factor is not as important as the others, but should be studied and related to the-other factors. Also, the recency factor is important to argue against charges that management has in the past condoned of tolerated the nu merous accidents of an employee, and that nothing in particular was done until possibly the'.employee has filed an FELA" action. If we can prove a preponderance of accidents during a recent period of employment .as compared to a similar period of previous employment, 'we are then on much better ground to substantiate accident proneness. Of course, the frequency factor is the real key to accident proneness, provided .the frequency rate is geared to other correlated findings. I refer here to the frequency of accidents in a certain employee as related to. other employees under, the same condi tions. The more numerous the statistics of a comparative nature, the more absolute the basis for declaring an 'employee acci dent prone. In determining this correlative frequency factor, the accident rate of a given employee should be compared to: 1. The ra`e of Other employees in. the same grade and service in the same location. 2. The rate of employees in other loca- tions in the same grade and service. 3. In the same service but for other grades, such as. the employee above and below . the suspect in seniority. 4. Comparison with similar reporting from other railroads of this country. When the above factors are determined, the accident rate-of an accident-prone in dividual will clearly occur as a peak on plotting the statistics on a graph. However, ope must be careful to' show that, all such employees, generally speaking, were exposed.... to essentially the same work hazards as other employees, and /under essentially the same, conditions. ` Now that the basic premises have been established, what is the procedure; from the . medical-legal standpoint, of approaching the problem of an accident prone individual? First of all, we should-, do nothing con cerning an employee who is working anddoing well at the present time. We cannot very easily go through medical records to find those employees' who have had a lot of accidents and then take them out of service. However, when , a file comes across my desk that is voluminous, it immediately throws up a red flag to me. This means . purely and simply that this man has. had a lot of medical attention. The file is then examined to determine if the thickness. of the file- is due to accidents. If so, the fol lowing procedure is followed: 1. The accidents of injuries are listed chronologically with dates and diagnoses. . 2. The list of injuries is then judged from .'the standpoint of recency, correlating the rate of accidents per time period. . 3. If there have been many recent injuries, the pre-employment physical is then checked to see if there are any pre-disposing factors to such injuries. Frequently, one will find the history -of a previous disability on the . accident report which was denied on the pre-employment history. 4. The `Personnel Department is then contacted to determine, if there were any abnormalities in the pre-employment psycho logical and trait testing. 5. The local supervisory officer is then requested to furnish details. as to the em ployee's reactiveness to his job environment and his attitude toward his fellow employees as well as his supervisor. 18  Railroad Section 6. Frequency rate is then studied' (the method being determined by how records are kept--either by the safety department, operating department, or medical depart- ment). as to the number of accidents occur ring in- that particular grade and service under similar circumstances. 7. Severity, if a factor should then be con sidered. When the above material and informa tion has .been' gathered and evaluated, themedical officer should then call for a joint conference with Labor Relations and Per sonnel. As a result of this meeting, there" should be a consensus as to "whether the employee under consideration is accident prone and what steps should be taken. If it is found that an employee is accident prone, he should be held out of service, notifying him of this action and the reasons therefore, with proper notification to theemployee's union representative. Such a procedure sounds ideal and easy,. but' it is not always so, and we all have to learn to live with decisions which may be contrary to our own; However, accident proneness is a serious and costly condition/; and employees who are accident prone can and have been removed from service. Prov ing the status of accident proneness calls for a Ipgical step-by-step approach, com bining the efforts of the Medical, Personnel, and Labor Relations Departments. ' ASPECTS OF SAFETY By W. FINLEY Gen. Claims Adj., Union R lilroad Co., Pittsburgh, Pa. . We are interested in accident prevention first, to prevent human suffering and, second, to save the money that accidents cost. We all know the. cost of accidents is. in' the hundreds of millions. of dollars annually and getting higher each'year. This, despite the progress our industry has made in safety. So it appears that a good safety record (by present' day reporting rules) does not necessarily mean a low' cost claim record nor, for that matter, happy em ployees. '" _ Consider what the medical-legal impact does to your safety programs. Today's labor market has forced some railroads, to lower the standards of qualification, and we find ourselves hiring men who have less than the physical ' fitness required for the job and who , are not mentally alert. We, of course, don't expect to hire all college athletes, but'at the same time we expose ourselves to large potential claims when we hire people .with known physical defects. The latest medical aspect .in the litigation field is the claim of neurosis. There are at least ldO different -kinds of neurosis, but the kinds we are most often faced with are conversion reaction, conversion hysteria, and traumatic neurosis. The people most likely to sufficr , a neurosis are the ones'who have had a mea ger education and are unable to cope with the reality of .their accident. This is .the basic problem (according to the psychiatrist) in almost every case. So, when we lower our standards we create our own safety and claim problem. Perhaps to quote a court instruction to the jtiry hearing a case involving physical fitness' will give you a better idea -of just what the railroads are faced with. In the case of John ' F. Wyler v, The- -Southern Pacific Company the court said, "Under the Fed eral-Employers Liability Act the word in jury may include sickness, and it is negli gence for a railroad company to assign a sick employee, of whose illness it knew-or should have known to tasks for which lie is by reason of his condition unfitted, and the employee may. recover the damages from the railroad .if such assignment plays, any part in proximately worsening or aggravating such .condition." What we are really talking about -here is not only related to sickness but to the physical fitness of the man when we hire Iiirp, as well as when he reports hack to work following either an on the job injury or an off'the job injury.. The law- places a duty on the railroads to see 19 1969 National Safety Congress to it that each man is- physically able to do able to prove negligence on the part of his the job you require of him, and if you fail employer in order to get-paid for his injury. to exercise due care in seeing to his physical This is not the case, however, if he' is in fitness, the railroad is responsible for all jured as a result of. a safety appliance defect damages flowing from that failure. or a violation of the Boiler Inspection Act. There,,is another area which involves fitness, one over which we have very little control--it's called moonlighting. Here, we have a man holding two jobs. In one way I must admire those who put' forth the If either of these latter acts are involved in proxhnately causing his injury in. whole or in part, he does not have to prove negli gence and can collect his damages by prov7 ing the defect caused his injury. effort required to work two jobs, but on. While, only a limited number of injury, the other hand.I can tell you from experience cases reach the courts, the more spectacular that a man who puts in eight hours on the (usually cases, involving amputations, deaths, railroad and then goes elsewhere and works etc.) are among those which are widely another six or eight hours is hot getting publicized and have, produced astronomical the proper' rest, and. it is difficult for me verdicts, the latest one being $800,000 for a. to believe'that he is not more prone to injury double amputee' in the Ohio area. It can, than the man Holding just one job. We therefore, be readily ..understood that- the' presently have a case pending that will give . system by which railroad employees are 3'ou a clearer picture of the problem. Itr. compensated for their injuries generates a X, an employee of one- of my roads, works great deal of. rancor and distrust and. des- his regular assignment from 7:00 a.m. to troys much of the mutuality of interest and . 3:00 p.m. each day, five days a week, and objectivity on the part of management and . lie-also holds a'job tending bar from 8:00' the employee in the safety movement. It p.m. until 2:00 A.M., six days a week. The creates a tremendous moral problem and .result is;- this man has been involved in more places a great strain on loyalty. Company than. 90 incidents over the past 20 years and spirit, which is so important, to the success 'has-now brought suit against the railroad of railroading, is diminished,. if not totally for two injuries,- claiming not only his lost destroyed. wages from his railroad job as damages but . Even the. cases which do not reach the; also his lost wages from his bar tending courts are 'surrounded by a quasi-Iegal job. Not only does this place us in a bad atmosphere -which results in. dissatisfaction position from a claim standpoint, but his on the part of both the company and the jack of proper rest, I am sure, was a factor, injured employe. The FELA breeds ill will in his poor safety record. So not only must between employee and employer and plays we hire people who are physically fit, we into the hands of-the ambulance chasers. It . must see to it that once. they are in our fosters dishonesty and. chicanery on the part . employ they stay physically fit. ' of employee claimants, and the legal and As you can see, the medical aspect does present some real problems, but despite that I feel the real culprit is the legal aspect--namely, the Federal Employers Liability Act. For those of you who do not know, thq Federal Employers Liability Act is an act of Congress , approved in 1908 and amended medical professions as well. It tends to penalize honesty and reward' dishonesty. In jured. employees receive, grossly 'varying amounts for comparable injuries; frequently the less severely injured may. receive a far greater amount than the more severely injured. ' in 1939, which, dictates the system by which the railroad employee is compensated for his injury. As part of. the FELA we also have the Federal Safety Appliance Acts -- the now. outmoded Ash-Pan Act and the still existing Boiler Inspection Act. The Federal Employers Liability Act is based essentially on. the doctrine of common- law tort or negligence, and recovery is entirely through Another and perhaps more - vital' area is equally affected by the .FELA accident re porting. The name' of the game is . conceal ment; that is, concealment of fault by both the employee and the employer. The em ployee is reluctant about providing all the facts surrounding his accident,- especially those involving man-failure, for he knows very well that any negligence on his part the courts. So in theory a man must be `is going to weaken his case against the com- 20 Railroad Section pany, and each of his fellow employees who when the .Qaim Department pays a man for are called upon' to give facts surrounding his lost time, the illusion of reportability the accident take the same position for fear is created and places the Safety Department that the next time the situation may be in a bad light and may,, as a matter of fact, reversed, and they will be the ones looking make them' consider .reporting a case that' for a way to prove negligence on the-part they may not otherwise report. This is most of the company and must rely to a great ex- unfortunate,- and I do not believe that pay tcnt on their fellow employees. The com ing a man for time lost to get a release pany, on the other hand, shows the same and save the expense of answering a sum degree of reticence iri the preparation of mons and complaint -should have anything to reports of accidents to both the Department do with reportability of an accident Some of Transportation and' the various state times discretion is the better part of valo'r, agencies and are reluctant to show the cause and we pay not 'because we owe it but ' of the accident if other than man-failure because in the final analysis it is cheaper to for fear that the reports might fall into pay a questionable case of a few days lost the wrong hands and be used against them. tiriie rather than end up before a. jury which Accident investigations should be designed to is almost always going 'to give the plaintiff establish the cause of the accident in ques .soiriething. It is no longer possible in this tion bitt should not be a contest or a game society to defend a' case, involving a pfin- to see who can prove negligence on. one ciple when a corporation is involved,, and or the other. There should be a- means of it is far too expensive. pinpointing the causes and pointing the way. You have a most difficult job--selling an toward corrective action, which under to intangible product for which there seems to day's rules and regulations are sometimes be a limited market, not only among' the delayed until.the claims are settled or have wage earners but in some cases among the been adjudicated. .All of us are concerned supervisors who are the first link of the with the reportability, of accidents, because safety chain. It takes a' great deal of integ- , this is the measuring stick used to determine . rity on the part of all supervision to main whether or not the railroad has a good tain a good safety program. Not all of us. safety program arid a reasonably safe opera have that, degree of integrity. Some of us tion. This, iii my opinion, is not the correct fold our tent and silently steal away by measuring stick arid should not be the .total settling a claim that on its' face looks as determinant as to whether or n'ot the Safety phony as a three dollar bill. We have good Department of the railroad has a safe opera 'reasoris for paying,* and it isn't the fear of tion. getting licked--under the FELA we' seldom There has been so much' written about win:. accidents, injuries, and accident prevention Some of the cases we have a. great deal as to. create the idea that safety deals ex of difficulty with are-the ones involving late clusively .with .these. For example, the De reports. I don't mean those cases where the partment of Transportation requires reports accident isn't reported to anyone; I am talk of only traumatic injuries, those which re ing about those cases where an Occident is sult from accidental occurrences. Actually, reported informally by telling someone who safety embraces far more than this, and. just for one reason or another doesn't' make a because an' injury is not reportable to the written report It may not be an attempt Department of Transportation under the to hide an accident, but some people believe present reporting rules should not be cause that if the Claim Department gets involved for great joy on anyone's part, because some, in making any. kind of an investigation, of the most costly. claims I've been faced they will stir up a claim when there is none with weren't reportable. and, therefore, would rather not risk the This also seems to be the area where development of a reportable accident safety and claims start to reach some sort I have no desire personally, nor' do I of impasse. Most of the arguments between believe any other claim man has a desire, the two departments seem to arise over to ruin your safety record. But we do have reportability.. Sometimes, whether or not the a desire, in fact we have a great need, to injured man should be paid for his time off have all injury cases reported promptly . when it is in question. Some contend that and a thorough investigation made, for this 21 1969'National Safety Congress is the only way we can protect ourselves customs, and philosophy will fall by the and our companies at some - future date wayside or undergo substantial changes. We when tlie insignificant. back sprain turns need a new approach. The keystone will be into a ruptured disc which could easily cost flexibility in the safety1 movement1 as well our companies in excess of $50,000, and as in every other railroad endeavor. Man could prevent the ambulance chaser or the agement safety programming efforts must bad doctor from grasping another of our be disengaged from the past, kept pliable employees and ultimately discarding liim-to to permit molding and remolding to fit the the industrial scrap heap. changing- patterns of the future. This, I The railroad industry is in the midst of think, also- applies to labor, whose efforts great changes--automation, mechanization,- to make - a safer industry are commendable and technology advances are some. Parallel ing these and of equal importance are the changes in the character of the business and the effect they will have on the method . but seem -to be. firmly embedded in the past and lacking in the flexibility needed to meet changing conditions. They seem to be pointed in only one direction--safety by legislation, which they apparently view as a cure-all of operation. Actually, everything points to but in reality can only widen the gap be a revitalization and strengthening of our tween labor and management1 and govern industry. In the process, however, old ideas, ment in the field of safety. THE STATE, OF ILLINOIS GRADE CROSSING PROTECTION FUND By HARRY STERN Assist Railroad Engineer, Illinois Commerce Commission, Springfield, 111. Thirty-four years ago, in 1935, the Illinois vice .versa), the type of train, and type of (Commerce Commission started a new system motor vehicle. * of keeping records and assembling informa tion with which to make studies of safety at . grade crossings within the state. That year, each railroad operating; in the State of Illinois (52 in number) was issued a citation requiring, among other things,.that it fill out and file, forms provided by the Commission, one1 for- each grade crossing of its tracks with a public highway. Each' railroad was also required to assign a mile post designation number and railroad line , number to each crossing, so that it could be readily identified. On receipt of this information, the Commission started,a filing system, in which there is a card for each railroad crossing with a public .highway known ' to exist in the State of Illinois. The citation also required each railroad to report every accident which had occurred at each of these crossings from 1928 to 1935.1 These were entered on the proper cards and, beginning in 1935, information regarding every grade crossing accident was entered on the proper card as it was reported. Thus, each card carries a record of every accident which has occurred at that crossing since 1928. Each card also shows the type of1 protection, if any, provided at the crossing: whether it be automaticbell, automatic flashing light "signals with bell, automatic flashing light signals with gates and bell, manually. operated gates, or watchman. If a watchman is listed, the hours during which he is on duty are shown. General Order 44 of the Commission A study of the information accumulated requires each railroad to report every grade on these cards showed immediately the cossing accident, giving the time, date, loca crossings that had the highest frequency of tion, number of injuries'and fatalities, if accidents. Armed-with this information, the any, and type, of accident (whether the engineering staff of the Commission's rail motor vehicle was struck by the train or road section has been able to direct its 22 Railroad Section efforts to the investigation of those crossings longer, in fairness,; be charged solely to which have a combination of high frequency the railroads, and the concept of cost divi- of accidents and high volume of railroad sion between the railroads 'and the' public and highway traffic. agency, that maintains the highway came . The State of Illinois has well over 16,000 highway-grade crossings and only through the fine cooperation of' the railroads in providing the required information has it been possible to develop the basic data into being. In the Tate 1930's, the accepted cost division in Illinois was a 50-50 split f on the initial- installation, with the railroads assuming the subsequent costs for mainte nance and operation of the signals. required. The Federal Bureau of. Public Roads soon" From the records compiled, it. was ob vious that something should be done'to try to improve safety at these crossings.. Grade separations, the ideal solution to the grade crossing accident problem, were being con structed at certain- selected locations with Federal funds. More often than not on high ways which receive no Federal aid, neither prescribed a more liberal cost division where Federal highways were ' involved. Illinois followed suit. and commenced paying upl to 90 per cent of the installation costs on all state' highways, and later the Commission distributed the costs so that agencies other than the railroads paid up to 90 per cent of the cost at--crossings on all public roads. the railroad company nor those maintaining The Illinois statutes have permitted, the the highway have available sufficient funds Commission to close and abolish crossings to build grade separations. Grade crossing no longer required by public convenience protection in the form of automatic flashing and where public safety , requires the'closing. light signals'on single track main lines, and Now, those statutes also obfigatg, the' Com automatic flashing -light signals and gates on mission to divide the costs for crossing multiple track crossings, seemed to be a protection - betweed the railroad and the more . practical approach to the problem. public agency responsible for the highway Neither warning lights nor gates seem to involved. Even in the days of low costs' for prevent the daring driver from risking and. automatic protection, financing was a prob sometimes losing his life and the lives of lem. The greatest difficulty Was that coun his passengers by fool-hardy attempts to ties,- townships, and municipalities seldom 1 cross the tracks ahead of an approaching had adequate funds available to pay their train. part of the cost of protecting the crossings In the 1930's the minimum cost for a with roads and streets not on the state flashing light signal installation was approxir highway system. In working with this prob mately $1,200, and gate arms could be added lem, it was found that fhe railroads gener for $800 to $1,000 more. Today, the cost ally were willing to bear a larger part of of flashing light signal installations will the cost of- protecting certain crossings, if average over $10,000 each, and gate installa tions up to $30,000 or more, depending upon the number of tracks. and the complexity of track circuits in the crossing area; others nearby were, at the same time, closed, and abolished and highway traffic diverted to the protected , crossings. A great deal has been done, and for that matter is still Prior to 1920, before the advent of large number of motor vehicles, the post of cross ing protection, then largely manuallyoperated devices or hand- flagging, was borne entirely by the railroads. This was not un. fair, since in those' horse and buggy days being, done, in this way. The conservative estimate of the total number of Illinois communities involved in such projects where all crossings along a particular railroad were either protected or closed, would now be in the neighborhood of 400. highways were not. involved in competition In the 1950's, secondary roads were being with the railroads. However, as everyone improved everywhere' in' the state. Many knows, when automobiles and trucks became - local, county, and township roads were more numerous, they commenced taking both being paved with smooth surfaces conducive passenger and freight business from the to travel at high speeds. railroads. With the highways becoming Here was a condition demanding more competitors with the railroads, it was rec crossing protection brought about by in ognized that the total costs for protecting creased highway traffic and not by anything highway-railroad grade crossings could no the railroads had done. In . fairness, it 23 t I960National Safely Congress seemed the cost shbuld be borne in substan fore an examiner of the Commission. At' the tial part by highway. agencieii^VYet, we. hearing the: petitioning party must ! show often found counties with the least' financial need for protection of the crossing in ques ability to have the most railroad crossings tion. ' From, the evidence adduced at the where expensive' crossing protection .was hearing, the Commission makes its decision needed. Because the- need for protecting as to whether or not the crossing should be these crossings was a matter of concern protected, and if the crossing protection is for the safety of the general public, the ordered, it distributes the costs among or . Commission appealed, to the legislature for between the parties, as the case may be. financial assistance with the result that the' The percentage of the costs allotted to. Illinois Grade Crossing Protection Fund the Fund varies with the conditions. In many was established in 1955. .The legislation cases, the governmental agency that main provided that the first $25,000 collected from tains the highway will be' required to improve, the Motor Fuel Tax recepits each'month' the approach grades at the crossing. This was to be set aside in the Fund. could involve widening the approaches, so With the rising cost of labor and materials; that there would be adequate -space foF'two1' and an increase in the number of requests, lanes of traffic ovet the crossing. Frequently for use of the Fund, efforts were made to the Commission finds it necessary to order increase the amount .of Motor Fuel Tax the grade of the highway appibaches to be money set aside each, month. In 1959, the raised to comply with provisions of General Commission was successful in urging the Order' 138, - which states that the highway legislature to increase the amount to $50,000 should be level for at least sixteen inches per month, and' in 1963, to $100,000 per from the outside of the' head of the rail, month. then ascending or descending- at a grade not This money is held by the Department of to exceed one per cent for a distance of Public Works and Buildings to be disbursed twenty-five feet and then, if'' practically by them on order of the Commission in the possible, at a grade not to exceed five per interest of the safety of the "state-wide cent to the railroad, right-of-way, or as far public." It may be used- to pay. part of. the as the Commission has jurisdiction. This cost of construction or' reconstruction of ' sometimes requires a considerable amount of automatic projection at the crossings, at ' fill and the complete rebuilding of the grade, of highways of. streets .in county, approaches. The railroad may be required township, or district road systems and mu to widen. the crossing proper to meet in nicipal street systems with tracks of creased width of roadway; if the crossing railroads as provided for in Section. 58 of proper is in poor condition, to rehabilitate "An Act concerning public utilities;" as it; or to adjust the elevations of tracks to amended. Section 58, among other things,... provide a smooth -surface over multiple - authorizes the Commission, after having track crossings. In some instances, a crossing made, proper investigations, to designate is protected in an area where an adjacent certain crossings as' extra-hazardous, re crossing could be closed if a short connect quiring the installation of - appropriate ing road on one side of the track could -be protective devices..At railroad grade cross constructed. by the responsible highway ings of state-maintained highways, the state authority to divert traffic from the crossing.-, pays its' share of the cost of installing pro- ' to be closed to the crossing to be protected. tection.'.from money other than' that in the Some of the less affluent counties, town- , Fund. ships, and road districts need financial aid . In order to make use of the Fund; either to build connecting roads and rehabilitate - the railroad or the public agency maintaining approach .grades. In 1967, the Act was fur the highway or street' must file a petition ther amended to provide for the use of the with' the Secretary of the Commission, Fund .for reconstruction, alteration,'reloca-' ' seeking an order of- the Commission requir tion, or improvement of any grade crossings, ing the installation of the. grade crossing^ including the necessary highway approaches protection at the crossing involved, dividing thereto in accordance With Sections 57 and the cost of installation among the parties 58 of the Acf. Section 57,- among other and the .Grade Crossing Protection Fund. things, gives the Commission the authority The case must then be set for hearing be to require a public utility, to install and 24 Railroad Section maintain protective devices, .. to promote 809 crossings protected. through use of the and safeguard the health and safety of its Fund, flashing light signals with- gates have employees, passengers, customers, and' the been installed: Flashing light signals only, public...,." with or without bells, have been installed An example of the contribution to safety on Illinois highways .by closing- of grade crossings arid the use of the Fund for cross ing protection is Carbondale, Illinois,-where the. double track main line of the Illinois Central extends through the city. Originally, at 463 of the remaining 486- Flashing light signals with two train indicators have been installed at the remaining 23 crossings. In the orders calling for protection by the use of the Fund, some 244 crossings have been, closed. there were eight' grade crossings along the As of March 1, i969, $9,200,000 has been Illinois Central tracks. Before the Fund set aside for use by the Fund, of which became available, in 1955, automatic flashing $8,778,096 has been spent on-grade crossing light signals and gates were installed at two installations or allotted to, installations pend of the crossings. In 1959, two crossings were ing! The total estimated cost of the crossing closed and* abolished and four -were pro . protection in which the Fund participated in tected with automatic flashing light signals that time was $15,204,588, of which $6,426,492 and gates. A portion of the cost of the was assessed to the railroads,- cities, counties, latter installations was borne by. the Grade ' or other public bodies as part of their'cost. Crossing Protection Fund. The availability of Fund money has made, Our records show that in the thirty-one it possible for Illinois to be in a favorable years prior to installation of protection of position in the country's over-all safety the four crossirigs protected with the use of record. It is estimated that there are approx Fund- money,' there, had been thirty-two imately 220,000 highway-railroad grade cross accidents in which'there were five fatalities ings in the continental United States. Illinois' and- twenty-one injuries. In the ten years 16,300 grade crossings constitute about 7Vi since the protection has beat placed in per cent of this total. Approximately 32.5 service, there have been only three accidents per cent or 5,300 of the crossings in Illinois at one of the. crossings with one fatality are provided with some. form of special and one injury, and no accidents at the other protection to warn of the approach of trains. three.. For the most part, the protection is by mod ' There are many other such examples. em flashing light , signals alone or in combi The accident record in all! of these cases nation with gate arms. The number of . has been good, but in some not as impressive protected crossings in the remainder of the as. at Carbondale. Now, after many years' states is about 38,000, which is less than work by the Commission, only a few Illinois. 19 per cent of the total number of protected . urban communities are left with unprotected crossings in Illinois. crossings along major rail lines. The effectiveness of Illinois' program of As of March 1, 1969, there were approxi- crossing protection, in which the Grade inately -16,300 highway-railroad grade cross Crossing Protection Fund plays a prominent ings in the State of Illinois. Even after the part, is demonstrated by the fact that white closing and abolition of hundreds of unneeded Illinois has 7}4 per cent of the crossings in crossings by. the Commission, this is still the. nation, only about five per cent of the over one-fourth more than in any other nation's crossing fatalities, occur here. state. Illinois has many.riiore miles of main line railroad than any other state and the Volume of railroad traffic handled here is also far greater than any of the others. During the five-year period, 1951 through 1955, immediately before the Grade Crossing Protection Fund was established, 645 per sons lost their lives in grade crossing acci Since the establishment of the -Fund in dents in Illinois. During .the latest five-year 1955, 809. crossings have been provided with modern warning signals, where the new protection was partially paid for by the Fund. Without this help, it is reasonable .to period, 1964. through 1968, this figure had dropped to 577, a reduction of 10.5 per cent over the 1951-1955 period. assume that very few of these crossings In the United -States as a whole, during would have been profccted. At 323 of the the five-year period 1951 through 1955, 1969 National Safety Congress 7,228. persons were fatally injured at rail road crossings, and during the later com parable period, 1964 through 1968, this figure has risen to 8,293, an increase of 14.8 per cent notwithstanding the reduction which h^s been made iri Illinois. Even though we feel our record is good, we know much remains to be done. There, .is- no doubt- that the reduction- in fatalities at Illinois crossings during this period of greatly expanded automobile traffic on the highways has resulted- in a large part from the provision of modem crossing protection made possible through financial assistance- from the Grade Cross ing. Protection Fund. . GETTING THE MOST OUT OF YOUR COUNCIL MEMBERSHIP By F. J. PARKER Staff Representative, Railroad Section, National Safety Council, Chicago, I1L. The only way in which, you cap get the most out of anything is to know what is available to you. That is one reason they give you'.a menu in .a restaurant, so you know that for an X amount of money you can get soup or fruit cocktail, meat and po tatoes, perhaps another vegetable, coffee, rolls and butter, maybe even a dessert. We don't have a menu but we do have a catalog. We also have a four-page leaflet which describes in part some of the ma terials you receive with the various classi fications of .membership. There are many materials and services available to our mem bers, services which cost nothing over and above dues. There-are also materials avail able at a reasonable c'ost, with the 20 per cent member discount. I wonder how many of you have visited the Council Headquarters within the past two years? How many of you have visited the council headquarters within, the past five years? How many of you have never visited .us?. ' ..; . First, let me tell you a little bit about us. Presently we occupy 190,000 square feet (the entire 3rd, 4th, and 5th floors) of the Mandel Building, located on the Chicago River immediately north of the Michigan Avenue bridge. We currently have about 450 full-time employees, more than 400 of whom work in Chicago. Far too many people think of" the Na tional- Safety Council only as an agency that makes those -horrible, holiday traffic predictions;. an organization that makes posters or. one which promotes those little commercials that we see. on TV about "watch out for the other guy.'' Many people - think we. go out and make factory inspec tions, or establish codes, standards, and regulations by which industry must live. Still others think we are available at any time to make talks, speeches,' etc. Of course, nothing could -be further from the truth. The National Safety Council is' a" mem bership organization whose .sole purpose is the prevention of 'accidents not only in industry but on bur streets, roads,, arid high ways; in our. homes and even in our churches; on the farms and in our places of recreation; in our schools and colleges; within 'our labor organizations; and .in the activities of our women's groups. We .even have a Youth Department which works' with YMCA's, with the 4-H Clubs, the- Future . Farmers of America, Junior Achievement, Boy Scouts, - etc. We do not bar or restrict anyone from membership so' long as their interest is in the -field of safety and accident prevention. .There are a number of types of member ships but the major ones are the flexible dues groups, where the dues arc keyed to 26 Railroad Section . *\ . d the size of the operation (based on number ual;.training courses (the Industrial'Dqtartof employees), and the fixed dues group . ment will conduct 18 of these training representing insurance agencies, labor or courses during 1969) ; home study courses, ganizations, trade associations, public serv for which we have received excellent, re ice groupsj etc. Agencies of the Federal sponse ; films and slide series; and Industrial Government .do not hold memberships, as Supervisor magazine. . such, but they do participate in all National 3. For employees.: Film and slide series; Safety Council activities. pass-out material.;' .reading rack material; When you become a member .of the Na envelope stuffers; Safe Worker magazine. tional Safety Council, what happens to yqur "dues dollar?" Your dues are now split SO-SO. Fifty per cent is retained by the Council to operate the organization, and the other SO per cent is returned to you in' the. form of materials and program aids. Those who choose , the standard-service plan auto matically, receive an administrative unit plus such additional materials that will benefit them. For those who choose the optional service plan, the SO per cent becomes. a service credit which may be. used at any '4. For the plant program.: posters, pop posters, banners; safety stickers; Green Cross flags and awards. Award of .Honor1 -- Award of Merit--Certificate of Com mendation--President's Letter. 5. For.the fleet driver: Motor transporta tion service; safe, driver awards; .monthly newsletter.; Safe Driver magazine. 6. For off the job safety: Off...the job campaigns; .defensive driving course; 'Family Safety magazine- '' time during the year to purchase materials 7. Community safety programs: Loral of their own selection. safety councils; field servicemen; three, Of-the 50 per cent of dues. that, is re tained in the organization,, some is used to support membership services. that can be of great help to you -- if you know about them and.use them: . - 1. Technical help: Section activities, con sultation services; library services; statisti cal services; National Safety Congress. 2. Non-technical help: .Council awards; public information; The Railroad Section has four award plans: Railroad Employees' National Safety Contest; Railroad Passen ger Safety Award (this particular' award is being held in abeyance- this year pending a stu.dy by the Railroad Executive Com mittee) ; Railroad. Public Safety Activities Award; and the award plan -for. recogniz ing .good industrial safety records. types of programs:' - (1) "Let's Have _ a Safe' Community" for small ' cities under 50,000; (2) "The Community Safety Or ganization" for cities* capable of supporting a-staffed safety council; (3) "The County Manual" for areas where the county is the logical unit of organization. For further -information on these `programs, contact your field serviceman. More than 1,300 safety posters are illus trated in the council poster directory.1 Many of them are . addressed specifically to rail road problems. Most of- them are of good use in railroad safety problems. We en deavor, with the assistance of the Railroad Section's visual aids committee to issue new railroad posters, dealing with special railroa'd problems, from time to time. There are- many, materials and services . As a contribution to the grade crossing which, may be supplied to you or may be accident prevention program, we .annually selected by you, depending upon the .type issue a three-color "Signs of Life''. poster of service you select. Sqme of these are: 1. For management: administrative units, technical manuals, and references;. National Safety News, a monthly publication which deals primarily with industrial safety; Acci and. furnish approximately 30,000 copies to the Safety Section,. Association of Ameri can `Railroads, at a price below our out of pocket cost; the Safety Section in turn distributes tliem tef its members. dent Facts, published annually, which is the standard statistical reference book on all phases pf safety everywhere. Several data sheets on railroad problems are in print and several- more are planned. Our School and College Department is 2. For supervisors: The Sixth Edition of issuing two safety education data sheets, the Accident Prevention Manual for Indus- - "Railroad .Trespassing," (revised) and, for trial Operations; Industrial Hygiene man- use in driver education, courses, "Safety at 27 1969 National Safety Congress the Crossing," based on material released have on safety.'' Or the person who writes, to us .by the Illinois Central Railroad. "I am preparing a term paper in industrial The 46th anual issue of the' Railroad . safety; please send me all of the information Green; Book is in preparation. This book you have on the subject" Then, of course^ lists railroads winning all four types of there is .the man who writes in to say, "I awards, plus data on grade crossing accident understand you have data sheets on safety. programs, transportation accident statistics, Please send me one of each." and other helpful information. This is a spe Being a non-profit organization there are cial service for the railroads only. some requests which we simply cannot fill: In the industrial department we have 30 "I want to distribute copies of such and people. Besides the department manager and such, please send me 500 copies." assistant manager, we-have directors and 14 staff engineers. Included in this number is an industrial hygienist, a.couple of chemists, a fire prevention specialist, electrical engi . "Yfho makes the best safety glasses?" or, "How many pairs of safety shoes are.sold every year?" neers, etc. .We are there to serve our mem Then -there are "Don't you think there bers in every way possible. . should be a law prohibiting 19 year old boys One might think that with all of this experience behind us that - we would know all of the answers. We are the first ones to admit that we do not. We don't know all of the answers, but there is one thing we do. know--we usually know where - to get them. In many cases we are acting as . a from working as -a tree trimmer?" Or the attorney who writes, "Who in,your organi zation is an expert on ladders? .We want to use him as a witness!" "Please send me a mailing list of all of your members.'' "Please fuijiish us with the registration list of the last National Safety Congress." clearing house for information. When one I have tried to point out to you some of our members calls or writes requesting of the areas in which we think we can. Be the solution to a problem, if we don't. of help to. you. Whenever you are in doubt, know and we find that no. one else in our call or write us. Let us be the judge of department knows, we begin calling some whether-we can, or cannot help you. . of our old friends who we think might have, the answer. Rarely ever-are we unable to come up with some possible solution. The National Safety Council is your 'organization, we are here to serve you in any way possible, if you will give us a As you .might imagine, many of our in chance. This is the only way in which' you quiries are ridiculous. For example, a letter can get the most out of your Council mem which says, "Please send me everything you bership. Railroad Section MAKING A SOUND SLIDE SAFETY PRESENTATION , By C. W. BAILEY Director of Safety and Plant Protection, Duluth, Missabe, & Iron Range Railway, Duluth, Minn. Do you sometimes feel that' they're not Movies -of a general nature do not say- listening to you?. The traditional way to specifically what you want .them to about hold a .safety meeting is to get the men to your particular situation. A photograph of gether and give them a short talk. The- a man performing a specific operation on effect on your audience is often not what your property together with appropriate you hoped it would be.. Why? We some narration' is much mdre effective than a times .forget that we are living in an. age whole movie on the general subject, of your of TV. "Everyone is becoming more sophis talk. ticated in their viewing'habits. All of us. How often have you shown a film and have become more adept at tuning out the. heard some employee say, "Ya, sure, but commercials and loking only , at what in that doesn't apply here." If he sees it hap- ' terests us. pening on your property, it's a' different As safety directors, we have a message story. Sho'wing.your employees doing? things to get across to our employees.' How can the wrong way is a very effective turn off we get this! message across? Some- of the for the guy who says, "It can't happen ways available to us are talks, charts, post here." ers and signs, magazine articles, slides, and Sometimes, the supervisor out on the line' movies. . who is holding the safety meeting needs a Slides with sound .hold , the employee's boost to get his discussion going. A slide interest and heighten his awareness of haz talk, and particularly one which ends with ards'. We believe' that slides offer several a question or-states, a problem to be solved advantages which, you should consider when . can be particularly effective, especially in setting up your safety-p'rogramsl Slides are a meeting such as this. relatively inexpensive. .. The equipment Slide talks can be kept current Opera- needed to make a sound-slide presentation tions change. When they do, it is easy" to. consists of a 35mm camera, a tape recorder, take slides of the new. program or equip and perhaps a device for making title slides.. ment and insert them - in your presentation. 'Between $300 and $400 would put you in business. Most railroads already have such equipment available. Once you have' made your initial investment, however, you' have great flexibility and a' good attention- getter. * If -you are. filming a movie,' generally several hundred feet of film, are needed to get-the scene just right Equipment must.be run through' its paces several times. Men must be. tied up posing and the costs mount by the hour. Slide presentations,-on the' The 35mm cameras on the market" these other hand, are easier to film. If you make days are'nearly foolproof. The skills needed a mistake, it can'be re-shot with little in to do the job can be developed easily-with convenience in most cases. Titles and car a' little practice. toons are easier to handle in a slide presen With a little ingenuity, a sotmd-slide talk tation, giving you greater flexibility. can be made as attention- getting as a color Assuming that you now wish to try your movie. Bring your employees in as con hand at filming a slide talk, let's go through sultants and actors. Shoot all the scenes on' ' the steps required, giving you the ' benefit your property.' This lends an air of famil of our bitter experience. iarity to the program and gives those watching it. a sense of'participation and Development identification which they would not. have Step one, of course,. is to decide upon with a movie made for general use. your subject matter and the results which 11 29 1969 National Safety Congress . you'hope to achieve with your presentation. Plan the art work for the title slides and Who-will be your audience? What message, put your artist to work. Title slides can be do you want to get across? Who will see humorous and of a cartoon type of art. It this talk? Supervisors, old employees, new might be well.at this time to point out that men? What will appeal'to them? art work is easily converted to slides. If For example; study of- recent accident there is someone. available who can do this' reports indicates a sharp increase in the for you, you might consider doing the ennumber of reportable .injuries to a track . tire program in this manner rather than tak crew. You conclude that since these are new. ing photographs. employees unaware of the many safety haz Be sure to make the necessary- arrange ards, a sound slide presentation would, pro ments for any equipment you will need on mote better understanding. Your first move the scene and also have the area prepared is to call-your staff - together, explain the by_ housecleaning if necessary. Get together problem .to them and what you wish to equipment to be worn or used by the crew accomplish. Their experience in safety prob members, so it will be available when shoot lems' is going to be'a help. ing begins. Delays cost, extra money and Often, a brainstorming session will pro .frustrate participants; duce many excellent ideas. Since the whole When setting up the shooting, you should' group- is familiar, with the operation, .they consider using three cameras so different can develop worthwhile suggestions. ' Try angles can be shot.to provide a good selec to bring in knowledgeable operating super tion of finished slides. If your staff needs visors and employees who 'can tell you about some introduction to .cameras, be. sure they . the problem. This would also be a good get- it and are -familiar with their use. time to get the names of men to pose for. the slides. These people should be'respected Photography ' by their fellow Workers,.have a.good safety, Before the actual shooting begins, care record, and be reasonably photogenic. fully. inspect the employees to be . photo A stenographer should be present if pos graphed for--dress and appearance. New sible, so accurate notes can be kept, thereby clothing is npt necessary, but clothing should preserving all good ideas. , . be clean. Errors discovered after the slides When the meeting is over the notes will have to be transcribed and a rough draft of the program prepared. This should generally set the .stage for'the entire production, and ' enough copies should be prepared for. dis are 'developed mean re-shooting the scene. You should keep in-mind that others besides the crew you wish to train will probably be seeing the program, possibly persons on other railroads. ' tribution to all persons who `will .work on Take a good look at the equipment that the program. is to be used. Make certain that there are After a selection has been made of' the people -who are to participate ameeting should be held with them .to brief them on the program and what is expected of them. Go over the program one point at a time with everyone concerned. Make sure the participants ' understand and agree. Make, careful notes of their ideas' and change the no defects, that all safety appliances are in good order, and that obscenities written on equipment and other disturbing factors are removed; This also applies t'o any tools or mechanical equipment. Make sure that it is in good condition and will photograph .well. Be sure that the area is clear of debris .and rocks large enough for stumbling haz program accordingly.. Your employees can ards; even tall weeds should be avoided. be extremely helpful, in giving, you ideas Photographs have a.way of magnifying even that the men will accept and understand. a small amount of debris left in the area. '( ' However, I do not recommend that the Plan Photographs ground be raked or swept, as this may give Be sure to plan what slides will be re an. artificial appearance to the.area. After quired and list them in the sequence in all, the men know what your property looks which they will be photographed. Often pic like. tures can be' taken in one location that will You are nearly ready to photograph now, appear in several places in the presentation.' so check your light meter and make the 'Railroad Section necessary adjustments to the cameras. At Basically, it consists of a two-track stereo least one camera should be equipped with a tape recorder, slide.projector, and a synchro flash attachment or strobe light, so any dark nizer that converts the signal from the or shadowed area's can be covered.. Remem slide changer into an inaudible signal on ber to shoot from three different angles to produce the desired results. OK, get the job done. . Script the tape. Your voice, is recorded on channel one of the 'stereo tape. You then press the slide changer and the signal goes onto channel two. Simply keep repeating this process until finished. Now that we have completed the photog-: raphy, we must review and- prepare the . script. Once the slides are developed, exam. ine them carefully and decide which best illustrate the point you are trying to make. Be very critical and also be selective .of the photographic quality. If you find it difficult to coordinate the cominentary and change the slides, you may, want. an assistant to work with .you. He can operate the slide changer in accordance. with the script. You might also wish to tape the commentary and 'then put the slide change signals on during a- second run. With Take-your script and compare what you a ..little practice, you will soon master the will say with the scene you are viewing. entire operation by yourself , in one run. If it needs a slight change, make notes arid move on to the next'slide. When you are finished, the script will be completed and ready for recording. After completion, preview the program in order' to' catch any errors or changes that are. necessary. Call in the people who helped you write the script for their comments -- Recording, the Sound Track. they can often, catch things you aren't aware When you put the program together, it of. is essential, that you have a'quiet, room and not be disturbed. No phones ringing dr in terruptions ' can occur, as the t?pe recorder will pick them all up and you will have to re-do that portion of the tape: Well, you . did it. It really wasn't so totigh after all. Now you, can take it out on the property and show it with pride. You will be surprised how well employees will accept it, since their'own people helped Many .-variations of the equipment needed' you to make it. They feel they all-had a to produce , a sound slide talk are available. part. ' ' OFFICERS OF THE RAILROAD SECTION NATIONAL SAFETY COUNCIL 1969-70 General Chairman--R. P. Little, Elgin, Joliet. & Eastern Ry., Joliet, 111. Vice Chairman--G. J. Barry, Chicago, Milwaukee, St.'Paul. & Pacific R. R., Chicago, III. Vice Chairman--R. C. Lindquist, Northern Pacific Ry., St. Paul, Minn. ' . Secretary and Newsletter Editor--M. M. Echols, Norfolk & Western Ry., Portsmouth, Ohio Associate Newsletter Editors Canada--*D. P. Russell, Canadian Pacific Ry., Montreal, Que., Canada. Easl^-*yj. V. HXYES, Penn Central,.'Philadelphia, Pa. ` Southeast--R. L. Miller, Southern Railway System, Atlanta, Ga. Central--L. E. Wall, Illinois Central R.R., Chicago, III. West--N. A. Sutton, St.: Louis-Sari Francisco Ry., Springfield,. Mo. Southwest--R. S. Van Ness, Chicago, Burlington & Quincy R.R., Chicago, 111. Audio Visual Aids Committee--C. W. Bailey (Chairman), Duluth, Missabe & Iron Range . R.R., Proctor, Minn.; S. W. Mosvick (Vice Chairman), Great Northern Ry., St. Paul," Minn.; H. Borngrebe, Chicago, Burlington & Quincy R.R., Omaha, Nebr.; P. F. Satterwhite, Jr., Southern Pacific Co. (St. Louis. Southwestern. Lines), Houston, Texas; B. L. Wagner, Duluth, Missabe & Iron Range R.R., Proctor, Minn. . Home and Off-the-Job Committee -- G. W. Gearhart (Chairman), Norfolk& Western Ry.j. Roanoke, Va.; W; B. Groome (Vice Chairman), Union Pacific'R.R., Omaha, Nebr.; R. W. Bowman, Bessemer & Lake Erie R.R., Greenville, Pa.; O.. P. Dowling, Seat- board Coast Line R.R., Jacksonville, Fla.-; F. C. Laing, Southern Railway System, Knoxville, Tenn.' '. Membership 'Committee--Roy S. Eno (Chairman), Denver & Rio Grande Western R.R., Denver, Colo.; G. J. Thompson (Vice Chairman), Union Pacific R.R., Omaha, Nebr.; J. H. Gilfillan, .Chicago, Rock.Island and Pacific R.R., Kansas City, Kans.; H. A. Hopkins, ' Missouri Pacific R.R., St. Louis, Mo.; J. L. Kincaid, Colorado & Southern Ry., Denver, Colo.; R. G. Kuhlman, Chicago, Burlington & Quincy R.R., Denver, Colo. ; M. E. Shewmake, Atchison, Topeka & Santa Fe Ry.; LaJunta, Colo. Nominations and Elections Committee--*H.. A. Linderer . (Chairman), St. - Louis-San Francisco Ry., Springfield, Mo.; *D. K. Miller (Vice Chairman), Southern.Pacific Co., San Francisco, Calif.; *T. L. Hildebrand, Soo Line R.R., Minneapolis, Minn. 32' Program Committee--R. C. Lindquist (Chairman), Northern Pacific'Ry, St Paul, Minn. R. S.'Van Ness (Vice Chairman),.Chicago,-Burlington and Quincy R.R, Chicago 1IL; N. J. Andbews, Illinois Central R. R, Chicago, I1L; C. W. Bailey, Duluth, Missabe and Iron Range R.R, Proctor, Minn.'; *T. L; Hildebrand, Soo. Line R.R., Minneapolis, Minn.; *H. A. Linderer, St. Louis-San Francisco Ry., Springfield, Mo. Publications Committee--K. L. Patrick (Chairman), Chicago .& North Western Ry, Chicago, 111.; R. M. Kionka (Vice Chairman), Chicago & North Western Ry, Chi cago, 111.; W. R. Otter, Jr, Chicago & North Western Ry.; Chicago, III. Railroad Highway Traffic Safety Committee--N. J. Andrews (Chairman), Illinois Cen- . tral R.R, Chicago, III.; *H. C. Daulton (Vice Chairman), Louisville.and Nashville R.R.; Louisville, Ky.; R. W. Cassidy, Chesapeake and Ohio-Baltimore and Ohio RIt, Baltimore, Md.; *W. V. Hayes, Penn Central, Philadelphia, Pa.; *D. P. Russell, Canadian Pacific Ry, Montreal, Que, Canada; H. E. Shaughnessy, Erie-Lackawanna Ry, Cleveland, Ohio , Research and Contest Committee--W. C. Laraway (Chairman), Delaware & Hudson Ry, Albany* N. Y.; *H. C. Daulton (Vice Chairman), Louisville and Nashville RJt, Louisville, Ky.; J. R. Bannerman, Canadian National Rys, Montreal, Que, Canada; C. K Garcelon, Bangor &.Aroostock R.R, Bangor,. Maine; G. W. Gearhart, Norfolk & Western Ry, Roanoke, Va. Training Committee--]. P. Perron (Chairman), Pacific Fruit Express Co, San Francisco, Calif.; R. D. Schaver (Vice Chairman), Atchison, Topeka & Santa Fe Ry, Topeka, Kans.; W. F. Griffin, Union Pacific R.R, Los Angeles, Calif.; O. J. Pilcher,Southern Pacific Co, Los Angeles, Calif.; J. M. Starr, Western Pacific R.R, San Frandscq, Calif. Staff Representative-r-F. J. Parker, National Safety Council, 425 N. Michigan Ave,' Chicago, 111. 60611. Past General Chairman 33 PLAN NOW TO ATTEND THE , NATIONAL SAFETY CONGRESS OCTOBER 26-29, 1970 / CONRAD HILTON HOTEL, CHICAGO The Congress is always a big week, a worthwhile week for the 14,000 safety people who attend. At the '70 Congress you can meet other safety people, with thesame problemsand responsibilities asyourself. You can exchange views and ideas on accident preven tion, health, hygiene, and fire prevention ... on safety in industry, traffic, school, at home and on the farm. You can seethe largest of all safety equipment exhibits atthe Congress... an opportunity foryou to make wellinformed buying decisions for your company. This four-day educational program, planned and pre sented by the National Safety Council, can be your most thought-provoking, most worthwhile safety expe rience in 1970. Make plans early to attend the 1970 Congress and bring the other people in your organization who have safety responsibilities.: FUTURE,CONGRESS DATES 1970 October 26-29 1971 October 25-28 1972 Oct. 30- Nov. 2 1973 Oct. 29-Nov. 1 NATIONAL SAFETY COUNCIL 425 NORTH MICHIGAN AVENUE CHICAGO, ILLINOIS 60511 ; \ Order Form 1969 Congress Transactions Quantity Ordered . ' Stock No. 022.39-1 022.39-2 022.39-3 022.394 022.39-5 . 022.39-6 022.39-7 .022:39-8 022.39-9 022.39-10 022.39-11 022.39-12 022.39-13 022.39-14 022.39-15 022.39-16 022.39-17 022.39-18 022.39-19 022.39-20 022.39:21 022.39-22 022.39-23 . 022.39-24 022.39-25 022.39-26 022.39-27 022.39-28 022.19 Vol. No. Title 1-9 10 or Copies more 1 General Sessions & Index to all Volumes $.85 $ .65 2 . Aerospace; Air Transport .85' .65 3 Automotive & Machine Shop; Power Press & Forging- .85 .65 4 Cement, Quarry & Mineral Aggregates . . .50 .45 5 Chemical & Fertilizer .85 .65' 6 Civic Leadership; Church, Women, Youth, Farm ' .85 .65 7- Coal Mining .85 . .65 8. Construction; Public Employee 1.10 1.00 9 Electrical Equipment .50 . .45 10 . Food & Beverage, Meat Packing, Tanning & Leather Products; Trades & Services .85 .65 11 Glass & Ceramics; Rubber . .85 .65 12 Industrial Subject Sessions; Associations * 1.10 1.00' 13' Labor .85 :65 14 . Marine . .85 .65 15 Metals .50 .45 16 Mining .85 .65 17 Motor Transport; Transit .85 .65 18 Occupational Health Nursing .50 .45 19 Petroleum .85 .65 20 Public Utilities .85 .65 21 Pulp & Paper; Printing & Publishing' .85 .65 22 Railroad .50 :45 23 School & College . 1.10 1.00 24 Traffic - .85 .65 25 Wood Products; & Textile .85 .65 26 Early Morning Sessions .50 .45 27 Public Safety .85 .65 28- Home Safety . .85 .65 COMPLETE SET OF 28 VOLUMES $13:60 Automatic 20% discount to National Safety Council members; or 10% discount to government agencies. Please enclose check with orders less than $5.00. SHIP TO: Organization' _________________________ _I_ Address:_' _____ !______ City _________________ L_State Zip CodeL- to Attention of______________ __________________________ BILL TO: Organization;! Address . ]____________________________________________ __ City_________ _State_Zip Code__ to Attention of _______ Customer's Purchase Order Number " ____________ __________________________ MAIL TO: NATIONAL SAFETY COUNCIL 425 North Michigan. Avenue Chicago, Illinois 60611 19C37002 printed in u.j.a. 02?.39--22